May 2021 – Special — 5-6-21-OCIDA-Special-Meeting-Materials-condensed.pdf ========================================================================= ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 333 WEST WASHINGTON STREET, SUITE 130, SYRACUSE, NY 13202 PHONE: 315.435.3770  FAX: 315.435.3669  ONGOVED.COM Meeting Agenda May 6, 2021 10:45AM Call to Order the Special Meeting of the Agency A. Conflict of Interest Action Items 1. Review and discuss supplemental draft GEIS for White Pine Commerce Park and set public comment and hearing schedule. Agency Action Requested: a. Resolution to accept supplemental draft GEIS as adequate for public review, issue Notice of Completion of Supplemental Draft GEIS and authorization to OCIDA Staff and Counsel to take all necessary steps to comply with SEQRA notice requirements; b. Resolution to set a public hearing on the Supplemental Draft GEIS for May 24, 2021. Representative: Robert Petrovich, Executive Director, OCIDA Adjourn NEW YORK STATE ENVIRONMENTAL QUALITY REVIEW ACT (SEQRA) DRAFT SUPPLEMENTAL GENERIC ENVIRONMENTAL IMPACT STATEMENT VOLUME I: WHITE PINE COMMERCE PARK 5171 Route 31 Town of Clay, NY 13041 Lead Agency: Onondaga County Industrial Development Agency https://www.ongoved.com Robert M. Petrovich, Executive Director 333 W. Washington Street, Suite 130 Syracuse, New York 13202 315-435-3770 (Fax) 315-435-3669 Prepared by: JMT of New York, Inc 19 British American Boulevard Latham, NY 12110 518-782-0882 May 2021 Acceptance by the Lead Agency: _________________ Comments to be Submitted to OCIDA by: _________________ Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 TABLE OF CONTENTS Page Executive Summary………………………………………………………………….. ES.1 1.0 Introduction and Project Description………………………………………… 1.1 1.1 Project Background…………………………………………………….. 1.1 1.2 Changes in Circumstances…………………………………………........ 1.5 1.3 Permitting and SEQRA Process………………………………………… 1.7 2.0 Alternatives ……..…………………………………………................................. 2.1 2.1 Background……………………………………………………………… 2.1 2.2 Alternative 1: No Action Alternative …………………………………… 2.1 2.3 Alternative 2: The Park as Considered in the GEIS……………………… 2.2 2.4 Alternative 3: Smaller Expansion …..…………………………………… 2.3 2.5 Alternative 4: Develop Park in Alternative Location…….……………… 2.4 3.0 Environmental Setting………………………………………………………........ 3.1 3.1 Land Use & Zoning……………………………………………………… 3.1 3.2 Community Character…………………………………………................. 3.5 3.3 Transportation…………………………………………………………… 3.6 3.4 Utilities & Community Services………………………………………… 3.8 3.5 Topography, Geology & Soils…………………………………………… 3.9 3.6 Water Resources…………………………………………………………. 3.13 3.7 Air Resources……………………………………………………………. 3.15 3.8 Ecological Resources……………………………………………………. 3.17 3.9 Cultural & Archeological Resources……………………………………. 3.30 3.10 Visual Environment & Aesthetic Resources……………………………. 3.33 3.11 Noise ……………………………………………………………………. 3.34 3.12 Human Health…………………………………………………………… 3.37 4.0 Potential Environmental Impacts and Mitigation……………………………. 4.1 4.1 Land Use & Zoning……………………………………………………… 4.1 4.2 Community Character…………………………………………………… 4.2 4.3 Transportation …………………………………………………………… 4.3 4.4 Utilities & Community Services…………………………………………. 4.9 4.5 Topography, Geology & Soils…………………………………………… 4.13 4.6 Water Resources…………………………………………………………. 4.16 4.7 Air Resources……………………………………………………………. 4.19 4.8 Ecological Resources…………………………………………………….. 4.23 4.9 Cultural & Archeological Resources…………………………………….. 4.27 4.10 Visual Environment & Aesthetic Resources ……………………………. 4.28 4.11 Noise ……………………………………………………………………. 4.32 4.12 Human Health……………………………………………………………. 4.41 Table of Contents Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Page 5.0 Cumulative Impacts...……………………………………………...................... 5.1 5.1 Cumulative Impacts…………………………………………………….. 5.1 5.2 Mitigation……………………………………………………………….. 5.2 6.0 Unavoidable Adverse Impacts.…………………………………………........... 6.1 6.1 Unavoidable Impacts……………………………………………………. 6.1 7.0 Growth Inducing Aspects……………………………………........................... 7.1 7.1 Population Growth………………………………………………………. 7.1 7.2 Infrastructure Induced Growth………………………………………….. 7.1 8.0 Irreversible and Irretrievable Commitment of Resources………................ 8-1 8.1 Commitment of Resources………………………………………………. 8.1 9.0 Effects on Use and Conservation of Energy ………………………………… 9.1 9.1 Proposed Energy Sources………………..………………………………. 9.1 9.2 Anticipated Short-term/Long-term Energy Consumption .……..……….. 9.1 9.3 Energy Codes and Executive Orders…………………………………….. 9.2 9.4 State and Local Energy Initiatives...……..………………………………. 9.2 9.5 Energy Star and Industry Energy Responsibility Partnerships.……..…… 9.3 9.6 LEED Design and Construction………………………………………….. 9.3 10.0 Solid Waste Management ………………………………………………………. 10-1 10.1 Solid Waste……………..………………..……………………………….. 10.1 10.2 Hazardous Waste………….……………..……………………………….. 10.2 Table of Contents Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 List of Tables Page Table 3.1-1: Existing Land Use within One Mile of White Pine Commerce Park…..… 3.2 Table 3.5-1: Soils………………....………………………………………. Following Chapter 3 Table 3.8-1: Acreage of Vegetation Cover Types………………………..……………. 3.22 Table 3.8-2: Common Species………………….………………………..……………. 3.28 Table 3.8-3: USFWS Endangered and Threatened Species...…………..……………… 3.29 Table 3.11-1: Ambient Noise Data……………..………………………..…………….. 3.37 Table 4.3-1: Trip Generation……..………………………………………..…………… 4.5 Table 4.7-1: Representative Facility Emissions Summary……………………………... 4.20 Table 4.11-1: Typical Construction Equipment Noise Levels………………………….. 4.36 Table 4.11-2: Potential Construction Noise at Receptors……………………………… 4.37 Table 4.11-3: Potential Operational Noise at Receptors……………………………….. 4.39 List of Figures Following Chapter Figure 1.1-1: Project Location …..………………………………………………..…… 1 Figure 1.1-2: Prime Developable Area …..…………………………………………… 1 Figure 3.1-1: Existing Land Use…………………………………………..…………… 3 Figure 3.1-2: Existing Zoning……………………………….……………..………….. 3 Figure 3.4-1: Existing and Proposed Utilities ...…………………………………..…… 3 Figure 3.4-2: Community Services………….…..…………….……………………..… 3 Figure 3.5-1: Topography……….………….…..…………………………………..….. 3 Figure 3.5-2: Soils……….………….…….…..………………………….………..…… 3 Figure 3.6-1: NYSDEC Stream Classifications………..…………………….……..…. 3 Figure 3.6-2: Water Quality Classifications....…..…………………………….………. 3 Figure 3.8-1: Site Wetlands……………………………………………….……….…... 3 Figure 3.8-2: Utility Corridors Wetlands ………………….…………...……………... 3 Figure 3.8-3: Land Cover Types….………………………………..………………….. 3 Figure 3.9-1: Architectural Resources….………………………………..……………. 3 Figure 3.11-1: Sound Level Monitoring and Receptor Locations ….………..……….. 3 Figure 4.11-1: Common Sounds Levels.…………………………..………………….. 4 DGEIS Appendices Appendix A: SEQRA Documentation and Agency Correspondence Appendix B: Traffic Analysis Report and Data Appendix C: Utility Provider Commitment Letters Appendix D: Visual Impact Assessment Appendix E: Noise Data Table of Contents Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 EXECUTIVE SUMMARY Project Background Project Location and Description The Onondaga County Industrial Development Agency (“OCIDA”) proposes to expand its modern industrial park at the White Pine Commerce Park (“Park”), formerly known as the Clay Business Park. The Park is located northeast of the intersection of NYS Route 31 and Caughdenoy Road in the Town of Clay, Onondaga County, New York. The Park is approximately 7 miles north of the City of Syracuse. The Park was created to be capable of supporting a mix of industrial and/or commercial uses with related office space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution Project Location facilities in a campus-like setting. OCIDA has devoted substantial time and effort into developing the Park, with a particular focus on development that will bring high-tech facilities and high paying jobs to Onondaga County. More recently OCIDA has focused its efforts on the semiconductor industry. These efforts have been unsuccessful to date as it has become apparent that a larger geographic footprint is necessary in order to support this type of industry and associated investment required by the tenants. OCIDA, as Project Sponsor, proposes to expand the Park to approximately 1,250± acres (the “Project” or “Action”). OCIDA currently owns approximately 648± acres, has another 282± acres under contract, and would acquire approximately 320± additional acres. The acreage to be acquired are parcels contiguous to the current Park, and are generally located along Route 31, and along the east and west sides of Burnet Road. OCIDA would acquire the additional parcels through purchase agreements with existing landowners or, if necessary, pursuant to the Eminent Domain Procedure Law (“EDPL”), to avoid fragmented parcels that would hinder future development. Project Overview and History This Draft Supplemental Generic Environmental Impact Statement (“Draft SGEIS”) is a supplement to the 2013 Final Generic Environmental Impact Statement that was completed (“2013 FGEIS”) and OCIDA’s issuance of a Findings Statement that concluded that development of the then existing 340±- acre Park avoided or minimized adverse environmental impacts to the maximum extent practicable, and incorporated mitigation measures that were considered practicable. P a g e ES 1 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Project Purpose and Need The Project purpose is to expand the Park to enable OCIDA to market the Park to a larger, more diverse mix of potential industrial and commercial developers by making the Project site more attractive to a broader scope of industries, particularly the semiconductor industry, and bringing high tech and high paying jobs to Onondaga County. This Draft SGEIS identifies, evaluates, and addresses various impact thresholds, permit criteria, and mitigation measures anticipated for the expanded Park, including those attributes associated with large- scale semiconductor industrial development. By addressing these issues in a Generic EIS format, the SEQRA process will define a set of threshold conditions or criteria under which potential future actions and development will be undertaken or approved, including any subsequent SEQRA compliance requirements. Proposed Development The 2013 FGEIS detailed a preferred development scenario, which anticipated a full build-out of approximately 2.0 to 2.5 million square feet of industrial development and assumed that the Project would be developed in several phases. Given the lack of any specific tenant and uncertain timing for development of future phases, this Draft SGEIS considers the potential impacts associated with the development of the Park, including the expanded area, while providing for further evaluation, as necessary, when a conceptual plan for a specific development is available. The development evaluated in this Draft SGEIS contemplates OCIDA’s focus on developing the Park with a tenant or tenants in the semiconductor industry. This may translate into a buildout encompassing approximately 4.0 million square feet of industrial development at the Park. This would equate to approximately 400 acres of surface disturbance (temporary and permanent) within the Park developed in a campus like setting that would be sited to avoid regulated wetland areas and would limit the height of structures to no more than 160 feet. This anticipated development is expected to bring approximately 4,000 jobs covering three shifts that operate 24/7 year-round. Based on a review of similar types of facilities being developed in other areas of the country, and given existing site conditions and the Project purpose, the initial buildout would likely include the following: • A combined total of approximately 4.0 million square feet (SF) of buildings in a campus like setting made up of the type of uses identified in the 2013 FGEIS (manufacturing, laboratory, R&D, fabrication, warehousing, office, support, utility, waste, service yards, energy, water treatment) • Approximately 50 acres of paved area for parking (which may include parking garages), loading, internal road circulation and/or shipping/receiving areas • Two (2) access roads enter the Project site from NYS Route 31 and Caughdenoy Road) • Approximately seven miles of new sanitary sewer line from the Oak Orchard WWTP to service the surrounding sewer district, including the Park • Approximately four miles of new gas line to the Park • Approximately 5,000 linear feet of underground electric line to the Park P a g e ES 2 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • Areas avoided and set aside for wetland preservation, conservation, and if necessary, mitigation • Additional areas for: o Stormwater management o Truck scales and security guard stations o Fuel storage o Employee amenities, trails and open space o Landscaping, security fencing, signage, earthen berms and vegetated buffers Project development will include site infrastructure including internal roads, drainage culverts, waterlines, sewer and wastewater systems, electric, natural gas, stormwater management systems, lighting, landscaped areas, earthen berms and areas maintained as undeveloped natural buffers. It is anticipated that areas owned by OCIDA that are north of existing New York Power Authority and National Grid transmission lines will not be developed to avoid actual or potential wetland areas. Upland areas alongside these wetlands may be suitable as possible wetland mitigation areas, if necessary, for potential impacts that cannot be avoided or minimized by a future specific development, which is not covered by this Draft SGEIS. The development of the Park will likely begin south of the NYPA/National Grid transmission lines to avoid potential wetlands and state wetland adjacent areas to the maximum extent practicable, which are situated in the eastern portion of the Project site. This area includes approximately 732± total acres of prime developable land within the Park. See Figure 1.1-2. This area has been identified as the prime developable area due to the anticipated absence of wetlands features, the generally flat topography, and the access to the surrounding transportation network and potential access points along NYS Route 31 and Caughdenoy Road. The prime developable area within the Project site is also positioned away from the overhead transmission lines, which run across the northern portion of the Project site. The proposed gas line and sewer connection would also tie directly into this portion of the Project site with limited impacts, if any, to wetlands or other natural features anticipated. Changes in Circumstances The 2013 FGEIS envisioned a Park that would accommodate a mix of industrial uses which could include office, research, manufacturing, assembly, warehousing and distribution facilities in a campus environment. It similarly noted OCIDA’s intent to market the Park “for various types of uses possibly including advanced manufacturing, material processing, product assembly, warehouse and distribution, research and development, and data management to facilitate the creation of high-paying employment opportunities in Onondaga County.” (FGEIS Section 1.2). OCIDA now seeks to market the Project to a larger, more diverse mix of potential industrial and commercial developers by making the Project site more attractive to a broader scope of industries. The expanded Park will be capable of supporting a mix of industrial and/or commercial uses with related office space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. As such, OCIDA intends to market the Project site in a more targeted manner to the semiconductor industry. OCIDA would acquire the additional parcels through purchase agreements with existing P a g e ES 3 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 landowners or, if necessary, pursuant to the EDPL, to avoid fragmented parcels that would hinder future development. Since the completion of 2013 FGEIS, the Climate Leadership and Community Protection Act (CLCPA) was passed and signed into law in 2019 (Chapter 106 of the Laws of 2019). The CLCPA and Environmental Conservation Law (“ECL”) Article 75 require NYSDEC to promulgate regulations to establish a statewide greenhouse gas (“GHG”) emissions limit for 2030 that is sixty percent of 1990 GHG emissions, and for 2050 that is fifteen percent of 1990 GHG emissions. The CLCPA also requires the Public Service Commission (“PSC”) to establish a program to meet a target of seventy percent of statewide electrical generation from renewable sources by 2030, and a target of zero GHG emissions for statewide electrical demand by 2040. NYSDEC adopted 6 NYCRR Part 496 on December 30, 2020, which established the statewide GHG emission limits for 2030 and 2050 consistent with ECL Article 75 and the CLCPA. On October 15, 2020, the PSC issued an Order expanding the Clean Energy Standard to increase renewable energy in the state to 70% by 2030. In addition to the regulations, Section 7(2) of the CLCPA requires all state agencies to consider whether the decision to issue permit(s) is inconsistent with or will interfere with the attainment of the ECL Article 75 GHG emission limits. Alternatives Several alternatives were fully evaluated in the 2013 FGEIS. This Draft SGEIS updates those that have changed since that time and expands upon others as necessary to account for the proposed expansion of the Park. These alternatives include: no action (Alternative 1); considering the Park as it was originally proposed in the 2013 FGEIS (Alternative 2); utilizing a smaller expanded area – less than the approximately 1,250± acres (Alternative 3); and considering a different location to site the Park (Alternative 4). Alternative 1 The no action alternative would result in the Park remaining open space and potential habitat for common wildlife that is inaccessible and unutilized by the community until it is sold for other purposes. This alternative would avoid the potential need for to acquire lands pursuant to the Eminent Domain Procedure Law (EDPL) to further expand the lands owned by OCIDA to support future development. See 2013 FGEIS (Draft Section 2.1) for further analysis of this alternative. The no action alternative would adversely affect Onondaga County’s ability to remain competitive in attracting large-scale industries to Central New York. The no action alternative would preclude potentially beneficial economic impacts associated with the Project, including an increase in employment opportunities and enhanced tax revenues. Also, current investment in the site may be lost with this alternative, as site conditions change over time. This could decrease the future development potential of the site due to increased costs associated with vegetation clearing and changing drainage characteristics, which may affect the use of additional acreage. The completed technical studies would also be less useful as data and recommendations become increasingly outdated. P a g e ES 4 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Ultimately, the no action alternative is not an acceptable alternative to the Project, as it is contrary to OCIDA’s mission to facilitate industrial development and job creation in Onondaga County. Alternative 2 Alternative 2 would keep the size of the Park to 340± acres, which is roughly 911± acres smaller than the currently proposed 1,250± acre expanded Project site. Although potential environmental impacts would be limited to a smaller area, impacts on certain resources, such as wildlife may potentially be greater, as sectional development could significantly fragment essential wildlife habitat. The main wildlife mitigation for the Park is to retain/maintain existing habitat tracts, and when not feasible, use compensatory mitigation to include creation or enhanced restoration of habitat to account for any habitat loss. With a smaller park size, it would be difficult to achieve both objectives, including on-site compensatory mitigation due to space limitations. This alternative would avoid the potential need to acquire lands pursuant to EDPL to further expand the lands owned by OCIDA to support future development. A smaller sized Park may not reduce certain environmental impacts such as traffic, visual, air and noise. Instead, it could just reduce the size of open greenspace incorporated into any development design and cause greater wetlands disturbance. OCIDA has marketed the existing approximately 340±-acre Park since 2013 and determined that the current Park is too small for the type of development it desires to attract to the area and consistent with other industrial park developments in other areas of New York and the country. The smaller, approximate 340± acre footprint would not allow for the potential of larger industrial and commercial developers, such as the semiconductor industry. The proposed expanded footprint of the Park allows OCIDA to market to a larger, more diverse mix of industries than it had previously. The smaller sized Park would not support the main objective, which is to attract a broader scope of industries such as the semiconductor industry, which require a large campus setting with greenspace and ample buffering from environmental receptors and would bring high tech and high paying jobs to Onondaga County. Although Alternative 2 would avoid the potential need to acquire lands, if necessary, pursuant to the EDPL, it is not a viable option as it would greatly limit the full economic and development potential of the Project site in terms of viable tenants, occupancy and use, and limit options for avoiding and mitigating potential adverse environmental impacts. Alternative 3 Alternative 3, a smaller expansion alternative, would allow for development on only a portion of the Project site, potentially keeping the remainder of the site in its current state, as vacant, undeveloped land or residential homes, and could reduce, or potentially avoid, the potential need to use EDPL to acquire lands. The smaller expansion alternative would have similar environmental impacts as Alternative 2 (The Park as Considered in the 2013 FGEIS) as well as those described in this Draft SGEIS for the Project. As explained above, the potential for habitat fragmentation on the smaller scale project could potentially cause greater impacts to wildlife. Site development would create additional vehicle traffic in the immediate vicinity and would change the visual character, aesthetics, air and noise quality, vegetation and habitats on-site, regardless of the smaller footprint. It also has the potential to reduce the size of open P a g e ES 5 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 greenspace incorporated into any development design and potentially cause greater wetlands disturbance. The smaller footprint could result in development located closer to residential locations that are not acquired by OCIDA, thus creating greater potential environmental impacts. In contrast, the preferred alternative would allow future tenants additional acreage on-site sufficient to construct necessary buildings and accessory uses, buffer development from adjacent lands, and avoid impacts to ecological resources such as wetlands to the maximum extent practicable. Although this alternative considers the idea of potentially maximizing development space within a smaller area, much like Alternative 2, the smaller footprint would not allow for the potential of larger industrial and commercial developers, such as the semiconductor industry. The proposed expanded footprint of the Park allows OCIDA to market to a larger, more diverse mix of industries than it had previously. The smaller sized park would not support the main objective, which is to attract a broader scope of industries such as the semiconductor industry that require large campus type settings with greenspace and ample buffering from environmental receptors and would bring high tech and high paying jobs to Onondaga County. Like Alternative 2, the smaller expansion alternative does not maximize the development potential of the Park and does not expand options for avoiding and mitigating potential adverse environmental impacts. Therefore, it is not an acceptable option. Alternative 4 Alternative 4 would consist of the development of the proposed Project at a different location. This alternative was previously evaluated and rejected in the 2013 FGEIS (Draft Section 2.2.1). Based on current available information, this conclusion has not changed. None of these previously considered alternative locations would be able to accommodate the large-scale industrial use the Park is promoting due to size limitations and proximity to services and necessary infrastructure. There are no other options available currently that meet the needs of the Project. Unlike other park locations, the expanded Park can accommodate large-scale industrial tenants that cannot easily locate elsewhere in Onondaga County due to their size and space requirements and need for suitable infrastructure. Additionally, the other locations do not have the existing utility and transportation services that serve the Park. National Grid’s Clay Substation is located adjacent to the Park on the west side of Caughdenoy Road. The Oak Orchard Wastewater Treatment Plant is located approximately 2.5 miles west of the Park. The Park is also bound to the south by a 12-inch water line and NYS Route 31, which is a principal arterial west of Interstate-81, and CSX rail, which is located adjacent to the Park. Based on the lack of other viable locations within the County to accommodate the intended scale of the Park, as well as OCIDA’s substantial investment in the Park to date, this alternative is not a viable option. P a g e ES 6 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Existing Conditions, Impacts and Mitigation Land Use and Zoning The proposed expanded Park footprint consists primarily of undeveloped land. To the extent development exists, it is limited to residential, commercial, and public utility uses and structures (i.e., electric transmission lines, telecommunications tower) scattered along NYS Route 31 and Caughdenoy Road, with approximately three dozen residences located along Burnet Road. Existing improvements and structures within the expanded Park footprint are located close to existing road frontages, leaving the remainder of the expanded Park in its natural, undeveloped state. The majority of the Park is relatively flat and vegetated with grasses, shrub, and wooded areas that have developed as the area continues to transition from former farmland. Land uses within the proposed expanded Park have remained consistent since the 2013 FGEIS. The area surrounding the Park was once a rural area comprised of farmland and agricultural uses. The surrounding area is undergoing gradual changes as a more suburban type of development unfolds, primarily along NYS Route 31, but much of the area closest to the Park has maintained a rural character due to large swaths of undeveloped land. While farming activities are conducted within a small portion of the proposed expanded Park, the Park is not located within or near a NYS certified agricultural district. The proposed expanded Park is located within the Town of Clay and is subject to the zoning requirements contained in the Town’s Zoning Code and the zoning district designations contained in the Town’s Zoning Map. 1 Of the proposed expanded Park’s approximately 1,250± acres, 346± acres are zoned as Industrial 2 (I-2), 856± acres are zoned Residential Agricultural (RA-100), and 36± acres are zoned One Family Residential (R-15). Burnet Road comprises the remaining 12 ± acres that make up the expanded Park. As shown in Figure 3.1-2 (located at the end of Chapter 3), approximately 850± acres of privately owned land located on Caughdenoy Road west and north of the Park is zoned I-2, with additional parcels zoned RA-100. The parcels directly south of the Park along NYS Route 31 are zoned Highway Commercial (HC-1) and RA-100. The parcel located adjacent to the southeastern corner of the Park is zoned Planned Development (PDD). The proposed expanded Park’s eastern property line is the boundary between the towns of Clay and Cicero. The proposed expanded Park contains multiple zoning designations, not all of which are compatible with the intended future use and development of the Park. The expanded Park will therefore require the approval by the Town of Clay Town Board of either a zone change to I-2 for the portions of the Park that are not zoned I-2 or a PDD that encompasses the entire Park footprint to allow the type of use OCIDA seeks for the Park. Community Character The Town of Clay is still the largest suburban town in Onondaga County. The Town has a diverse economic base, and industrial uses are scattered throughout the Town, including a developed industrial corridor between Henry Clay Boulevard and Morgan Road approximately 5 miles southwest of the Park. The population of the Town along with its pace of development has remained mostly unchanged since the 1 Town of Clay Zoning Code (Last Revised May 10, 2016). https://www.townofclay.org/information/zoning-code. P a g e ES 7 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 2013 FGEIS. The character of the area immediately surrounding the Park remains generally rural in contrast to the more developed areas of the Town of Clay and nearby Town of Cicero. NYS Route 31 represents the primary east-west traffic corridor in the Town of Clay north of I-481 and carries a high volume of traffic between Clay and Cicero. Nearly all travel in the vicinity of the project site is by personal vehicle, which remains unchanged since the 2013 FGEIS. There is little public transit and pedestrian use along major roadways, including NYS Route 31, and the area immediately surrounding the proposed expanded Park lacks sidewalks or other pedestrian facilities (crosswalks, etc.) that would otherwise encourage pedestrian use. While NYS Route 31 is a designated part of New York State Bike Route 5, bicycling activity is not typical along the road or surrounding area. The CSX rail line that provides freight service crosses NYS Route 31 southwest of the Park. Visually, the western portion of the expanded Park contains few structures or natural features of any significance. The topography of the area is generally flat, which is typical of the Town of Clay and the northern portion of Onondaga County. Undeveloped areas contain mixed upland and wetland vegetation including grasses, shrubs, and woodlands. These resources are described in detail later in this chapter under existing ecology and vegetation. The area of the expanded Park that includes Burnet Road contains approximately three dozen residential properties that have been or will be acquired by OCIDA through voluntary purchase agreements or pursuant to the EDPL to help establish the expanded Park footprint. These residential properties will be rezoned to support the proposed development of the Park and existing structures removed from the property. Electrical utilities, including the National Grid electrical substation located just west of the Park and the NYPA and National Grid transmission lines passing through the northern third of the site are prominent visual features in the area. A telecommunications tower also exists within the expanded Park adjacent to the southeastern corner of the current Park footprint. The presence of these public utility structures and uses incorporates an industrial element to the otherwise undeveloped character of the area. Existing development in the area surrounding the existing Park is either low density single-family suburban style housing or older style rural homes and former farmland. A few business and commercial uses exist along Caughdenoy Road and NYS Route 31 west and south of the Park. With the exception of the area extending north of the Park for several miles that remains largely rural and undeveloped or sparsely developed, surrounding areas in other directions become more densely developed farther away from the Park. Areas east of site along NYS Route 31 and Brewerton Road in the Town of Cicero contain dense concentrations of business and commercial development with residential development interspersed throughout. Higher-density residential and commercial development along the NYS Route 31 corridor within the Town of Clay occurs mostly to the south and southeast of the Park along Stearns Road and Caughdenoy Road north of I-481. Areas farther west of site transition from suburban residential into a developed, high-traffic shopping area along NYS Route 31 around the I-481 interchange. The development of retail, commercial and residential growth farther away from the Park in both directions along NYS Route 31 in Clay and Cicero is due in large part to the proximity of NYS Route 31 to I-81, I- 481, I-90 and the Syracuse Hancock International Airport. Together, those features have made the greater surrounding area attractive to many forms of development. P a g e ES 8 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 To avoid or minimize potential adverse impacts to the extent practicable, the potential future development of the expanded Park will occur subject to the design features, conditions, and mitigation measures required by the Town of Clay Town and Planning Boards in accordance with the requirements of the Zoning Code. In conjunction with either a zone change or PDD approval process, OCIDA will work with the Town Board and/or Planning Board to identify specific issues or areas of concern and develop specific measures to address or alleviate such concerns to ensure the objectives of the Project are achieved while also minimizing or mitigating development related impacts on the surrounding community. Undeveloped portions of the Park will likely be maintained as wetlands, vegetated greenspace and integrated into stormwater management and other site design features. Additionally, greenspace would be used to meet setback requirements or other design thresholds that may be included in a PDD or site plan. Greenspace may also be incorporated in the tenant facility design/layouts to serve aesthetic purposes, establishing a campus-like setting for tenant employees and visitors. With respect to the acquisition and removal of residential properties to enable the creation and future development of the expanded Park, OCIDA will negotiate to purchase these properties at fair market value and pay the seller’s normal transaction costs of updating the title and survey, recording fees, transfer taxes and other similar expenses in connection with the transfer of these properties as well as the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem charges and other similar charges. In the event it is necessary to acquire any such properties pursuant to the EDPL, as condemnor OCIDA will offer just compensation based on the fair market value determined by its highest approved appraisal, and the respective property owners will have the right to challenge the amount of such just compensation under EDPL Article 5. OCIDA will also pay, upon acquisition, any costs associated with recording fees, transfer taxes, penalties incurred by the condemnee for prepayment of any preexisting recorded mortgage entered into in good faith encumbering the property, and the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem taxes and other similar charges. Transportation An increase in traffic will result from construction and development of the Park. Traffic is also projected to increase from other developments occurring in the area and will change the existing levels of service (LOS) at certain intersections along NYS Route 31. Therefore, roadway improvements along NYS Route 31 are proposed based on existing and future traffic volumes. Regardless of development at the Park, transportation improvements will be required along NYS Route 31 as other development occurs over time. Since the preparation of the 2012 Traffic Impact Study that was part of the 2012 DGEIS and finalized in the 2013 FGEIS, traffic roadway changes include: • The addition of exclusive eastbound and westbound left turn lanes along NYS Route 31 at Henry Clay Boulevard; • The unsignalized intersections of NYS Route 31/Caughdenoy Road and NYS Route 31/Legionnaire Drive/Lawton Road were signalized; P a g e ES 9 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • The Caughdenoy Road/NYS Route 31 intersection was also recommended for right and left turn lane additions; however, the current development assumptions have changed with multiple site entrances. Impacts related to the proposed expanded Park are described in Section 4.3. A new Traffic Impact Study (TIS) was prepared to evaluate potential traffic impacts associated with the proposed expanded Park area. Due to the generic nature of this review, the TIS includes more generic as opposed to specific development details and follows the assumptions to develop the traffic impact of the proposed expansion and potential development, which include supporting between 3,750 to 4,000 employees (4,000 used for analysis), having a minimum of two driveways for site access: one driveway will be connected to Caughdenoy Road and the other will be connected to NYS Route 31; operating 24 hours a day and seven days a week with three equally sized rotating working shifts; and development of the Project site will be completed and operational by the year 2024. Capacity analysis was performed, and the following capacity improvement measures are recommended to address LOS, travel speeds, delay, and safety: • NYS Route 31 at Henry Clay Boulevard: Construct a northbound left turn lane, • NYS Route 31 at US Route 11: Construct an additional left turn lane to provide for westbound dual left turn lanes and modify left turn phasing from permissive/protected to protected, • NYS Route 31 at I-81 Southbound Ramps: Construct an additional left turn lane to provide westbound double left turn lanes and change westbound left turn phasing from permissive/protected to protected and widen to two lanes on the on-ramp before merging to a single lane prior to the merge on to I-81. • NYS Route 31 at I-81 Northbound/ Pardee Road: On I-81 northbound off ramp construct an additional left and right turn lane. • NYS Route 31 at Site Entrance 2: An addition of a left turn lane along NYS Route 31 eastbound and a right turn lane along NYS Route 31 at the site entrance. A left and right turn will be provided out of the site. A traffic signal is recommended at the intersection. • Caughdenoy Road at Site Entrance 1: A right and left turn lane will be provided from the site entrance and along Caughdenoy Road. • NYS Route 31 at Lakeshore Road: Concepts have been developed and coordination will take place with NYSDOT for future consideration. Additional information is provided in the TIS in Appendix B. Utilities & Community Services Existing and proposed utilities (electric, natural gas, and water) in the vicinity of the Park are shown in Figure 3.4-1. Sewer service is in the process of being extended to the surrounding district, including the Park. Gas utility improvements are being proposed in conjunction with the Park expansion. There have P a g e ES 10 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 been no significant changes since 2013 in the location of existing electric, natural gas, and water utilities in the vicinity of the Park. Community services in the vicinity of the Park include fire, police and emergency response, parks and recreation, schools and other community services such as places of worship. These services remain largely unchanged from 2013. Community service provider locations near the project site are shown in Figure 3.4-2. The area is served by the Clay Fire Department, North Area Volunteer Ambulance Corps (NAVAC), and Northern Onondaga Volunteer Ambulance (NOVA). The Park is in the North Syracuse Central School District which has an enrollment of approximately 8,500 pupils in 2020. The inventory of places of worship in the vicinity of the park is largely unchanged since the 2013 FGEIS was prepared. At least one new church affiliated building, the Upstate New York District Church of the Nazarene, has been built immediately east of the intersection of NYS Route 31 and Burnet Road. The Church uses this location as its main offices for the Nazarene District. Updated estimates of the potential demands for electric, gas and water supplies, and estimates of sanitary waste volumes have been developed based on the types of industry OCIDA is seeking to attract to the proposed expanded Park: • Power – up to 500 megavolt-amperes (MVA) • Water – 5 million gallons per day (MGD) • Wastewater – 4 MGD • Natural Gas – up to 7000 meters cubed per hour (m3/hr) OCIDA anticipates that these capacities are adequate to accommodate high technology industries including, but not limited to, semiconductor and semiconductor manufacturing. Correspondence from National Grid (March 18, 2021, see Appendix C) indicated the existing transmission infrastructure can presently provide up to 540 MVA to the Park, and up to 1,200 MVA is possible in the long term. The estimated Project demand of 500 MVA is within the levels that National Grid has indicated can be provided. No mitigation would be required. No mitigation would be required for fiber optic and phone service which typically expand to meet local demands. Correspondence from National Grid (March 18, 2021, see Appendix C) indicated that with the extension of the gas main from Gas Regulator Station #147 to the Project site, up to 750 dekatherms per hour (dth/hr) can presently be provided to the Project site with projected future availability of 1,000 dth/hr. The estimated demand of 7,000 m3/hr, equivalent to 245 dth/hr, for potential Park users is within the levels that National Grid has indicated can be provided. No mitigation would be required. Two routes have been considered to connect the Park to the Gas Regulator Station, a proposed route and an alternative route. See Figure 3.4-1. The location of the proposed route lies within previously disturbed public and utility rights-of-way over much of the length of the proposed route. The alternative route makes use of public rights-of-way for the entire length of the route, but is longer than the proposed route. Permanent and temporary easements would be required along either route. Installation of new gas mains will involve temporary construction impacts along the route. Impacts may include ambient noise, soil P a g e ES 11 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 disturbance, and interruption of traffic at construction access points. These temporary impacts will be mitigated through proper construction and best management practices. Trenching, boring and horizontal directional drilling will be utilized to minimize disruption of traffic during construction and to minimize impacts to any wetlands that may be delineated along the route of the proposed gas line. Best management construction practices will be used, including, soil and erosion control and stormwater management. Disturbed areas will be re-graded and reseeded to pre-construction conditions. Since the proposed route is shorter than the alternative route, construction along the proposed route would result in fewer impacts and it is therefore preferred as the proposed route over the alternative route. According to April 29, 2021 correspondence from OCWEP, the capacity for up to 4.0 MGD is currently available at the Oak Orchard WWTP. The estimated sanitary sewer discharges from potential development of the expanded Park of 4.0 MGD are within the levels that OCWEP has indicated they can accommodate. No mitigation is required. Further OCWEP had previously commenced the design of the conveyance infrastructure to serve lands within the surrounding district and future development areas. OCWEP estimates that conveyance infrastructure will be available within 24 months. Industrial wastewater pre-treatment may be required on-site by the OCWEP prior to discharge to the Oak Orchard WWTP, if the wastewater strength from the expanded Park exceeds the limits established for discharge to the municipal sanitary sewer system. The conveyance infrastructure to support developments in the surrounding district including the Park will consist of six-inch and 12-inch diameter PVC force mains. These lines will be located along Caughdenoy Road and in the existing 99-foot wide Metropolitan Water Board easement that parallels NYS Route 31, and the County’s easement that contains the Davis Road Force Main and the Clay – Cicero Force Main to the Oak Orchard WWTP. Installation of new sewer lines will require temporary construction from existing rights-of-way in the area. These temporary impacts will be mitigated through proper construction and best management practices. Since the majority of the proposed sewer route follows existing MWB and OCWEP easements, the need to procure permanent easements along this route is practically non-existent. However, temporary construction easements required for the installation of bored crossings may be required and to the extent permanent easements are required they will be acquired by OCWEP by negotiated purchase or pursuant to the EDPL. The use of borings under roads and the CSX rail line will minimize disruption of traffic and the need for reconstruction and resurfacing of roadways. Temporary traffic detours may be needed at road crossings. Trenching will be used through upland areas along the MWB and OCWEP rights-of-way. Most upland areas along the rights-of-way are active cropland or vacant farm fields consisting of shrubs. Best management construction practices will be used in these areas including soil and erosion control and stormwater management. Disturbed areas will be re-graded and reseeded to pre-construction conditions. Wetland mapping shows that federal and state wetlands are potentially present in certain parts of the proposed routes of the utility improvements. Should field surveys verify regulated wetlands are present P a g e ES 12 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 during the course of preparation for utility line construction, the proposed force mains and gas line will be installed through wetland areas using horizontal directional drilling (HDD) methods to avoid adverse impacts. Public water service is available from adjacent water lines to the Park. According to correspondence from OCWA (March 19, 2021, see Appendix C) indicates that 3,700 gpm at 20-psi is available for the Park. OCWA indicates the current availability for the Park is 1 MGD. OCWA has plans in place that would allow a supply of 5 MGD within 180 days, and potential to provide 11 MGD at an 18 month to two-year horizon. The expanded Park’s estimated water demand of 5 MGD is within the levels OCWA has indicated it can provide, and would not adversely impact the availability or capacity of the local public water supply in the surrounding area. No mitigation would be required. Future tenants of the Park are expected to provide security and basic emergency preparedness programs for their own facilities. New York State and federal regulatory agencies, such as the EPA, have specific requirements for managing hazardous materials which may be stored on site. Tenants will be required to adhere to all such regulatory requirements. As appropriate based on their industry, tenants of the Park will be expected to have emergency response plans that outline procedures to be undertaken to deal with fire, spills, injuries, etc. Emergency response plans will be reviewed by local officials to ensure that public service providers are properly prepared and equipped in the event they are needed to support tenant security personnel. Tenants are expected to provide on-site water storage for fire suppression and emergency operations. The specifications for fire suppression systems are stipulated in national building and fire codes. The plans for fire suppression and control systems are reviewed and approved by local emergency officials. With the noted life safety, security and emergency response provisions required of future Park tenants, development of the expanded Park is not anticipated to create a burden on the provision of police, fire, and emergency services. No mitigation is required at this time. Development of the Park will not result in the loss of public open space. The extensive regional opportunities for outdoor recreation will easily accommodate the potential increase in population that is brought to the area by employment opportunities in the Park. Potential development of the expanded Park is not anticipated to create adverse impacts on community parks and/or recreation facilities. No mitigation is required. It is assumed that the future employment opportunities at the Park could bring up to 4,000 new households to the area. New households and primary school students would likely be distributed throughout the Syracuse MSA. The North Syracuse Central School District enrollment would be expected to increase approximately 1.6% (136 additional students to the current district student population of 8,500 pupils). This increase in the student population is not anticipated to place an undue burden or create adverse impacts on local schools and educational services. No mitigation is required. OCIDA intends to acquire the property on which the Upstate New York District Church of the Nazarene is located by negotiated purchase or pursuant to the EDPL and other applicable law. The parcel will become part of the Park and the building will be removed, requiring the Nazarene District office to be relocated. Any community services provided by the church at this location (e.g., counseling, meeting P a g e ES 13 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 space, day care programs, and clothing and food distribution, etc.) would be curtailed by development of the Park. Topography, Geology, & Soils The topography of the Project Site is generally the same as was detailed in the 2013 FGEIS. The ground is relatively flat to gently sloping, with site elevations ranging from about 380 to 430 feet above mean sea level (amsl). Highest elevations are in the southern portion of the site near NYS Route 31 and the lowest elevations occur in the north part of the site. The site drains to the north towards Youngs Creek, which is a tributary to the Oneida River. Elevation at the expanded Park is most variable along a small ridge located in the central portion of the site. This feature is located approximately 2,000 feet north of NYS Route 31 and generally runs parallel to the road for approximately 3,000 feet. Any potential impacts to topography of the proposed expanded Park would be relatively minor and are consistent with the finding of 2013 FGEIS. No additional mitigation for onsite topographic changes is necessary. The surficial deposits in the vicinity of the expanded site consist primarily of lacustrine silts and clays deposited in former glacial lakes. These are generally fine-grained and laminated soils. Bedrock beneath the site is mapped as dolostone/limestone, belonging to the Lockport Group. No bedrock outcrops have been noted on the project site. There are no mineral resource extraction areas (gravel pits, mines, quarries, oil/gas wells, etc.) present on the expanded site and the area is seismically stable. Site development will not affect any geologic resources since there are no unique geologic features at the expanded site or in the immediate vicinity. Shallow bedrock is present in some portions of the site and the need for potential blasting during construction and preparation of a blasting plan were discussed in the 2013 FGEIS. No additional mitigation for geologic resources is necessary. Similar to the park as evaluated in the 2013 FGEIS, the expanded site contains a variety of soils. Based on the physical features of the expanded site, the most likely area for development is west of Burnet Road. In this area, the amount of hydric soils (Cd, FL, and Pb) is approximately 18.7 acres. Hydric soils are characterized by poor drainage. Portions of the expanded site were used for farming in the past. About 40% of the Park soils are considered prime farmland and 9.7% of soils are farmland of statewide importance. Although agriculturally viable soils exist on the site, actual agricultural activity is limited. Most of the expanded site is currently vacant woodlands. Agricultural activities (primarily hayfields) are located at the northern end of Burnet Road. Some cultivated fields also exist in this area. No designated Agricultural Districts exist on the project site and the closest Agricultural District is approximately one- mile northwest (Onondaga County Agricultural Districts, 2019 2). Although the property currently has only limited agricultural use, future development as a business park/manufacturing site will reduce the availability of suitable agricultural soils. This will result in a small, unavoidable impact. Mitigation for soils was detailed in the 2013 FGEIS and no additional mitigation for onsite soil disturbance is necessary. Offsite utility trench construction will require a NYSDEC SPDES permit for construction. This permit will require that erosion control and site restoration measures be established to mitigate any potential impacts to soil. 2 New York State Department of Agriculture and Markets. Onondaga County Agricultural Districts (2019). P a g e ES 14 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Water Resources The Park is relatively flat to gently sloping. Groundwater is expected to flow northward, based upon regional topography and surface water drainage, which is consistent with the Park as it is proposed in the 2013 FGEIS. The expanded Park is not situated within a primary, principal, or sole source aquifer, although the proposed utility and sewer line routes are partially situated within unconsolidated, confined aquifers. The proposed road improvement to Henry Clay Boulevard is also located within this sand and gravel aquifer. The Park includes several classified streams, including Youngs Creek and several of its tributaries. The proposed gas line connection crosses Shaver Creek and two of its tributaries. The proposed roadway improvements are not expected to comprise of any stream crossings. There are no FEMA mapped floodplains or Special Flood Hazard Areas within the Park or within the proposed gas line route. The site lies entirely within FEMA flood zone X, which is an area of minimal flood hazard. The preferred sewer line route, however, does have the potential to fall within a mapped FEMA floodplain. Some of the roadway improvements also have the potential to fall within a mapped FEMA floodplain. Although the Town of Clay and the Town of Cicero are both designated Municipal Separate Storm Sewer Systems (MS4), the site is not located within either of the designated MS4 boundaries. The MS4 boundaries, however, are immediately south and east of the site. As part of the SPDES Construction GP and SWPPP, which is an anticipated requirement of Park development, a MS4 SWPPP Acceptance Form from the Town of Clay and/or Town of Cicero may be required, depending on the off-site locations of the stormwater discharges. Construction and operational activities at the Park are not expected to have any significant impact to either groundwater and surface water quantity or quality. Furthermore, standard best engineering practices will be employed to minimize any changes to existing topography and vegetative cover which will minimize any related impacts to surface drainage and water quality. As such, no additional mitigation for water resources, beyond what was identified in the 2013 FGEIS is necessary. Air Resources Onondaga County (including the expanded Park area) remains within attainment status of National Ambient Air Quality Standards (NAAQS) for the six criteria pollutants (i.e., ozone, carbon monoxide, nitrogen dioxide, sulfur dioxide, particulate matter, and lead). The NAAQS are levels of pollutants in the ambient air that have been determined to be protective of human health, including the health of sensitive subpopulations such as children, the elderly, and those with chronic respiratory problems; in addition, they are developed to protect public welfare, including damage to property and structures, visibility, vegetation, animal species, and other concerns. Meteorological conditions for the Syracuse and Central New York region have not materially changed since the 2013 FGEIS. As part of any air permit application submitted to the NYSDEC for development P a g e ES 15 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 of the Park, meteorological conditions will be considered. The closest National Weather Service (NWS) station to the Park that has the appropriate available data for purposes of an air permit application is the Syracuse NWS station, which is located approximately 9 kilometers to the Southeast of the Park. There is a broad international scientific consensus that human activity-generated greenhouse gas (GHG) emissions are increasing the concentration of GHGs in the atmosphere and leading to global climate change. While the contribution to climate change of a single project is very small, the combined GHG emissions from all human activity contributes to global climate change. Regulations and policies have been, and continue to be, implemented to address GHG emissions at global, national, regional, state and local levels. Statutes, policies and regulations that are pertinent to potential development in the Park include New York State’s Climate Leadership and Community Protection Act (“CLCPA”) and regulations under the Clean Air Act. The CLCPA amended the Public Service Law to require the Public Service Commission (“PSC” or “Commission”) to establish a program to meet a target of seventy percent of statewide electrical generation from renewable sources by 2030, and a target of zero GHG emissions for statewide electrical demand by 2040. The regulations and programs to be implemented by NYSDEC and the Commission in accordance with the CLCPA are to be conducted in a manner that minimizes costs and maximizes benefits. NYSDEC recently adopted 6 NYCRR Part 496, which limits statewide GHG emissions in 2030 and 2050 as a percentage of 1990 emissions, per the requirements of the CLCPA. Part 496 limits statewide GHG emissions in 2030 to 245.87 million metric tons of CO2e, and 61.47 tons in 2050. Part 496 also includes the 20-year global warming potentials for GHGs that are not CO2. The rule applies to all emission sources in New York State, but does not itself impose compliance obligations. The Part 496 statewide emission limits will serve as the baseline for the promulgation of future NYSDEC CLCPA regulations for attainment of the 2030 and 2050 limits. NYSDEC also finalized its Establishing a Value of Carbon Guidelines for Use by State Agencies guidance on December 30, 2020, which is for use by State agencies to monetize benefits/costs of actions that impact GHG emissions based on societal impacts incurred as a result of climate change. CLCPA also requires all state agencies to consider whether its decision to issue permit(s) is inconsistent with or will interfere with the attainment of the statewide GHG emission limits established in ECL Article 75. Where such decisions are deemed to be inconsistent with or will interfere with the attainment of the statewide GHG limits, the agency must provide a detailed statement of justification as to why such limits/criteria may not be met and identify alternatives or GHG mitigation measures to be required where the project is located. Air quality conditions are influenced by stationary sources and mobile sources of air pollutants. Since 2013, no significant existing stationary sources of air emissions were identified in the vicinity of the Park. The nearest facilities with an air permit are the Buckeye Terminal in Brewerton (approximately 3.3 miles north ) and Barrett Paving Materials in Phoenix (approximately 5.5 miles west). Mobile source emissions are a function of traffic volume and intersection levels of service (LOS). Mobile sources include commuter and truck traffic on NYS Route 31, residential traffic on Caughdenoy Road and other local roads, and occasional emissions from train traffic along the CSX rail line adjacent to the site. P a g e ES 16 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Air emissions resulting from potential development of the proposed expanded Park may be associated with mobile and stationary sources, including transportation vehicles and manufacturing processes, respectively. Potential sources of emissions may be related to manufacturing support systems, heating and cooling, storage tanks, wastewater treatment, and site utilities such as boilers, chillers and back-up generators. Semiconductor manufacturing makes use of processes that require specific chemicals, heat and clean water. Based on the representative GHG emission estimates for a generic semiconductor manufacturing operation, GHG emissions from the expanded Park could include the following: • Direct GHG emissions associated with natural gas and fuel oil combustion in boilers, thermal incinerators and other miscellaneous natural gas-fired sources • Carbon dioxide emissions from the oxidation of volatile organic compounds (VOCs) from the expected use of liquid chemicals • Specialty gases used in the manufacturing process, including fluorinated and chlorinated GHGs. • Indirect (upstream) GHG emissions from the import of natural gas and fuel oil Potential direct annual GHG emissions at the expanded Park could range from 150,000 metric tons carbon dioxide equivalent (MTCO2e) to 350,000 MTCO2e. Approximately 10-15% of these GHG emissions are expected to result from the use of specialty gases including nitrogen trifluoride and sulfur hexafluoride, which have 20-year global warming potentials (GWP) of 12,800 and 16,300, respectively. Indirect (upstream) potential annual GHG emissions from the import of fossil fuels could range from 150,000 MTCO2e to 250,000 MTCO2e. For purposes of minimizing GHG emissions, future tenants will be encouraged to promote green infrastructure and energy efficiency (Section 9.0) and, to the extent feasible, use renewable forms of energy to power operations. As noted in the 2013 FGEIS, all future industrial development will be subject to applicable air emission permitting under NYSDEC. Such an application will be required to be submitted to NYSDEC who will, in turn, review the application in accordance with all applicable state and federal laws, and impose appropriate permit conditions. NYSDEC will also undertake a review of the potential development’s GHG emissions under the CLCPA. Facilities locating within the Park will have to meet air emission permit requirements designed to meet the NAAQS and comply with all applicable regulatory requirements. NYSDEC will impose, as appropriate, permit conditions to implement emission control equipment and other operating parameter and conditions, which any prospective tenant will be required to abide by. In addition to the permitting requirements, mitigation for air pollutant emissions include material handling protocols and industrial good housekeeping practices. The boilers, incinerator and diesel generators that will be operated at the facility will be new. For the purpose of promoting efficient operation and reducing the potential for excess GHG emissions, these sources will be operated in accordance with the manufacturer’s instructions. Boiler maintenance and testing will also be conducted in accordance with the manufacturer’s instructions. Dual-fired boilers will be operated such that fuel oil will be used as backup and only when natural gas is not available. Some specialty gases that will be used in processes at the facility will have built-in point of use (POU) P a g e ES 17 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 abatement devices which are integral to the processes. POU waste streams are conveyed to the central house scrubbers for further reduction. With respect to mobile emissions, road and intersection improvements adjacent to the Project site will provide for smoother traffic flow and reduced delays along access roads to the Park. Movement of goods and materials for use by rail will help reduce the amount of truck traffic to and from the Project site. Combined these efforts are expected to generally reduce air emissions associated with potential future development of the Park, including GHG emissions. Construction-related air quality impacts will be temporary, and mitigation will be implemented to control fugitive dust problems by sweeping and wetting down road surfaces and laydown areas used by haul vehicles. In addition, existing vegetative buffer areas will be maintained to the greatest extent practicable on-site to reduce wind-blown dust. Maintaining vegetated buffer areas and re-vegetating disturbed areas as soon as practicable along the periphery of the Park and internally alongside wetlands and other surface features will help control stormwater runoff and fugitive dust from moving off-site. Erosion and sediment control practices for sediment and dust will be implemented on-site and along utility routes being utilized for the installation of utilities. Odor Odors can result from emission of organic and inorganic compounds. Different compounds produce different odors and have unique detection and recognition thresholds. Without proper mitigation, the potential exists for odors to occur. As noted in the discussion of air impacts and mitigation, facilities manufacturing semiconductors utilize a variety of controls to reduce the concentration of pollutant emissions. Ecological Resources Due to the proposed Park expansion, additional mapped wetland areas were identified that were not previously discussed in the 2013 FGEIS. The Park now includes mapped NYSDEC wetland BRE-11, as well as additional mapped NWI wetlands, including NWI wetland classification codes PSS1/EM5C, PUBFH, PFO1C, R5UBH, PUBHx, and PEM5E. These mapped wetland areas are primarily situated on the far eastern and northern portions of the Park. Although NWI mapping indicates the potential presence of federal wetlands regulated by the U.S. Army Corps of Engineers (USACE), the USACE does not publish official wetland maps. These mapped wetlands, including those shown outside of the NYSDEC- mapped boundaries, would also be subject to the recently revised definition of regulated waters under the 2020 federal Navigable Waters Protection Rule, which is narrower in scope and has resulted in an overall lessening of what is considered regulated waters (including federal wetlands) as compared to previous rules and definitions. The definition excludes from the definition of “waters of the United States,” non- adjacent wetlands that do not directly abut or have regular surface water overflow/inundation from intermittent or perennial streams, including wetlands that are adjacent to ephemeral streams, ditches, and prior converted cropland. As such, the extent of regulated wetland areas may be less than shown on the wetland mapping, including those wetland areas discussed in the 2013 FGEIS. Field reconnaissance, and P a g e ES 18 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 if necessary, delineation, based on a conceptual plan for a specific development, will confirm the regulated status of wetland areas potentially impacted, if any. Land cover types within the expanded Park are mostly consistent with the smaller footprint. Based on review of the NLCD Land Cover data, more than three-fourths of the expanded Park is made up of upland cover types. These communities represent approximately 1,003 acres, up from the approximately 276 acres identified in the 2013 FGEIS, which is approximately 80% of the expanded footprint. As in 2013, there are no critical environmental areas or significant natural communities within or in the vicinity of the project area. Based on the wildlife species previously observed on the site, potential development at the expanded Park has potential to affect common wildlife species and their associated habitats, although no substantial critical habitat loss is anticipated. USFWS and NYSDEC/NYNHP identified the following federal- and state-listed threatened and endangered species as having the potential to be impacted by the Project: Sedge wren; Eastern massasauga; and Indiana bat. However, based on the available resources reviewed, there are no threatened and endangered animal species identified by the NYSDEC/NYNHP and USFWS known to inhabit or frequent the Project site. Further confirmation of the absence of these species and habitat at the park would be determined through site reconnaissance once a specific development for the Park is proposed. Ecological resources, such as wetlands and wildlife habitat would be avoided and minimized to the maximum extent practicable through careful site planning and design. Mitigation is not anticipated if wetland areas are avoided. If a specific development design cannot entirely avoid regulated wetland areas, the Park includes ample space onsite for mitigation wetlands to replace any lost wetland benefits, if necessary. As there are no anticipated impacts to rare, threatened, or endangered wildlife species or communities, specific mitigation is not required. Future site development activities, including utility line construction and roadway improvements, however, will be monitored for any occurrence of the identified potential threatened, endangered, or species of special concern, including the Sedge wren, Eastern massasauga, Indiana bat, Osprey, and Sharp-shinned hawk to ensure that construction activities will avoid any direct harm to these listed species. Additional coordination with NYSDEC will also be made prior to the commencement of development activities for concurrence and further guidance, as wildlife/habitat survey(s) may be required (i.e., a grassland breeding bird survey). Cultural & Archeological Resources The proposed Park expansion contains approximately 1,250± acres of land, much of which was historically used for agriculture. Most of the land is presently cleared, while some is overgrown, and a portion has been used for the Clay-Teall Transmission Line. Burnet Road bisects the property and is lined P a g e ES 19 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 on both sides with an assortment of historic-aged buildings, including residential dwellings and agricultural buildings. A Phase I Archaeological Survey Report was conducted for the 340± acre Park footprint in 2014 which resulted in a “No Effect” finding on historic properties listed or eligible for listing in the National Register of Historic Places. In response to OCIDA’s lead agency notification letter for the SGEIS, NYSDEC provided that the statewide inventory of archaeological resources records, maintained by the New York State Museum and the New York Office of Parks, Recreation and Historic Preservation, and the expanded Park is not located within a previously designated archeological sensitive area. Per the New York State Cultural Resource Information System (NYS CRIS), 13 previously identified above-ground historic resources are located within the expanded Park area. Two of these resources are located on the north side of NYS Route 31 and the remaining 11 resources are located along Burnet Road. Seventeen additional previously evaluated resources are located within the immediate vicinity of the expanded Park. Of the 30 previously identified resources, one resource has been determined eligible for listing in the National Register of Historic Places (NRHP) by the New York State Historic Preservation Office (NY SHPO) and 20 have been determined ineligible. The eligibility status of the remaining 9 resources is undetermined. Residential and agricultural properties constructed prior to 1972 meet the age requirement for consideration for listing in the NRHP. Based on a review of historic aerial photographs, approximately 26 structures which have not been previously evaluated for NRHP eligibility are in the vicinity of the expanded Park and associated utility and roadway corridors. One property on Caughdenoy Road, two on NYS Route 31, and approximately eight properties on Burnet Road contain buildings which appear to have been constructed prior to 1895. Based on historic aerial photographs, most of the remaining historic- age properties appear to have been constructed between 1956 and 1972. The proposed underground utility corridors are primarily located within existing rights-of-way and their construction is not likely to impact above-ground historic resources in the vicinity of the proposed routes. According to NYS CRIS, the expanded Park is not located within an archaeologically sensitive zone. Small portions of the utility corridors map overlap with archaeologically sensitive zones near previously identified historic-period archaeological sites, but the utility corridors are primarily within previously disturbed areas and rights-of-way. SHPO is an involved agency and OCIDA will follow the recommendations of SHPO with regard to any further evaluation of cultural and archeological resources within the expanded Park. Should any work be required by SHPO, it will be completed by qualified professionals. Visual Environment & Aesthetic Resources The Park is presently undeveloped and generally consists of a mix of large upland areas of open field (former agricultural land), shrub and woodland areas interspersed with wet areas. Topography in the area is generally flat to gently sloping. In general, the predominance of vegetation surrounding the site and the relative lack of development contributes to the area’s rural character. This character is influenced by P a g e ES 20 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 former farmsteads, scattered housing along Burnet Road, accessory structures (garages, sheds) and some small business and industrial uses primarily along Caughdenoy Road and NYS Route 31. National Grid’s Clay electrical substation west of the OCIDA site and the transmission towers and high voltage power lines that spread outward from the substation into and across the northern one-third of the site are dominant elements in the local visual environment. The existing CSX rail line also contributes to the somewhat industrial nature of the area. A cell tower located north of NYS Route 31 near the site’s southeastern corner as seen above also influences local views near the site. The relative lack of significant development in the immediate vicinity of the Park, especially views from NYS Route 31 and points east, west, and south of the Route 31 corridor creates the sense of a rural area both during daytime and nighttime periods. Nighttime lighting is generated by existing residential and small businesses as well as by vehicular traffic on local roads. The area does not possess the more suburban characteristics of developed areas located one-half mile or more to the east, west, and south where residential and commercial development has been occurring in recent years. Distant views of the Park are very limited due to existing stands of woodland and shrub vegetation. The area lacks elevated viewpoints from which the Project can be seen. Most views are therefore highly localized and in general well within one to two miles or less from areas surrounding the Project site. Views of the Park are most significant from Caughdenoy Road and to the east across open fields and farmlands and former farmlands along Burnet Road. In late 2000, Integrated Site, Landscape Architect, P.C., a consulting firm, conducted a view shed analysis of the Park to determine the potential visual impact of a semiconductor manufacturing plant considered for the Park at that time. Elements of that study and its conclusions remain valid and are discussed in Appendix D. Due to the expansion of the Park, and the issuance of the 2019 New York State Department of Environmental Conservation’s Program Policy DEP-00-2 “Assessing and Mitigating Visual and Aesthetic Impacts”, an updated Visual Impact Assessment was performed to supplement the original. The updated assessment included a review of previously identified sensitive receptors, identification of new receptors as defined by the 2019 NYS Policy, assessment of views from those locations, and identification of mitigation strategies for potentially impacted locations. The 2019 policy focuses on resources of National, State, and local significance that are open to the public. The updated Visual Impact Assessment identified a total of 52 sensitive receptor locations that could potentially be impacted by development of the Park. Of those 52 locations, 34 were identified in the previous assessment and 18 were additional locations identified within a 5-mile radius of the Park. Sites determined to have partial or open views to the site will be further assessed as the site development plans are advanced. The developers will work with the county and local agencies during the site development process to identify the best strategies to mitigate any potential visual impacts from the proposed development. Each site will be individually reviewed based upon the site development plans to determine the type and extent of the visual impacts, and to reach consensus on the most appropriate site- specific methods of mitigating those impacts. Based upon the criteria identified in the 2019 NYSDEC Policy, no significant adverse visual impacts to identified public resources are anticipated. P a g e ES 21 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Best management practices implemented during design and construction of the Park will mitigate several visual impacts that could occur with potential industrial development of the Park. More site-specific measures that can be implemented include construction and placement of earthen berms, native plant material, forested buffers, context sensitivity, camouflage/disguise, low profile and consolidation, efficient directional lighting, landscaped site entrances and curved access roads, and integrating mitigation efforts with other site design considerations such as stormwater management areas, safety and security features, fencing, berms, screening walls, building placement, landscaping, etc. No significant adverse visual impacts are anticipated. Lighting The Project site is predominantly undeveloped, therefore, there is very little light being generated from the site. Light generating sources in the area consist primarily of residences and the cell tower located onsite along NYS Route 31 which has two red warning lights mounted approximately at the mid-point of the tower. These are visible within a quarter mile approaching the tower in both directions. This lighting type, color, and intensity is typically dictated by FAA standards for obstruction marking and lighting. The cell tower will require relocation to an area outside the Park boundary, however, given the relatively close proximity to the Syracuse Hancock International Airport, the new cell tower may require similar lighting. Any facilities potentially established in the Park will require exterior lighting in the form of roadway, parking lot, and building exterior lighting, to provide adequate safety and security for the employees and visitors to the site. The goal of the site lighting plans will be to provide the necessary light levels for safety and security onsite, while avoiding or minimizing glare, reducing light trespass, and reducing skyglow. The lighting design for the site will seek to use Dark Sky friendly lighting fixtures. The lighting design for the approach roadways (NYS Route 31 and Caughdenoy Road) and interior roadways on the site will follow the Illuminating Engineering Society (IES) Recommended Practices for lighting of exterior environments (RP-33-99) and for parking lots (RP-20) to avoid or minimize glare and trespass lighting. The lighting design for the roadways and parking lots will direct light downward using techniques such as cutoff fixtures and shielding. These techniques have proven to be effective in minimizing glare and trespass light that may be detrimental to humans, plants, and animal species surrounding the developed areas of the site and its approach roads. The proposed roadway improvements outside the site will be designed with standard roadway lighting complying with the current NYSDOT HDM Chapter 12 and the NYSDOT Policy on Highway Lighting for highway lighting. Prior to installation of new highway lighting, the locality must agree to be responsible for the operation and maintenance of the new fixture. The luminaire selection for the roadways will be specified according to the IES. The lighting equipment will be selected based on the locality preferences and standards specified in the NYSDOT HDM. Lighting solutions that may create spillover or glare on offsite resources will not be considered for lighting of the roadways. The site is within five miles of the of the Syracuse Hancock International Airport. This falls within the limits of requirements for obstruction lighting of any onsite structure 200 feet tall or greater. (USDOT FAA Advisory Circular AC70/7460-1M dated 11/16/2020). The development of the site has established a maximum height of 160 feet for any structures built on the site. This would indicate that there will be no P a g e ES 22 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 requirements for Obstruction lighting on the site. Further coordination with the Syracuse Hancock International Airport and the FAA during site design will be required to confirm that no structures erected on the site will require Obstruction Lighting. Noise The noise impact analysis included impacts from construction and operational activities associated with the proposed expansion of the Park, and also impacts from anticipated roadway improvements. Existing noise in the proposed expanded Park area is generated mostly by vehicular traffic on NYS Route 31 and adjacent roads. Occasional freight trains traveling along the existing CSX rail line near the site, including train signal horns at the existing Caughdenoy Road grade crossing, contribute to the sound environment. Other noise sources in the area include occasional activities such as use of farm tractors and lawn mowing equipment, and wildlife sources typical of a local residential environment. Observed average daytime ambient sound levels in the vicinity of the Park range from 48.0 dB(A) to 73.5 dB(A), with corresponding nighttime ambient sound levels presumed to range from 41.0 dB(A) to 62.9 dB(A). Receptors potentially sensitive to noise in the project area are generally single- and multi-family residential homes along Caughdenoy Road, NYS Route 31, Verplank Road, and surrounding roadways. Highly sensitive receptors such as schools, libraries, hospitals, and parklands do not exist near the Park, although two local parks are located to the west and southeast along NYS Route 31. Based on a potential development and a conceptual footprint over the prime developable area, a noise impact assessment finds that: • Operation of the Park is not anticipated to increase sound levels above current daytime levels at surrounding property lines or sensitive receptors. • Operation of the Park may increase sound levels above current nighttime levels at surrounding property lines or sensitive receptors by up to 4.4 decibels. Per NYSDEC guidance, sound level increases of this magnitude are considered “unnoticed to tolerable,” and present the potential for adverse impacts only in cases of the most sensitive receptors • Temporary and intermittent construction activities at nearby receptor property lines has the potential to increase sound levels by more than 10 decibels. Site layout, operations schedules, natural buffers, vegetative screening, and earthen berms or engineered sound barriers can be employed to mitigate potential noise impacts. At a minimum, the following mitigation measures will be incorporated into the various phases of site development to reduce potential noise impacts. • Community accessible information including construction schedules will be prepared by project tenants and made available at suitable locations (door-to-door, websites, town offices) to notify neighbors of upcoming work. A complaint resolution process will be implemented and monitored by the tenant and/or OCIDA during construction. • All construction equipment will be maintained with properly functioning noise reduction muffler systems per manufacturer’s specifications as part of construction contracts and contractor responsibilities. P a g e ES 23 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • Earth-moving equipment will be restricted from “tail gate banging” during sensitive times of the day (early morning and late evening) and when operating near residential receptors. • Building construction near adjacent residential receptors will consider phasing opportunities and scheduling work to reduce potential noise impacts by erecting buildings, berms, stockpiling materials, structure placement, etc. to interrupt sight lines and therefore reduce noise levels being generated in the direction of sensitive receptors as construction advances on-site. • Haul roads, access drives, materials storage areas, staging areas, etc. will be placed as far from sensitive receptors and internal to central portions of the site to the greatest extent practicable. • Limiting construction to normal daylight hours to the greatest extent practicable. If nighttime construction is required, consideration will need to be given to use of variable level audible back-up alarms on heavy equipment, and/or use of strobe lights or other OSHA approved safety devices. • Establish a project hotline (website and phone numbers) so residents can be kept informed of the status of project construction and obtain information for forwarding on complaints relative to construction activity due to noise, dust, work hours, etc. Human Health Human health considerations address potentially sensitive receptors in proximity to a project. The proposed expansion of the Park is within 1,500 feet of the recently built Cottages at Garden Grove Nursing home. This facility is approximately 200 feet east of the eastern site boundary. Grace Evangelical Covenant Church is also located just south of the site along NYS Route 31. The church, which has after- school programs for children, is located just west of Burnet Road and about 2,500 feet west of a possible NYS Route 31 entrance to the expanded Park. Due to the anticipated construction and operations of the expanded Park, there could be activities that cause some degree of change to the physical aspects of the surrounding area, including the potential for increased traffic, air emissions and noise. These changes have the potential to cause small to moderate impacts to the human health of surrounding residents including the sensitive receptors identified above. Minimization and mitigation for temporary impacts during construction activities include restrictions on site access, hours of construction activity, delivery of equipment and materials to the site, measures to control dust from disturbed soil, best management practices for temporary fuel storage, and flagging/traffic control measures to protect all modes of travel within any construction area or public right-of-way. During future operations, general impact minimization and mitigation measures will require that the future site tenants obtain all necessary local, state, and federal permits, demonstrating that they are developing and operating the site in accordance with all regulatory requirements and laws. Mitigation measures for potential impacts related to traffic, air quality and noise will include improvements in intersection designs, implementation of air emission control devices, compliance with air emission limits, and use of vegetative/earthen noise barriers between new facilities and neighboring properties. P a g e ES 24 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Cumulative Impacts It is anticipated that the expansion of the Park and future development of the Park for industrial semiconductor manufacturing will induce similar cumulative impacts and effects to the area as were identified in the 2013 FGEIS. It remains possible that the expanded Park could be a catalyst to additional industrial and business development in this area. Particularly, the area to the west of the Park along Caughdenoy Road that is already zoned for industrial uses (I-2). The addition of the sewer line to and through this area further adds to the attractiveness to develop this area for industrial or business use. There are several new developments in various stages of approval and review by the Town of Clay Planning Board. The two most relevant developments are a 60-unit senior housing complex along Brewerton Road east of the Park, which was recently approved by the Town of Clay Planning Board for construction. There is also a mixed use Planned Development District (PDD) on the corner of NYS Route 31 and Henry Clay Boulevard that will soon be presented to the Town of Clay Planning Board for approval. If approved, this new PDD will include approximately 100 ± apartments and some mixed-use retail units on the bottom floors towards the front of the parcel. It is not anticipated that the construction of either of these potential developments would create cumulative impacts if constructed concurrently with the development of the Park. The development of the expanded Park or any surrounding areas that develop as a result of development at the Park could create positive cumulative impacts and economic spin-off. This could include an increase in employment opportunities, increases in local discretionary spending providing additional sales tax revenues to State and local governments, demand for new goods and services support businesses, and further diversify the tax base of the Town of Clay. The installation of sewer force main along NYS Route 31/Caughdenoy Road intersection and northward along Caughdenoy Road paired with the various intersection improvements along NYS Route 31 will likely make this area attractive to industrial and business uses as well. Added industrial and business uses would increase traffic along NYS Route 31 and Caughdenoy Road. The additional traffic on NYS Route 31 could impact levels of service at several intersections and require improvements at a quicker pace than presently expected as discussed in Chapter 4 Section 4.3. Potential new growth and economic expansion could create some adverse cumulative impacts. Changes in surrounding land use could put additional demand on sewer capacity and wastewater treatment at the Oak Orchard WWTP and may require upgrades to capacity at the plant to support future growth in the area. The conversion of undeveloped land to other uses will cause a loss of vegetation and wildlife habitat. Encroachment and impacts to features including but not limited to wetlands and floodplains may occur. Changes in visual character from relatively undeveloped land to increased densities may also result. Depending on the nature and extent of development, there may be increased demand on municipal services for fire, police and emergency services. There may also be increased demand on housing, schools and local utilities. The mitigation of these potential impacts will need to be determined as new development projects are introduced and will need to be coordinated at that time with the Town of Clay and possibly other entities and Involved Agencies. P a g e ES 25 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Road improvements, the provision of infrastructure, particularly expanded sanitary sewer capacity at the Oak Orchard Wastewater Treatment Plant, and the potential cost implications for increased municipal services in anticipation of further development of the area would require local, State and federal funding. The establishment and implementation of policies at the Town and County level will be required to manage land use and infrastructure development along and especially north of the NYS Route 31 corridor to control the potential for adverse effects of additional development in the area. These policies may be established through the Town of Clay Northern Land Use Study and/or the Onondaga County Comprehensive Plan update. Implementation could also be accomplished through Town zoning and County Section 239 project reviews. Unavoidable Adverse Impacts Many of the unavoidable adverse impacts that are likely to result from the expansion of the Park remain similar to those anticipated during the 2013 FGEIS. The difference is the geographic extent given the proposed Park expansion, which could result in greater impacts but also allow for additional buffers to avoid, minimize, and mitigate certain impacts (e.g., ecological, noise, etc.). The unavoidable impacts include the following. Construction Impacts It is expected that the expansion of the Park and subsequent construction activities during the development of the Park will generate some temporary impacts as an unavoidable consequence of the development of the Park. These impacts and their intensity will vary throughout the phase one development of the Park. Impacts are likely to include an increase in truck traffic on nearby roads, primarily NYS Route 31 and Caughdenoy Road as construction workers and materials are transported to and from the Project site. As identified in the 2013 FGEIS, heavy machinery and construction equipment will be used throughout construction. As a result, noise levels will increase in surrounding areas during construction activity. Limiting the placement and storage of equipment and materials as far as possible from residences surrounding the Park will help to mitigate the increase in noise levels. Construction activities will also be limited to normal daytime hours whenever possible consistent with the Town of Clay Noise Ordinance requirements to minimize impacts to nearby residents. Excavation and the transport of materials have the potential to create fugitive dust from unpaved surfaces depending on wind direction and drying conditions. Dust will be controlled by sweeping adjacent roads to the Project site and watering access roads on site as needed. In addition, in compliance with State water quality and stormwater management regulations future development will require a complete detailed Erosion and Sediment Control and Stormwater Pollution Prevention Plan prior to any construction. These plans will be developed by future project tenants in compliance with all local, State and federal regulations. Contractors working on site will also be required to follow best management construction practices to reduce the potential for soil erosion, dust, noise, traffic and other construction impacts. P a g e ES 26 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Traffic An increase in traffic will result from construction and development of the expanded Park. Traffic is also projected to increase from other developments occurring in the area and will change the existing levels of service at certain intersections along NYS Route 31. Therefore, roadway improvements along NYS Route 31 are proposed based on existing and future traffic volumes. Regardless of development at the Park, transportation improvements will be required along NYS Route 31 as other development occurs over time. Air Quality and Noise Future industrial use at the expanded Park will result in increased traffic, including employee vehicles, trucks, and the possible use of rail. This will increase noise and air emissions from the Park area. There will also be an increased use of energy, water and wastewater treatment resulting from development, but the exact degree of increase is unknown at this time. The use of natural gas for process heat demands and thermal oxidizers for the destruction of volatile organic compounds will generate combustion related air pollutants. The use of chemicals in manufacturing processes will generate non-combustion air pollutants. Emission control equipment will be utilized to reduce the emission rates and overall volume of released pollutants. Ecology Areas of open field cover type within the Park will be developed. It is anticipated additional upland shrubland and woodland habitat areas will also be affected. Impacts to state and federal jurisdictional wetlands will be avoided to the maximum extent practicable, but to the extent a specific development project cannot entirely avoid or minimize impacts to wetlands, associated habitat areas may also be impacted by development of the Park. This is consistent with the findings of the 2013 FGEIS. Much of the Park will maintain its natural habitats as areas set aside from development. Some areas on site that may experience temporary disturbance from construction activities could return to vegetated locations (i.e., stormwater management areas, landscaping, and visual buffers). As such, suitable wildlife habitat will be present in the Park in areas avoided by development or that are restored following construction. Visual Character Similar to the analysis in the 2013 FGEIS, the development of the expanded Park site will alter the visual character, which currently consists of single family rural residential plots, undeveloped rural open space comprised of former farm fields, and shrub and woodland. The future development at the expanded Park will instead include industrial buildings, parking areas, support facilities, and internal roads. It is anticipated that during the development at the expanded Park the wetlands within the Park will remain undeveloped. Visual changes resulting from construction and development are unavoidable. Measures to reduce the effects of visual changes include the placement of additional vegetative buffers and landscaped berms at key locations around the site, particularly along the western and southern periphery of the site to screen views and mitigate noise. P a g e ES 27 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 The need for specific visual mitigation measures will be determined once tenants are known and the degree of potential visual impact is determined. Building placement, the use of attractive building materials and structural design features and landscaping will be encouraged by OCIDA to enhance the appearance of buildings and grounds. Appropriate lighting fixtures and other site design features will be determined in coordination with the Town of Clay’s site plan review process. Displacement of Existing Property Owners In order for Project objectives to be achieved, OCIDA must increase the size of the Park to make it more attractive to potential future tenants, specifically tenants in the semiconductor industry. The proposed expanded Park footprint requires that OCIDA acquire certain residences along Caughdenoy Road, NYS Route 31 and approximately 3 dozen residences along Burnet Road. These residential properties have been acquired or will be acquired by OCIDA through negotiated purchase agreements or pursuant to the EDPL and existing owners will need to relocate. OCIDA must also acquire the property on which the existing telecommunication tower is located. The properties along NYS Route 31 and Burnet Road represent a significant portion of the expanded Park’s prime developable area and are therefore a necessary component of the Project. Existing structures and improvements will ultimately be demolished and/or removed in furtherance of the potential future development of the Park. Demolition activities will be conducted in accordance with Town of Clay requirements, and all debris will be disposed of at authorized off site facilities in accordance with applicable regulations. The telecommunications tower will need to be disassembled and relocated. The acquisition and removal of the residences along Burnet Road allows for the expansion of the Park footprint to accommodate large-scale campus like development for tenants and will enable maximum use of setbacks and buffers between the prime developable area of the Park and the nearest land uses to the east along and off of Brewerton Road in the Town of Cicero. While the removal of the aforementioned residences and tower are unavoidable, owners will receive fair market value for their properties, thus enabling them to relocate within the Town of Clay or elsewhere. OCIDA will also pay the seller’s normal transaction costs of updating the title and survey, recording fees, transfer taxes and other similar expenses in connection with the transfer of these properties as well as the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem charges and other similar charges. In the event it is necessary to acquire any such properties pursuant to the EDPL, as condemnor, the Agency will offer just compensation based on the fair market value determined by its highest approved appraisal, and the respective property owners will have the right to challenge the amount of such just compensation under EDPL Article 5. The Agency will also pay, upon acquisition, any costs associated with recording fees, transfer taxes, penalties incurred by the condemnee for prepayment of any preexisting recorded mortgage entered into in good faith encumbering the property, and the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem taxes and other similar charges. P a g e ES 28 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Growth-Inducing Impacts The growth-inducing impacts that are likely to result from the expansion of the Park remain similar to those anticipated during the 2013 FGEIS. Population Growth It remains reasonable to expect that the development of the expanded Park will result in some direct and secondary growth impacts to the surrounding community. Direct impacts will result from the development of the Park itself. Secondary impacts such as industrial-related support businesses or other commercial businesses being established near the Park are also possible. Direct impacts will include job creation both on a temporary basis during construction and long-term employment once buildings and ancillary facilities are completed and become operational. It is anticipated that construction of a campus for large semiconductor industrial tenant will occur over the course of a year or more. Most job opportunities created during construction will be filled by the local labor pool. However, it is anticipated that the development of the expanded Park will bring approximately 4,000 full-time high paying jobs to Onondaga County. The potential exists for many of these new jobs to be filled by people that are not currently living within the Syracuse Metropolitan Area, meaning that there could be a proportional increase in the number of households as well as the need for new housing. It is estimated that the North Syracuse Central School District enrollment would increase by approximately 1.6%. This increase in school population is not anticipated to place an undue burden on local schools and educational facilities, mainly due to the recent decline in the Syracuse Metropolitan Area population and resulting decline in the student aged population. Infrastructure-Induced Growth The development of the expanded Park will necessitate the construction of new infrastructure. The most important infrastructure improvements that are needed to support the proposed development include the traffic mitigation improvements described in Section 4.1.10, the installation of sewer force mains being designed to support the greater Oak Orchard District and a gas line as described in Chapter 3 and 4, Sections 3.4.1 and 4.4.1, respectively. Utility connections on-site will not result in substantial growth-inducing impacts since its effects will be in support of on-site uses, but these new utilities could encourage some new growth along their conveyance routes. The availability of public sewer has the potential to foster additional development in this portion of the Town of Clay, which remains relatively undeveloped at the present time. The ability to tap into the force mains is subject to State, County and Town of Clay review and approvals. As such development will be managed by these entities and by the available capacity of wastewater treatment at the Oak Orchard Treatment Plant. Formation of a new sewer district to serve the Clay Business Park could help manage growth in the area. The County can service up to 4 million gallons per day (MGD) at Oak Orchard for the Park. P a g e ES 29 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Transportation improvements along the NYS Route 31 corridor could also accelerate and accommodate increased development activity. Traffic improvements will be required along NYS Route 31 as development occurs. Traffic mitigation improvements proposed to support the expanded Park are not likely to induce further growth alone without other improvements along the corridor. Development in the vicinity of the expanded Park could take several different forms at varying scales and densities depending on real estate market conditions and trends when new sewers come online. It is expected that future development in the vicinity of the Park will be in accordance with the Town of Clay Zoning Code and any related regulations or requirements in effect at the time. Under current zoning, this could translate into additional industrial development west of Caughdenoy Road and along NYS Route 31. Development of residential uses could also occur in the vicinity of the Park as the result of sewer availability. Residential uses, perhaps as new residential subdivisions along NYS Route 31 south and east of the Project site may occur in areas presently zoned as RA-100. All new development that occurs off-site will be subject to Town of Clay zoning requirements and site plan review. Such projects will also be subject to an environmental review under SEQRA conducted by the Town and/or other Involved Agencies at the time a specific project is proposed. Potential adverse environmental impacts will be identified, evaluated, and subject to project-specific mitigation measures on a case-by-case basis as part of the SEQRA review process. Irreversible and Irretrievable Commitment of Resources Similar to the 2013 FGEIS, it is anticipated that the expansion of the Park and subsequent development of the Park will require similar commitments of various types of community resources by OCIDA, Onondaga County and other entities including the private sector as investment and development of the Park progresses. The irreversible commitment of physical resources will include the conversion of approximately 4.0 million square feet of the expanded Park to building footprint and additional support facilities in support of industrial semiconductor uses. There will also be 50± acres of parking (which may include parking garages), loading areas, access and internal circulation roads at the expanded Park. As evaluated in the 2013 FGEIS, the prime developable area of the Park generally consists of fields, shrubland, and some woodland areas. Residential properties may now be part of the prime developable area given the proposed expanded footprint of the Park along Burnet Road. Also similar to the 2013 FGEIS, areas that are likely to remain mainly undeveloped generally consist of wooded upland, wetlands and NYSDEC wetland buffer areas. As analyzed in the 2013 FGEIS, development of the Park will require soil disturbance as well as the loss of vegetation and wildlife habitats. However, the goal will be to avoid wetlands and mature habitats to the maximum extent practicable by focusing development in the prime developable area. Topsoil will be stockpiled for use on-site for landscaping, whenever possible. Trees removed for development will be P a g e ES 30 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 considered for sale as timber and other vegetation cleared from the Project site will be recycled as mulch and landscaping, when practicable. The only difference from 2013 may be the amount of soil disturbance and trees impacts from development given the proposed expansion and greater Park acreage. Development will include the commitment and consumption of building and construction materials including concrete, asphalt, steel, lumber, plastics and other raw materials and finished products. Development will require the consumption of water, electricity, fuel (gas and diesel), oil and other petroleum products. Additional materials and energy resources will be consumed by tenants for industrial processes. The provision of utilities for water, sewer, electrical, natural gas, and telecommunications will be required throughout construction and operation of facilities. The use of materials and goods are expected to be met by the region’s supply. Nevertheless, as in 2013, this represents an irreversible and irretrievable commitment of these resources that will not be available for other uses. The proposed Action will also require public and private services, including, but not limited to, solid waste disposal, police, fire and emergency services, as expected with any large-scale development and as detailed in the 2013 FGEIS. Commitment of these resources is an anticipated outcome of an industrial park’s development. Effect on the Use and Conservation of Energy Resources Commitment and indication of adequate capacity from National Grid to support the expanded White Pine Commerce Park with Natural Gas and Electric utility service was received. The expanded Project Site is capable of supporting a mix of industrial and/or commercial use facilities located in a campus-like setting. The facilities will consume natural gas and electricity as a result of normal operations. It is anticipated that approximately 25 acres of the site could be used for a potential electrical substation and gas regulator station to support the energy needs of the expanded project site. This space has potential to be a central energy facility intended for energy distribution to the campus facilities and buildings while minimizing the quantity of equipment needed and maximizing energy efficiency. The expanded Park may employ up to 4,000 employees and operate up to 4 million square feet of facilities. Potential facilities include the following use types: • manufacturing/fabrication/assembly space • laboratory, research and development (R&D) space • logistics, warehousing, and/or shipping & receiving space • office and administration space • manufacturing support facilities, outdoor utility spaces, maintenance areas, waste facilities, and service/storage yards • on-site energy generation or electrical substation space • wastewater treatment systems or pump stations • paved area for parking (which may include parking garages), loading, internal road circulation and/or shipping/receiving areas P a g e ES 31 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Although the objective of expanded Park is to develop the site for the semiconductor and manufacturing industry, the actual demand for energy can vary greatly according to the types of industries and businesses eventually located in the Park. US Energy Information Administration’s (EIA) 2018 Manufacturing Energy Consumption Survey identified that manufacturing facilities, on average, consume 95.1 kilowatt-hours (kWh) of electricity and 536,500 British thermal units (Btu) of natural gas per square foot annually. This average can increase or decrease significantly depending on the facility use type, manufactured product, and manufacturing process. Buildings and uses designed for the expanded Park will be constructed utilizing equipment and systems in compliance with energy conservation and building code standards as set forth by New York State Construction Codes. New York State has several codes and NYS programs related to their building energy code. These include the State Energy Conservation Construction Code (SECCC), the NYS Executive Order No. 111, and The New York Energy Smart Program. The SECCC determines the minimum energy conservation requirements for new buildings including heating and ventilating, lighting, water heating, and power usage for appliances and building systems. Specific design requirements are related to the climate zone the building is located (Onondaga County, Zone 5A). Low energy and equipment buildings are exempt from the building thermal envelope provisions. The NYS Executive Order No. 111 provides the guidelines for energy use and environmental issues for New York State buildings and vehicles. While this Executive Order would not apply to Private Industry, it represents an Energy Conservation Model recognized within the state that can be referenced by private industry. Some of the goals are to increase the availability of renewable energy sources and premium efficiency products, reducing peak summer energy demand and creating a less oil dependent economy. For new construction equal to or greater than 20,000 gross square feet, the building must achieve at least a 20% improvement in energy efficiency performance, meet the criteria for a U.S. Green Building Council Leadership in Energy and Environmental Design (LEED) rating, and comply with the New York State Green Building Tax Credit requirements. The following incentives are available to industry within NYS with a clear intent to promote and reward the use of energy efficient systems and policies. Several are available to industry located within Onondaga County and are promoted and coordinated by OCIDA. It is in the best interest of any industry locating at the expanded Park to be as energy efficient as possible to control operating costs as well as contribute to achievement of NYS initiatives and energy objectives. New facilities systems are expected to be designed to be highly energy efficient using the latest technologies in energy use and conservation which represent the most cost effective and responsible approach for the industry. OCIDA coordinates incentive packages for businesses through the New York State Energy Research and Development Authority (NYSERDA) commercial/industrial programs. These programs provide energy efficiency services for new construction, industrial facilities and vehicle fleets. NYSERDA services P a g e ES 32 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 include new renewable, clean energy and energy efficient product manufacturing incentives and services designed to promote greater transportation, lighting and HVAC efficiencies. Energy Star is a voluntary partnership program of the U.S. Environmental Protection Agency (EPA). Its primary purpose is to help U.S. industry improve its competitiveness through increased energy efficiency and reduced environmental impact. Through Energy Star, the U.S. EPA encourages strong and strategic corporate energy management programs and provides energy management tools and strategies to assist companies implement such programs. There are several methods for designers, contractors, and building managers to be recognized by the EPA. The most notable is the Energy Star Building Certification which requires the building to meet strict energy performance standards set by EPA. These standards include energy performance indicators (EPIs) to calculate energy intensity and to score the facility on a 1-100 scale. A score of 75 or above is required for certification, but certification is not available for all building types and for all sectors of industry. For a building in the design phase, there is the Designed to Earn Energy Star Recognition, which signifies that the operating energy use of the building is designed to be in the top 25 percent as compared to similar buildings throughout the U.S. Industrial and manufacturing facilities that are not part of EPA’s Industries of Focus are eligible to participate and receive Energy Star’s Challenge for Industry Recognition which is designed to help energy managers and industrial sites improve energy performance and set goals. Industrial sites participate by committing to the pre- established goal of improving energy performance by 10 percent within 5 years or less. Currently, semiconductor manufacturing, including, but not limited to wafer fabrication and processing, is not eligible for an Energy Star Building Certification, but can be recognized through both the Designed to Earn Energy Star Recognition and Challenge for Industry Recognition. These programs offer advanced tools to assist manufacturers in assessing and tracking energy use and prescribing energy management and improvement initiatives with goals of energy reduction. Achievement of set energy reduction and environmental improvement goals results in receiving recognition. Unstable energy markets, increasing competition, and global regulation of greenhouse gas emissions are currently causing many U.S. manufacturers to implement energy management as a viable opportunity. A reduction in production cost can be achieved without negatively affecting the yield and quality of products by effectively reducing energy consumption and costs. This goal can often be met through investments in energy efficiency, which can include the implementation of plant-wide energy-efficiency practices and the purchase of energy-efficient technologies. These technologies can often offer additional benefits, such as quality improvement, increased production, and increased process efficiency. OCIDA promotes State and Federal incentives to encourage users to develop the Park with energy systems that are both energy efficient and environmentally friendly. This can be accomplished through the planning, design and construction of facilities that are consistent with Leadership in Energy and Environmental Design (LEED) certification standards. Standards include energy efficient heating, ventilation and air conditioning (HVAC) systems, and day-lighting of interior spaces. P a g e ES 33 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Solid Waste Management As a result of the proposed Park expansion, there is a potential for increased generation of solid and hazardous wastes, which represents a change from what was considered in the 2013 FGEIS. The impact will not be significant in terms of total service area and capacity. It is anticipated that local haulers will provide adequate services to the Park, as is currently being provided to other businesses and industrial users in the County. No additional mitigation is necessary since potential impacts due to solid waste generation are minimal. OCIDA will work with any future tenants to develop a solid waste management program that includes recycling and reuse of materials. Management and disposal of solid waste will be consistent with the goals established by the Onondaga County Resource Recovery Agency (OCRRA) in its September 2016 Solid Waste Management Plan Update. It is anticipated that a Project site developer will institute measures to reduce solid waste generation, reuse materials (where possible), and institute recycling measures. These “best-management” practices are cost-effective alternatives to offsite disposal. Transportation and disposal of non-hazardous solid waste will be coordinated with a licensed solid waste hauling firm. It is anticipated that material will primarily be taken to OCRRA’s Waste to Energy Facility in Jamesville or an approved transfer station. OCRRA also has contingency plans for disposal of waste, if necessary, at facilities such as Seneca Meadows Landfill (Seneca County) or High Acres Landfill (Monroe County). Future development and operations within the Park will be required to comply with Chapter 194 of the Town’s Solid Waste Code. Manufacturing activities at the expanded Park could include the use and storage of petroleum, compressed specialty gases, and chemicals such as paints, solvents, chlorine, corrosive materials, and materials contaminated with metals. Specialty gases that may be used or generated by a prospective tenant could include nitrogen, nitrogen trifluoride, oxygen, carbon dioxide, silane, nitrous oxide, helium, and argon. Various types of hazardous waste may be produced as a result of the potential manufacturing activities that could take place at the expanded site. It is possible that up to approximately 60,000 tons of hazardous waste could be generated per year. Hazardous waste could be in solid, liquid or gaseous forms and is considered hazardous because of its physical characteristics or the process that generated the waste. Potential waste streams may include solvent wastes, isopropyl alcohol, acids, hydrogen fluoride, ethylene glycol, chlorine, wastewater sludge, metal slurries, and metal plating wastes. Hazardous waste that is generated, treated, and stored is controlled by permits and regulations administered by NYSDEC and USEPA, under the Resource Conservation and Recovery Act (RCRA). Off-site disposal of hazardous waste would be coordinated with a licensed hazardous waste hauler and one or more permitted treatment/disposal facilities. Permitted facilities in New York State that accept hazardous waste include Chemical Waste Management - Model City (Niagara County) and Durez Corporation (Niagara County). Alternatively, hazardous waste may be transported out-of-state using private vendors. Various types of hazardous materials may be produced a result of the potential manufacturing activities that could take place at the proposed expanded Park Generation of waste products has the potential to create a small to moderate impact if not handled properly and in accordance with State and Federal regulations. However, any such impacts will be mitigated through the use of engineering controls, staff P a g e ES 34 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 training, best-management practices, and regulatory compliance with State/Federal permits, laws and regulations will be instituted. P a g e ES 35 Executive Summary Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 1.1.1 Project Description The Onondaga County Industrial Development Agency (OCIDA) proposes to expand its existing White Pine Commerce Park (“Park”), formerly known as the Clay Business Park. The Park is located northeast of the intersection of NYS Route 31 and CR 49 (Caughdenoy Road) in the Town of Clay, Onondaga County, New York. It was created to be capable of supporting a mix of industrial and/or commercial uses with related office space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. OCIDA has devoted substantial time and effort into determining the highest and best use of the Park, with a particular focus on site attributes that will bring high-tech facilities and high paying jobs to Onondaga County. More recently OCIDA has focused its efforts on the semiconductor industry. These efforts have been unsuccessful to date as it has become apparent that a larger geographic footprint is necessary in order to support this type of industry and the associated investment required by the tenant(s). OCIDA, as Project Sponsor, proposes to expand the Park to approximately 1,250± acres (the “Project” or “Action”). OCIDA currently owns approximately 648± acres, has another 282± acres under contract, and would acquire approximately 320± additional acres. The acreage to be acquired are parcels contiguous to the current Park, and are generally located along Route 31, and along the east and west sides of Burnet Road. OCIDA would acquire the additional parcels through purchase agreements with existing landowners or, if necessary, pursuant to the Eminent Domain Procedure Law (“EDPL”), to avoid fragmented parcels that would hinder future development. 1.1.2 Project Overview and History In 1991, OCIDA and the Syracuse Chamber of Commerce commissioned an Industrial Park Feasibility Study to identify potential candidate sites for locating industrial businesses in Onondaga County. The feasibility study identified two primary candidate locations for large-scale industrial uses, one in the Town of Lysander north of NYS Route 31 and one in the Town of Clay along NYS Route 31 and Caughdenoy Road. The Lysander site was considered less suitable of the two sites due in part to the presence of substantial wetlands and hydric soil conditions. The Clay site was therefore chosen by OCIDA as the more feasible location for development. OCIDA acquired seven properties that comprised the then-existing approximately 340± acre Park site along Caughdenoy Road. OCIDA then completed an environmental review under the State Environmental Quality Review Act (“SEQRA”) of the Park and any adjoining routes, rights-of-way and areas needed to support the project at that time, including existing and proposed infrastructure and improvements. This review culminated in preparation of a Final Generic Environmental Impact Statement (2013 FGEIS) and OCIDA’s issuance of a Findings Statement that concluded that the creation and P a g e 1.1 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 potential future development of the then existing approximately 340± acre Park avoided or minimized adverse environmental impacts to the maximum extent practicable, and incorporated mitigation measures that were considered practicable. OCIDA thereafter invested considerable resources in marketing the Park for development. Certain prospective tenants expressed interest in the approximate 340± acre Park over the years but the relatively small size of the current Park was seen as a limiting factor by some. As a result, the Park remains undeveloped. Nevertheless, the Park has many favorable characteristics, including, but not limited to, its proximity to critical utilities and infrastructure, which makes it a very suitable location for large-scale tenants. This Draft Supplemental Generic Environmental Impact Statement (Draft SGEIS) has been prepared consistent with SEQRA (Article 8 of the Environmental Conservation Law Part 617 of Title 6 of the New York Code of Rules and Regulations). In New York State, most projects of this nature and activities proposed by a state agency or unit of local government, and all discretionary approvals and permits from a state agency or unit of local government, require an environmental impact assessment of a proposed action before such action may be approved, undertaken or funded. SEQRA requires the sponsoring or approving governmental body, in this case OCIDA, acting as SEQRA Lead Agency, to identify, evaluate, and mitigate, to the maximum extent practicable, significant environmental impacts associated with the proposed action. For SEQRA purposes, the term “Project site” used in this document is defined as any location where project facilities and infrastructure will or might be constructed. The Project site includes an expanded Park consisting of approximately 1250± acres and any adjoining routes, rights-of-way and areas needed to support the Project or Project-related mitigation, including existing or proposed infrastructure and improvements. “Off-site” is defined as any portion of the study areas being assessed for potential impacts that are not on or encompassed by the Project site. Because OCIDA previously prepared the 2013 FGEIS for the Park, this Draft SGEIS evaluates the expanded development footprint of the Park and other changes in circumstances that have the potential to result in any new, previously undisclosed, or unevaluated significant adverse impacts. 1.1.3 Project Purpose and Need The Project purpose is to expand the Park to enable OCIDA to market the Park to a larger, more diverse mix of potential industrial and commercial developers by making the Project site more attractive to a broader scope of industries, particularly the semiconductor industry, and bringing high tech and high paying jobs to Onondaga County. This Draft SGEIS identifies, evaluates and addresses various impact thresholds, permit criteria and mitigation measures anticipated for the expanded Park, including those attributes associated with large- scale semiconductor industrial development. By addressing these issues in a Generic EIS format, the SEQRA process will define a set of threshold conditions or criteria under which potential future actions and development will be undertaken or approved, including any subsequent SEQRA compliance requirements. P a g e 1.2 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 1.1.4 Project Location and Setting The Park is located at the northeastern corner of the intersection of NYS Route 31 and Caughdenoy Road in the Town of Clay, Onondaga County, NY (see Figure 1.1-1). The Park is approximately 7 miles north of the City of Syracuse. The Park is accessible from major nearby interstates. This includes Interstate 81 (I-81) via Exit 30 at NYS Route 31 in Cicero, approximately 2.2 miles east of the Project site. The I-81/I-481/NYS Route 481 interchange is four miles southeast of the project. The NYS Route 481/NYS Route 31 interchange is approximately 3.5 miles west of the Park. The New York State Thruway (I-90) is about 6.5 miles south of the Park. Syracuse Hancock International Airport is about 5 miles south of the Park located along the I-81 corridor. The Park is located in the eastern portion of the Town of Clay, adjacent to the Town of Clay/Town of Cicero boundary. The Town of Clay is a northern suburb of the City of Syracuse. Clay is the largest town in Onondaga County occupying approximately 48 square miles with a 2019 Census population of 59,250 people. The population of the Town has remained largely unchanged over the past two decades decreasing 0.84% since 1990. The area surrounding the Park is sparsely populated with relatively low- density residential development mostly along Caughdenoy Road and Verplank Road west of the Park, Mud Mill Road north of the Park and Burnet Road within and near the eastern boundary of the Park. I-81 is located a little more than one mile to the east of the site. Residential and commercial development in northern suburbs of Onondaga County is likely to continue, according to the most recent studies conducted by the Town of Clay, the Syracuse-Onondaga County Planning Agency (SOCPA), and the Syracuse Metropolitan Transportation Council (SMTC). These studies include a corridor study conducted in 2010 by the SMTC titled Clay-Cicero Route 31 Transportation Study, the Town of Clay Northern Land Use Study prepared in 2013, and the 2010 Development Guide for Onondaga County. New residential development has occurred south and east of the Park, primarily along the NYS Route 31 corridor in the Town of Cicero. The Town of Cicero had a 2019 population of 30,721 people, a decrease of 2.89% since 2010. The SOCPA, SMTC, and Town of Clay studies assume future growth in the project area and account for future industrial use of the Park. 1.1.5 Proposed Development The 2013 FGEIS detailed a preferred development scenario, which anticipated a full build-out of approximately 2.0 to 2.5 million square feet of industrial development and assumed that the Park would be developed in several phases over the course of perhaps 10 to 15 years. Specifically, the 2013 FGEIS considered a full build out scenario of the Park in three development areas. Given the lack of any specific tenant and uncertain timing for development of future phases, this Draft SGEIS considers the potential impacts associated with the development of the Park, including the expanded area, while providing for further evaluation, as necessary, when a conceptual plan for a specific development is available. The development evaluated in this Draft SGEIS contemplates OCIDA’s focus on developing the expanded Park with a tenant or tenants in the semiconductor industry. This may translate into a buildout P a g e 1.3 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 encompassing approximately 4.0 million square feet of industrial development at the Park. This would equate to approximately 400 acres of surface disturbance (temporary and permanent) within the Park developed in a campus like setting that would be sited to avoid regulated wetland areas and would limit the height of structures to no more than 160 feet. This anticipated development is expected to bring approximately 4,000 jobs covering three shifts that operate 24/7 year-round. Based on a review of similar types of facilities being developed in other areas of the country, and given existing site conditions and the Project purpose, the buildout would likely include the following:  A combined total of approximately 4.0 million square feet (SF) of buildings in a campus like setting made up of the type of uses identified in the 2013 FGEIS (manufacturing, laboratory, R&D, fabrication, warehousing, office, support, utility, waste, service yards, energy, water treatment);  Approximately 50 acres of paved area for parking (which may include parking garages), loading, internal road circulation and/or shipping/receiving areas;  Two (2) access roads entering the Project site from NYS Route 31 and Caughdenoy Road;  Approximately seven miles of new sanitary sewer line from the Oak Orchard WWTP to service the surrounding sewer district, including the Park;  Approximately four miles of new gas lines to the Park  Approximately 5,000 linear feet of underground electric lines to the Park  Areas undeveloped and set aside for greenspace, wetland preservation, conservation, and if necessary, mitigation;  Additional areas for: o Stormwater management o Truck scales and security guard stations o Fuel storage o Employee amenities, trails and open space o Landscaping, security fencing, signage, earthen berms and vegetated buffers. Project development will include site infrastructure consisting of internal roads, drainage culverts, waterlines, sewer and wastewater systems, electric, natural gas, stormwater management systems, lighting, landscaped areas, earthen berms and areas maintained as undeveloped natural buffers. It is anticipated that areas owned by OCIDA that are north of existing New York Power Authority (NYPA) and National Grid transmission lines will not be developed to avoid actual or potential wetland areas. Upland areas alongside these wetlands may be suitable as possible wetland mitigation areas, if necessary, for potential impacts that cannot be avoided or minimized by a future specific development, which is not covered by this Draft SGEIS. The development of the Park will occur south of the National Grid/NYPA transmission lines and avoid most of the eastern portion of the Project site due to the likely existence of wetlands and wetland buffer areas. This area includes approximately 732± total acres of prime developable land within the Park. See Figure 1.1-2. This area has been identified as the prime developable area due to the anticipated absence of wetland features, the generally flat topography, and the access to the surrounding transportation network and potential access points along NYS Route 31 and Caughdenoy Road. The prime developable area within the Project site is also positioned away from the overhead transmission lines, which run across the northern portion of the Project site. The proposed gas line and sewer connection would also tie P a g e 1.4 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 directly into this portion of the Project site with limited, if any, impacts to wetlands or other natural features anticipated. 1.2.1 Expanded Scope of Potential Uses The 2013 FGEIS envisioned a Park that would accommodate a mix of industrial uses which could include office, research, manufacturing, assembly, warehousing and distribution facilities in a campus environment. It similarly noted OCIDA’s intent to market the Park “for various types of uses possibly including advanced manufacturing, material processing, product assembly, warehouse and distribution, research and development, and data management to facilitate the creation of high-paying employment opportunities in Onondaga County.” (FGEIS Section 1.2). OCIDA now seeks to market the Project to a larger, more diverse mix of potential industrial and commercial developers by making the Project site more attractive to a broader scope of industries. The expanded Park will be capable of supporting a mix of industrial and/or commercial uses with related office space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. As such, OCIDA intends to market the Project site in a more targeted manner to the semiconductor industry. 1.2.2 Expanded Footprint In 2013, the Park consisted of seven contiguous parcels covering a total area of approximately 340± acres of land and under the control of OCIDA (see FGEIS Fig. 1.4-1). At that time, the Park consisted of large undeveloped areas of former farmland, vacant fields, shrubland and woodlands, all of which are in various stages of natural succession. The northern portion of the Park included several areas of mapped wetlands and small drainages that drain northward under existing NYPA and National Grid electric transmission lines towards Youngs Creek, a non-navigable stream located north of the Park. These transmission line rights-of-way cross the northern one-third of OCIDA Park in an east-west direction perpendicular to Caughdenoy Road. The transmission lines originate at the National Grid Clay electrical substation just west of the Project site. An existing CSX rail line crossed the northwestern corner of the Park generally in a northeast/southwest direction. There was an at-grade railroad crossing along Caughdenoy Road adjacent to the Park. In order to attract targeted development, OCIDA now proposes to expand the footprint of the Park to approximately 1,250± acres. OCIDA currently owns approximately 648± acres, has another 282 acres under contract, and would acquire approximately 320± additional acres. The acreage to be acquired are parcels contiguous to the current Park, and are generally located along NYS Route 31, and along the east and west sides of Burnet Road. OCIDA would acquire the additional parcels through purchase agreements with existing landowners or, if necessary, pursuant to the EDPL, to avoid fragmented parcels that would hinder future development. P a g e 1.5 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 1.2.3 Changes in the Surrounding Area The land use patterns within the vicinity of the Park have not changed substantially since the completion of the 2013 FGEIS, although there has been limited new residential development near the Park. New residential developments near the Park include the Tocco Villaggio Apartments and the residential community of Appaloosa Trail. The Tocco Villaggio Apartments added new residential units as well as expanded residential streets off of NYS Route 31 towards the southeastern corner of the Park. The Appaloosa Trail residential community, located to the west of the Project site near Van Hoesen Road, added several new single-family homes since the 2013 FGEIS. Additionally, a 60-unit senior housing complex along Brewerton Road east of the Park was recently approved by the Town of Clay Planning Board but has not been constructed. There is a mixed use Planned Development District (PDD) on the corner of NYS Route 31 and Henry Clay Boulevard that will soon be presented to the Town of Clay Planning Board for approval. If approved, this new PDD will include approximately 100± apartments and some mixed-use retail units on the bottom floors towards the front of the parcel. These two new developments demonstrate a continuation of, and no material change to, the land use patterns within vicinity to the Park. Since the preparation of the 2012 TIS that was part of the 2012 DGEIS and finalized in the 2013 FGEIS, traffic roadway changes include:  The addition of exclusive eastbound and westbound left turn lanes along NYS Route 31 at Henry Clay Boulevard.  The unsignalized intersections of NYS Route 31/Caughdenoy Road and NYS Route 31/Legionnaire Drive/Lawton Road were signalized.  The Caughdenoy Road/NYS Route 31 intersection was also recommended for right and left turn lane additions; however, the current development assumptions have changed with multiple site entrances. 1.2.4 Potential Acquisition of Parcels Pursuant to the EDPL At the time of the 2013 FGEIS, OCIDA owned the seven parcels that comprised the approximate 340± acre Park. Since that time, OCIDA has acquired additional parcels and will continue to do so. However, it is anticipated that OCIDA may not be able to acquire through voluntary purchase agreements all of the parcels necessary to expand the Park’s footprint as contemplated herein. OCIDA, therefore, may need to acquire certain parcels pursuant to the EDPL. 1.2.5 Climate Change Since the completion of 2013 FGEIS, the Climate Leadership and Community Protection Act (CLCPA) was passed and signed into law in 2019 (Chapter 106 of the Laws of 2019). The CLCPA and Environmental Conservation Law (“ECL”) Article 75 require NYSDEC to promulgate regulations to establish a statewide greenhouse gas (“GHG”) emissions limit for 2030 that is sixty percent of 1990 GHG emissions, and for 2050 that is fifteen percent of 1990 GHG emissions. The CLCPA also requires the Public Service Commission (“PSC”) to establish a program to meet a target of seventy percent of P a g e 1.6 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 statewide electrical generation from renewable sources by 2030, and a target of zero GHG emissions for statewide electrical demand by 2040. NYSDEC adopted 6 NYCRR Part 496 on December 30, 2020, which established the statewide GHG emission limits for 2030 and 2050 consistent with ECL Article 75 and the CLCPA. On October 15, 2020, the PSC issued an Order expanding the Clean Energy Standard to increase renewable energy in the state to 70% by 2030. In addition to the regulations, Section 7(2) of the CLCPA requires all state agencies to consider whether the decision to issue permit(s) is inconsistent with or will interfere with the attainment of the ECL Article 75 GHG emission limits. 1.3.1 State Environmental Quality Review Act Pursuant to regulations promulgated under SEQRA, all state, regional, and local government agencies are to consider potential environmental impacts equally with social and economic factors during preliminary stages of proposed development actions. The Lead Agency and other Involved Agencies must assess the environmental significance of all actions they have discretion to approve, fund, or directly undertake. Under SEQRA, a Generic Environmental Impact Statement (GEIS) can be prepared in place of a more conventional site-specific EIS when a proposed action is at a conceptual stage of development and timing or project design is uncertain, thus making the identification or extent of certain specific impacts impractical. A “generic” EIS is less specific than a conventional EIS and can be based on conceptual information until more detailed information on tenants, uses and site design become known. It is appropriate to conduct an environmental review of the Project as a GEIS because the Project’s development scenario offers a reasonable prediction of anticipated development while preserving flexibility to accommodate various industrial uses, buildings and facilities, scales of development and site design. The SEQRA process provides guidance on the preparation of a GEIS and the coordinated review of subsequent actions. According to 6 NYCRR Part 617.10(c) of SEQRA: “Generic EISs and their findings should set forth specific conditions or criteria under which future actions will be undertaken or approved, including requirements for any subsequent SEQR compliance. This may include thresholds and criteria for supplemental EISs to reflect specific significant impacts, such as site specific impacts, that were not adequately addressed or analyzed in the generic EIS.” Subsequent chapters of this Draft SGEIS will identify, evaluate and provide information on avoiding, minimizing, and mitigating potential environmental impacts resulting from development of the Park as defined in this document. The Draft SGEIS establishes a set of conditions and thresholds describing the site, project components and environmental impacts potentially associated with the Project site’s development. Future development proposals for the Park are expected to be generally consistent with the scale and distribution of facilities as discussed in this Draft SGEIS and with SEQRA Findings that will be prepared subsequent to this Draft SGEIS. P a g e 1.7 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Future actions that fall within the range of impacts evaluated in the Draft SGEIS are not expected to require further SEQRA review. By identifying baseline environmental conditions and certain impact thresholds, the SGEIS process may facilitate development of the project by allowing for quicker approval of future actions associated with development of the Park that are consistent with the SGEIS and SEQRA Findings. If subsequent proposed actions are not addressed or not adequately addressed in the Draft SGEIS and the subsequent actions will not result in any significant environmental impacts, then SEQRA requires only that a Negative Declaration be prepared. In the event that subsequent proposed actions are adequately addressed in the SGEIS, but not adequately addressed in the Findings Statement, an amended Findings Statement will be prepared. However, if any components associated with future development of the Park do not fall within the set of conditions and criteria defined or anticipated by this Draft SGEIS, another supplement to the Final SGEIS may need to be prepared to further evaluate and identify mitigation of significant adverse environmental impacts associated with specific development proposals that are inconsistent with this SGEIS. SEQRA requires a supplement to the Final GEIS (a Supplemental EIS) if: “…the subsequent proposed action was not addressed or was not adequately addressed in the generic EIS and the subsequent action may have one or more significant adverse environmental impacts.” As future development is proposed for the Park, the Lead Agency established at that time under SEQRA for each proposed action will be responsible for evaluating the guidance contained at 6 NYCRR Part 617.10 regarding the need for further SEQRA compliance measures. 1.3.2 Chronology of Previous Environmental Reviews In 2012, OCIDA undertook an environmental review of the Park. As part of the prior environmental review for the Park, on March 6, 2012, OCIDA established itself as the Lead Agency under SEQRA and assumed the responsibilities for conducting the coordinated environmental review. OCIDA determined that the project was a Type 1 action requiring preparation of an EIS. As specific tenants and uses within the Park were unknown at that time, OCIDA prepared a GEIS to analyze potential environmental impacts of the project. OCIDA coordinated the SEQRA review for the Park with the other involved agencies. At the time the GEIS was prepared, the Park was envisioned to consist of a mix of industrial uses that may include office, research, manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. OCIDA intended to develop the Park for advanced manufacturing and state-of-the-art industrial uses to facilitate the creation of high-paying employment opportunities in Onondaga County. A draft scoping document was prepared and made available for comment. Following a public comment period, OCIDA issued a Final Scoping Document which identified potential impacts and anticipated impacts to be addressed in the GEIS. P a g e 1.8 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 A Draft GEIS (“DGEIS”) was prepared and accepted as complete on September 20, 2012 and made available for public comment. The DGEIS evaluated the potential impacts of the proposed multi-use industrial park, envisioning a certain setting which included, but was not limited to:  The Park would encompass a certain footprint, accommodating approximately 2 million sq. ft. of multi-use space without adverse impact.  The Park would accommodate uses such as manufacturing, research and development, warehousing, assembly, office, distribution facilities, associated parking, and other on-site support buildings and structures.  The Park would maintain greenspace to protect wetlands and avoid impacts.  Anticipated installation of underground utilities and infrastructure for on-site use (i.e. gas and electric utilities, water and sewer infrastructure).  Off-site improvements such as highway and road improvements, wastewater treatment infrastructure improvements, and water supply infrastructure improvements.  Tenants would obtain site or facility-specific permits, such as air permits and non-sanitary sewer discharge permits, as necessary for facility-specific operations. A Public Hearing on the DGEIS was held on October 16, 2012, and the public comment period ended on October 29, 2012. Subsequently, a Final GEIS (“FGEIS”) was prepared by OCIDA and accepted as complete on September 10, 2013. OCIDA thereafter issued its Findings Statement on October 8, 2013. OCIDA concluded that the action avoided or minimized adverse environmental impacts to the maximum extent practicable, and incorporated mitigation measures that were considered practicable. 1.3.3 Chronology of Current SEQRA Process OCIDA prepared a Full Environmental Assessment Form (“EAF”) for the Project to supplement its prior SEQRA review of the Park. On December 8, 2020, based on an examination of the FEAF, the criteria contained in 6 NYCRR §617.7(c), and its knowledge of the area surrounding the Project site, OCIDA adopted a resolution classifying the Project as a Type I action, declared its intent to act as lead agency for the purpose of conducting a coordinated environmental review, determined that the Project has the potential to result in at least one significant adverse impact, and issued a positive declaration for the Project. Additionally, OCIDA determined that the Project represents a significant change from the Park’s current footprint and that there exists other changes in circumstances from those previously evaluated in the 2013 FGEIS. As a result, OCIDA concluded that the preparation of a Supplemental GEIS (“SGEIS”) is necessary to adequately identify and evaluate potential significant adverse impacts associated with the Project that are not addressed or are inadequately addressed in the 2013 FGEIS. To that end, OCIDA adopted and issued a Notice of Intent to Serve as Lead Agency and Prepare a Draft SGEIS (“Notice of Intent”) for the Project, which was subsequently filed and distributed in accordance with SEQRA. The Full EAF provided a description of the Project, identified agencies that have potential permitting and approval jurisdiction over the Project, and identified potential environmental impacts. The Project (or P a g e 1.9 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Proposed Action) remains classified as a Type 1 Action for the purposes of this supplemental environmental review because the Project (Part 617.4.(b)(7)). A copy of the FEAF and the Notice of Intent are found in Appendix A. OCIDA received concurrence from the Onondaga County Water Authority (OCWA) and from the New York State Department of Environmental Conservation (NYSDEC) for OCIDA to act as the Lead Agency for the purpose of conducting a coordinated environmental review of the Project under SEQRA for the proposed expansion of the Park. All other identified Involved Agencies did not object to OCIDA’s lead agency declaration within the statutory time period. A copy of the lead agency correspondence is found in Appendix A. The list of Involved and Interested Agencies identified for the Project is provided as follows:  Onondaga County Department of Transportation (OCDOT)  Onondaga County Department of Health (OCDOH)  Onondaga County Department of Water Environment Protection (OCDWEP)  Onondaga County Water Authority  Onondaga County Industrial Development Agency  Syracuse Metropolitan Transportation Council (SMTC)  New York State Department of Transportation (NYSDOT)  New York State Department of Environmental Conservation (NYSDEC)  New York State Office of Parks, Recreation and Historic Preservation (NYS OPRHP)  United States Army Corps of Engineers (USACE)  United States Fish and Wildlife Service (USFWS)  Town of Clay Town Board  Town of Clay  Town of Clay Zoning Board of Appeals  Town of Clay Planning Department  Syracuse Onondaga County Planning Agency  Town of Cicero Additional agencies and stakeholder organizations that may participate in the review process include, but are not limited to:  New York Power Authority  National Grid  CSX Rail  New York Empire State Development GEIS Preparation This Draft SGEIS has been prepared in accordance with 6 NYCRR 617.9, as applicable to a supplemental assessment. As such, it presents a focused assessment of potentially significant adverse impacts associated with the Project and changes in circumstances that have occurred since the 2013 FGEIS and Findings Statement. The 2013 FGEIS will be appended by reference. P a g e 1.10 Chapter 1 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Required Approvals and Permits The potential future development of the Project site is anticipated to require specific approvals and permits during various stages of planning, design, and site development. Many permits and approvals to be issued by Involved Agencies, such as highway work permits from State or County DOTs, will be sought after actual site development plans have been prepared and advanced to the point that specific industrial tenant requirements and project components become known. Project reviews, approvals and permits which may be sought from various agencies include, but are not limited to the following:  NYSDEC Air Permit (type depending on future tenant(s))  NYSDEC Threatened & Endangered Species  NYSDEC Freshwater Wetlands  NYSDEC 401 Water Quality Certification  U.S.A.C.E. Section 404 (Waters of the United States)  Discharge to Surface Water (NYSPDES) 6NYCRR Part 750  General Permit for Stormwater Discharge from Construction Activity SPDES GP-0-10-001  Multi-Sector General Permit for Stormwater Discharge Associated with Industrial Activity SPDES GP-0-06-002  NYSDOT Highway Work Permit (I-81 & NYS Route 31)  Onondaga County Planning Referral GML 239m  Onondaga County Department of Water Environment Protection Industrial Waste Discharge Permit  County Highway Department Work Permit  County Highway Department Curb Cut Approval  Town of Clay Subdivision Adjustment (Section 230-28F)  Town of Clay Planned Development District (PDD) / Zone Change  Town of Clay Site Plan Review & Approval (Section 230-26)  Town of Clay Industrial Performance Standard Variance (Section 230-17)  Town of Clay Accessory Special Permit  Town of Clay Building Permit  Town of Clay Certificate of Occupancy  Town of Clay Demolition Permit P a g e 1.11 Chapter 1 31 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 2.1 Background Several alternatives were fully evaluated in the 2013 FGEIS. This section updates those that have changed and expands upon others as necessary to account for the proposed expansion of the Park. These alternatives include: no action (Alternative 1); considering the Park as it was originally proposed in the 2013 FGEIS (Alternative 2); utilizing a smaller expanded area – less than the approximately 1,250± acres (Alternative 3); and considering a different location to site the Park (Alternative 4). 2.2 Alternative 1: No Action Alternative 2.2.1 Description The no action alternative would retain the current vacant, undeveloped conditions of the Park. 2.2.2 Comparison of Potential Environmental Impacts from Alternative 1 to the Project As described in the 2013 FGEIS, the no action alternative would result in the Park remaining open space and potential habitat for common wildlife that is inaccessible and unutilized by the community until it is sold and used for other purposes. This alternative would avoid the potential need to acquire lands pursuant to the EDPL to further expand the lands owned by OCIDA to support future development. See 2013 FGEIS (Draft Section 2.1) for further analysis of this alternative. 2.2.3 Limitations of Alternative 1 As discussed in the 2013 FGEIS (Draft Section 2.1), the no action alternative would adversely affect Onondaga County’s ability to remain competitive in attracting large-scale industries to Central New York. The no action alternative would preclude potentially beneficial economic impacts associated with the Project, including an increase in employment opportunities and enhanced tax revenues. Also, as previously disclosed in the 2013 FGEIS (Draft Section 2.1), current investment in the site may be lost with this alternative, as site conditions change over time. This could decrease the future development potential of the site due to increased costs associated with vegetation clearing and changing drainage characteristics, which may affect the use of additional acreage. The completed technical studies would also be less useful as data and recommendations become increasingly outdated. Alternative 1 would also preclude a comprehensive plan of development that includes measures to avoid and minimize impacts to ecological resources versus potential piecemeal, and uncoordinated separate developments that would not consider the larger area that the Park encompasses. 2.2.4 Conclusion The no action alternative is not an acceptable alternative to the Project, as it is contrary to OCIDA’s mission to facilitate industrial development and job creation in Onondaga County. P a g e 2.1 Chapter 2 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 2.3 Alternative 2: The Park as Considered in 2013 FGEIS 2.3.1 Description The Park as it is considered in the 2013 FGEIS alternative would encompass approximately 339+/- acres within the western portion of the current Park area. 2.3.2 Comparison of Potential Environmental Impacts from Alternative 2 to the Project This alternative would keep the size of the Park to 339+/- acres, which is roughly 911+/- acres smaller than the currently proposed 1,250+/- acre expanded Project site. Although potential environmental impacts would be limited to a smaller area, impacts on certain resources, such as wildlife may potentially be greater, as sectional development could significantly fragment essential wildlife habitat. The main wildlife mitigation for the Park is to retain/maintain existing habitat tracts, and when not feasible, use compensatory mitigation to include creation or enhanced restoration of habitat to account for any habitat loss. With a smaller park size, it would be difficult to achieve both objectives, including on-site compensatory mitigation due to space limitations. This alternative would avoid the potential need to acquire lands pursuant to the EDPL to further expand the lands owned by OCIDA to support future development. In addition, depending on an actual tenant(s), a smaller sized Park may not reduce certain environmental impacts such as traffic, visual, air and noise. Instead, it could just reduce the size of open greenspace incorporated into any development design and potentially cause greater wetlands disturbance. In contrast, the preferred alternative would allow future tenants additional acreage on-site sufficient to construct necessary buildings and accessory uses while avoiding impacts to ecological resources such as wetlands to the maximum extent practicable. 2.3.3 Limitations of Alternative 2 OCIDA has marketed the existing approximately 339-acre Park since 2013 and determined that the current Park is too small for the type of development it desires to attract to the area and consistent with other industrial park developments in other areas of New York and the country. The smaller, approximate 339-acre footprint would not allow for the potential of larger industrial and commercial developers, such as the semiconductor industry. The proposed expanded footprint of the Park allows OCIDA to market to a larger, more diverse mix of industries than it had previously. The smaller sized park would not support the main objective, which is to attract a broader scope of industries such as the semiconductor industry, which require a large campus setting with greenspace and ample buffering from environmental receptors and would bring high tech and high paying jobs to Onondaga County. 2.3.4 Conclusion While the Park as it is considered in the 2013 FGEIS alternative would avoid the potential to acquire lands, if necessary, pursuant to the EDPL, it is not a viable option as it would greatly limit the full economic and development potential of the Project site in terms of viable tenants, occupancy and use, and limit options for avoiding and mitigating potential adverse environmental impacts. P a g e 2.2 Chapter 2 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 2.4 Alternative 3: Smaller Expansion 2.4.1 Alternative 3 Description The smaller expansion alternative would allow for development on only a portion of the Project site, potentially keeping the remainder of the site in its current state, as vacant, undeveloped land or residential homes, and could reduce, or potentially avoid, the potential need to use the EDPL to acquire lands. 2.4.2 Comparison of Potential Environmental Impacts from Alternative 3 to Project The smaller expansion alternative would have similar environmental impacts as Alternative 2 (The Park as Considered in the 2013 FGEIS) as well as those described in this Draft SGEIS for the Project. As explained above, the potential for habitat fragmentation on the smaller scale project could potentially cause greater impacts to wildlife. Site development would create additional vehicle traffic in the immediate vicinity and would change the visual character, aesthetics, air and noise quality, vegetation and habitats on-site, regardless of the smaller footprint. It also has the potential to reduce the size of open greenspace incorporated into any development design and potentially cause greater wetlands disturbance. The smaller footprint could result in development located closer to residential locations that are not acquired by OCIDA, thus creating greater potential environmental impacts. In contrast, the preferred alternative would allow future tenants additional acreage on-site sufficient to construct necessary buildings and accessory uses, buffer development from adjacent lands, and avoid impacts to ecological resources such as wetlands to the maximum extent practicable. 2.4.3 Limitations of Alternative 3 Although this alternative considers the idea of potentially maximizing development space within a smaller area, much like Alternative 2, the smaller footprint would not allow for the potential of larger industrial and commercial developers, such as the semiconductor industry. The proposed expanded footprint of the Park allows OCIDA to market to a larger, more diverse mix of industries than it had previously. The smaller sized park would not support the main objective, which is to attract a broader scope of industries, such as the semiconductor industry, that require a large campus type setting with greenspace and ample buffering from environmental receptors and would bring high tech and high paying jobs to Onondaga County. 2.4.4 Conclusion Like Alternative 2, the smaller expansion alternative does not maximize the development potential of the Park and does not expand options for avoiding and mitigating potential adverse environmental impacts. Therefore, it is not an acceptable option. P a g e 2.3 Chapter 2 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 2.5 Alternative 4: Develop Park in Alternative Location 2.5.1 Alternative 4 Description This alternative would consist of the development of the proposed Project at a different location. 2.5.2 Comparison of Potential Environmental Impacts from Alternative 4 to Project This alternative was previously evaluated and rejected in the 2013 FGEIS (Draft Section 2.2.1). Based on current available information, this conclusion has not changed. None of the previously considered alternative locations would be able to accommodate the large-scale industrial use the Park is promoting due to size limitations and proximity to services and necessary infrastructure. There are no other options available currently that meet the needs of the Project. 2.5.3 Limitations of Alternative 4 Unlike other park locations, the expanded Park can accommodate large-scale industrial tenants that cannot easily locate elsewhere in Onondaga County due to their size and space requirements and need for suitable infrastructure. Additionally, the other locations do not have the existing utility and transportation services that serve the Park. National Grid’s Clay Substation is located adjacent to the Park on the west side of Caughdenoy Road. The Oak Orchard Wastewater Treatment Plant is located approximately 2.5 miles west of the Park. The Park is also bound to the south by a 12-inch water line and NYS Route 31, which is a principal arterial west of Interstate-81, and CSX rail, which is located adjacent to the Park. 2.5.4 Conclusion Based on the lack of other viable locations within the County to accommodate the intended scale of the Park, as well as OCIDA’s substantial investment in the Park to date, this alternative is not a viable option. P a g e 2.4 Chapter 2 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 3.0 ENVIRONMENTAL SETTING Land Use & Zoning 3.1.1 Land Use The proposed expanded Park footprint consists primarily of undeveloped land. To the extent development exists, it is limited to residential, commercial, and public utility uses and structures (i.e., electric transmission lines, telecommunications tower) scattered along NYS Route 31 and Caughdenoy Road, with approximately three dozen residences located along Burnet Road. Existing improvements and structures within the expanded Park footprint are located close to existing road frontages, leaving the remainder of the expanded Park in its natural, undeveloped state. The majority of the Park is relatively flat and vegetated with grasses, shrub, and wooded areas that have developed as the area continues to transition from former farmland. Land uses within the proposed expanded Park have remained consistent since the 2013 FGEIS. The area surrounding the Park was once a rural area comprised of farmland and agricultural uses. The surrounding area is undergoing gradual changes as a more suburban type of development unfolds, primarily along NYS Route 31, but much of the area closest to the Park has maintained a rural character due to large swaths of undeveloped land. While farming activities are conducted within a small portion of the proposed expanded Park, the Park is not located within or near a NYS certified agricultural district. Land use patterns in the area surrounding the Park have remained largely unchanged since the completion of the 2013 FGEIS, with development consisting primarily of focused residential apartments and communities, specifically the Tocco Villaggio Apartments off of NYS Route 31 east of the Park and the Appaloosa Trail development located west of the Park off of Van Hoesen Road. Additionally, The Town of Cicero Planning Board recently approved a 60-unit senior housing complex to be located on Brewerton Road east of the Park. The land uses adjacent to the expanded Park include a mix of vacant land, agriculture, residential, commercial, and public utility uses. See Figure 3.1-1 Existing Land Use. The area immediately south of the Park is largely undeveloped with the exception of a few residences and businesses, including a veterinary clinic, church, tractor equipment company, and landscaping business. Farther south of those land uses, suburban residential development is prevalent along Stearns Road and Caughdenoy Road north of I-481. Meltzer Park is also located along Stearns Road. Residential and commercial development also increases to the east of the Park, particularly along NYS Route 31 and Brewerton Road near I-81. The area west of the Park consists of relatively low density residential development with intermittent business and commercial uses, including Jerome Fire Equipment Co on Caughdenoy Road. The density of uses increases heading west along NYS Route 31 near the Town of Clay Town Hall and Great Northern Mall. The area north of the Park is mainly agricultural and vacant land, with some scattered residential uses. The area adjacent to the expanded Park also includes various public utility and transportation uses. The National Grid Clay substation is located along the west side of Caughdenoy Road. NYPA electric P a g e 3.1 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 transmission line rights-of-way and a National Grid line cross the northern third of the Park in an easterly direction from the substation. Additionally, the Watertown branch of the CSX rail line runs diagonally from the northwest corner of the Park southwest across Caughdenoy Road. As shown in Table 3.1-1, non-residential parcels comprise approximately 71% of existing land use within a one-mile distance from the proposed expanded Park while residential properties comprise about 29% of the area. The primary land use within a one-mile area of the Park is vacant land (38%). Table 3.1-1: Existing Land Use within One Mile of White Pine Commerce Park (Based on February 2021 Data Provided by SOCPA) Land Use # Parcels Acreage % Coverage Residential 2,200 2,405 29% Apartment 6 30 0% Single-Family 2,145 1290 16% Two-Family 11 66 1% Multi-Family 4 7 0% Rural Residential 33 998 12% Home for Aged 1 14 0% Non-Residential 368 5,812 71% Agriculture 21 1,022 12% Commercial 90 913 11% Industrial/Utility 21 556 7% Parks/Open Space 9 79 1% Public Service 19 160 2% Vacant 208 3,082 38% Total 2,568 8,217 100% 3.1.2 Zoning The proposed expanded Park is located within the Town of Clay and is subject to the zoning requirements contained in the Town’s Zoning Code and the zoning district designations contained in the Town’s Zoning Map. 1 Of the proposed expanded Park’s approximately 1,250± acres, 346± acres are zoned as Industrial 2 (I-2), 856± acres are zoned Residential Agricultural (RA-100), and 36± acres are zoned One Family Residential (R-15). Burnet Road comprises the remaining 12± acres that make up the expanded Park. As shown in Figure 3.1-2 (located at the end of this Chapter), approximately 850± acres of privately owned land located on Caughdenoy Road west and north of the Park is zoned I-2, with additional parcels zoned RA-100. The parcels directly south of the Park along NYS Route 31 are zoned Highway 1 Town of Clay Zoning Code (Last Revised May 10, 2016). https://www.townofclay.org/information/zoning-code. P a g e 3.2 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Commercial (HC-1) and RA-100. The parcel located adjacent to the southeastern corner of the Park is zoned Planned Development (PDD). The proposed expanded Park’s eastern property line is the boundary between the towns of Clay and Cicero. The proposed expanded Park contains multiple zoning designations, not all of which are compatible with the intended future use and development of the Park. The expanded Park will therefore require the approval by the Town of Clay Town Board of either a zone change to I-2 for the portions of the Park that are not zoned I-2 or a PDD that encompasses the entire Park footprint to allow the type of use OCIDA seeks for the Park. Pursuant to the Zoning Code, the intent of the I-2 district is to: “. . . promote and accommodate processes that primarily operate in a clean and orderly manner that may involve exterior activities sensitive to environmental features and available public services. Other uses are permitted that provide the logistical assembly, shipping, storage, servicing, or similar support for retail or other business uses. This district should be located away from residential districts.” The Zoning Code permits the following uses upon receipt of site plan approval from the Planning Board: exhibit hall; wholesale; warehouse; truck terminal; manufacturing; utility substation; emergency vehicle station; building products sale, storage and display; and cropland. The future development and use of the Park as envisioned by OCIDA will therefore require site plan review and approval from the Town of Clay Planning Board and will be subject to any other Town of Clay land use and zoning regulations. Assuming a zone change to I-2, the future development of the Park must comply with the bulk density and dimensional requirements set forth in the Zoning Code for property within the I-2 district, as set forth below. Lot • Area, minimum: n/a • Width, minimum: n/a • Depth, minimum: n/a • Coverage, maximum building: 60% • Coverage, maximum total: 80% Principal structures and attached accessory structures • Front yard minimum: o NYS or county highway: 200 feet o Town of private highway: 50 feet • Side yard minimum: 25 feet • Rear yard minimum: 25 feet • Maximum height: n/a • Maximum gross floor area: n/a • Maximum number of floors: n/a P a g e 3.3 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Accessory structures, detached • Front yard minimum: existing principal structure rear line. • Side yard setback: 25 feet • Rear yard setback 25 feet • Maximum height: same as principal structure Supplemental I-2 district design standards also may apply to the future development of the Park, as outlined below. • Front perimeter landscape strip must be 50% of front yard depth. • Additional side or rear yard setbacks of 100 feet where abutting a non-industrial district. • Structure design, scale and materials: o When a new or modified land use and/or structure is proposed on any property that is entirely or partially within 500 feet of a Residential Zone District boundary, then the reviewing board shall also consider the compatibility of the site and building design, scale of site development, and any impacts related to such development with the existing or planned character of those residential zones. o Any open storage of materials or waste shall be screened from view from all property lines with a seven-foot high fence, hedge or similar opaque barrier. Such screening shall comply with applicable setbacks. An alternative to a zone change is the creation of a PDD. Pursuant to the Zoning Code, the intent of a PDD is to allow for: a variety of land uses and flexible arrangements of lots, structures, and land uses in a well-planned and coordinated design. The flexibility of land uses and lots is achieved by the Town continuously participating in and approving stages of project planning and development. Any combination of land uses already permitted within the Town may be proposed for development on sites under this district. This district is also intended to accommodate land uses or scales of development that may be unique or require more consideration by the Town. This district may be applied anywhere in the Town, provided the project scale and design is found to further Town planning goals and to be compatible and coordinated with the environmental constraints and the existing and/or planned availability of public water, sewer, drainage, and transportation facilities. It is possible that a PDD could be established for the Park enabling OCIDA, (and/or a potential future developer) and the Town to work collaboratively to customize the development of the Park in ways that are not permitted or feasible in the I-2 district. In such a case, predetermined development standards would not exist and would instead be established jointly with the Town through meetings with the Town Board and Planning Board in accordance with the Zoning Code. P a g e 3.4 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Community Character The Town of Clay is still the largest suburban town in Onondaga County and is known for its large retail shopping areas and residential neighborhoods. The Town has a diverse economic base, and industrial uses are scattered throughout the Town, including a developed industrial corridor between Henry Clay Boulevard and Morgan Road approximately 5 miles southwest of the Park. The population of the Town along with its pace of development has remained mostly unchanged since the 2013 FGEIS. The character of the area immediately surrounding the Park remains generally rural in contrast to the more developed areas of the Town of Clay and nearby Town of Cicero. NYS Route 31 represents the primary east-west traffic corridor in the Town of Clay north of I-481 and carries a high volume of traffic between Clay and Cicero. Nearly all travel in the vicinity of the project site is by personal vehicle, which remains unchanged since the 2013 FGEIS. There is little public transit and pedestrian use along major roadways, including NYS Route 31, and the area immediately surrounding the proposed expanded Park lacks sidewalks or other pedestrian facilities (crosswalks, etc.) that would otherwise encourage pedestrian use. While NYS Route 31 is a designated part of New York State Bike Route 5, bicycling activity is not typical along the road or surrounding area. The CSX rail line that provides freight service crosses NYS Route 31 southwest of the Park. Visually, the western portion of the expanded Park contains few structures or natural features of any significance. The topography of the area is generally flat, which is typical of the Town of Clay and the northern portion of Onondaga County. Undeveloped areas contain mixed upland and wetland vegetation including grasses, shrubs, and woodlands. These resources are described in detail later in this chapter under existing ecology and vegetation. The area of the expanded Park that includes Burnet Road contains approximately three dozen residential properties that have been or will be acquired by OCIDA through voluntary purchase agreements or pursuant to the EDPL to help establish the expanded Park footprint, Electrical utilities, including the National Grid electrical substation located just west of the Park and the NYPA and National Grid transmission lines passing through the northern third of the site are prominent visual features in the area. A telecommunications tower also exists within the expanded Park adjacent to the southeastern corner of the current Park footprint. The presence of these public utility structures and uses incorporates an industrial element to the otherwise undeveloped character of the area. Existing development in the area surrounding the existing Park is either low density single-family suburban style housing or older style rural homes and former farmland. A few business and commercial uses exist along Caughdenoy Road and NYS Route 31 west and south of the Park. With the exception of the area extending north of the Park for several miles that remains largely rural and undeveloped or sparsely developed, surrounding areas in other directions become more densely developed farther away from the Park. Areas east of site along NYS Route 31 and Brewerton Road in the Town of Cicero contain dense concentrations of business and commercial development with residential development interspersed throughout. Higher-density residential and commercial development along the NYS Route 31 corridor within the Town of Clay occurs mostly to the south and southeast of the Park along Stearns Road and Caughdenoy Road north of I-481. Areas farther west of site transition from suburban residential into a developed, high-traffic shopping area along NYS Route 31 around the I-481 interchange. The P a g e 3.5 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 development of retail, commercial and residential growth farther away from the Park in both directions along NYS Route 31 in Clay and Cicero is due in large part to the proximity of NYS Route 31 to I-81, I- 481, I-90 and the Syracuse Hancock International Airport. Together, those features have made the greater surrounding area attractive to many forms of development. Transportation 3.3.1 Summary of Traffic Impacts Since the preparation of the 2012 Traffic Impact Study that was part of the 2012 DGEIS and finalized in the 2013 FGEIS, traffic roadway changes include: • The addition of exclusive eastbound and westbound left turn lanes along NYS Route 31 at Henry Clay Boulevard; • The unsignalized intersections of NYS Route 31/Caughdenoy Road and NYS Route 31/Legionnaire Drive/Lawton Road were signalized; • The Caughdenoy Road/NYS Route 31 intersection was also recommended for right and left turn lane additions; however, the current development assumptions have changed with multiple site entrances and placement of entrance further from the signalized intersection. Impacts related to the proposed expanded Park are described in Section 4.3. A new Traffic Impact Study (TIS) was prepared to evaluate potential traffic impacts associated with the proposed expanded Park area. Due to the generic nature of this review, the TIS includes more generic as opposed to specific development details and follows the assumptions to develop the traffic impact of the proposed expansion and potential development, which include supporting between 3,750 to 4,000 employees (4,000 used for analysis), having a minimum of two driveways for site access: one driveway will be connected to Caughdenoy Road and the other will be connected to NYS Route 31; operating 24 hours a day and seven days a week with three equally sized rotating working shifts; and development of the Project site will be completed and operational by the year 2024. Additional information is provided in the TIS in Appendix B. 3.3.2 Impacted Traffic Area The impacted traffic area includes both Town of Clay and Town of Cicero in in New York. A total of 14 intersections along NYS Route 31 were studied from the western limits of NYS Route 481 to the eastern limits of CR 123 (Lakeshore Road) and southern limits of Caughdenoy Road at Maple Road. Minor stop- controlled side streets were not evaluated. See Figure 1 for Project Location Map in the Traffic Impact Study located in Appendix B. The intersections include: 1. NYS Route 31 / NYS Route 481 Southbound Off Ramp / Soule Road 2. NYS Route 31 / NYS Route 481 Northbound Ramps 3. NYS Route 31 / Marketfair Plaza P a g e 3.6 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 4. NYS Route 31 / Great Northern Mall West Driveway / Water Board Lane 5. NYS Route 31 / Great Northern Mall East Driveway / La-Z-Boy Driveway 6. NYS Route 31 / Morgan Road (CR 46) 7. NYS Route 31 / Henry Clay Boulevard (CR 265 / CR 121) 8. NYS Route 31 / CR 49 (Caughdenoy Road) 9. NYS Route 31 / Legionnaire Drive / Lawton Road 10. NYS Route 31 / US Route 11 11. NYS Route 31 / I-81 Southbound Ramps 12. NYS Route 31 / I-81 Northbound Off Ramp / CR 253 (Pardee Road) 13. NYS Route 31 / CR 123 (Lakeshore Road) (unsignalized) 14. CR 49 (Caughdenoy Road) / CR 197 (Maple Road) / NYS Route 481 Northbound Off-ramp (unsignalized) 3.3.3 Functional Classification The functional classifications for major streets are identified in the May 2017 NYSDOT Region 3 Functional Classification Map. The roadway of NYS Route 31 is classified as a Principal Arterial Other from NYS Route 481 to I-81 and classified Minor Arterial from I-81 to Lakeshore Road. NYS Route 31 is located within an Urban Area. The major intersecting roadways along NYS Route 31 are also classified. They are: NYS Route 481 classified as a Principal Arterial Expressway, Caughdenoy Road is classified as a Major Collector, US Route 11 is classified as a Minor Arterial, I-81 is classified as a Principal Arterial Interstate and Lakeshore Road is classified as a Major Collector. See Figure 2 for a detailed map of the roadway functional classifications in the Traffic Impact Study in Appendix B. The existing typical section on NYS Route 31 is described below: • From NYS Route 481 to east of Morgan Road is a 4-lane divided roadway with 12-foot travel lanes and varying width marked medians • From east of Morgan Road to west of US Route 11 is a 2-lane undivided roadway with 11-foot travel lanes between the Henry Clay Boulevard and Legionnaire Drive roadway segment • From west of US Route 11 to Lakeshore Road is a 4-lane divided roadway with 12-foot travel lanes and center two way left turn lanes (TWLTL) The posted speed limit varies along the corridor and the speed limit segments are identified below: • Along NYS Route 31: o NYS Route 481 to east side of Morgan Road is 40 mph o East side of Morgan Road to Grange Road is 55 mph o Grange Road to east side of Caughdenoy Road is 40 mph o East side of Caughdenoy Road to east side of Barcaldine Drive/Legionnaire Drive is 55 mph o East side of Barcaldine Drive/Legionnaire Drive to west side of US Route 11 is 45 mph o West side of US Route 11 to Lakeshore Road is 35 mph • Along Caughdenoy Road: o NYS Route 31 to Maple Road is 35 mph P a g e 3.7 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 3.3.4 Data Collection It was determined that existing traffic count data could be used, and new count data would also be required. Following NYSDOT Traffic Data Collection Guidance during COVID-19 Pandemic Memo dated August 11, 2020 which states traffic count data older than 5 years would need to be collected again, JMT reviewed and have used an adjustment factor created to help balance and match existing traffic volume data. The processing timeframes described above are to encompass morning peak and evening peak hour vehicle volumes. However, after processing the data, the peak times used for analysis were 7:15 to 8:15 AM and 4:15 to 5:15 PM. 3.3.5 Existing Facilities for Non-Motorized Traffic Sidewalks exist along limited sections of NYS Route 31 but are missing from large sections of that road. Sidewalk is present from just west of US Route 11 to Lakeshore Road, along both sides of the road. Sidewalk is also present on the south side only of Legionnaire Drive and Lawton Road, and a small portion of sidewalk exists near the at-grade railroad crossing and Weller Canning Road along the north side only. Sidewalk is also located starting from the east side of Morgan Road to East Mall Entrance along the north side only. There are no pavement marked or unmarked bike lanes along NYS Route 31 within the Project limits. NYS Route 31 is designated as State Bicycle Route 5 as a signed, on-road bicycle route that extends 365 miles from Niagara Falls across New York to the Massachusetts state line. Bicyclists can share the road with motorists along the roadway network. Utilities & Community Services 3.4.1 Utilities Figure 3.4-1 identifies the location of existing electric, natural gas, and water utilities in the vicinity of the Park, which were detailed in the 2013 FGEIS. It also illustrates the sewer expansion to the surrounding district, including the Park, and the gas utility improvements that are being proposed in conjunction with the Park expansion. Since 2013, there are no changes in the location of existing electric, natural gas, and water utilities in the vicinity of the Park. 3.4.2 Community Services Community services in the vicinity of the Park remain largely unchanged from 2013. Community service provider locations near the Park are shown in Figure 3.4-2 (located at the end of this Chapter). P a g e 3.8 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Current firefighting and emergency response equipment within the Clay Fire Department includes 2: • Engine 11 – 2016 Sutphen - 1,750 gallons per minute (gpm)/1,000-gallon water / 20 Gallon Foam cell • Engine 31 – 2016 Sutphen - 1,750 gpm/1,000-gallon water / 20 Gallon Foam cell • Engine 12 – 2007 American LaFrance - 2,000 gpm/1,000-gallon water / 25-gallon foam cell • Rescue 3 – 2003 American LaFrance – Hurst Tools System/Lightower • Squad 1 – 2018 Chevy Tahoe - First Responder Vehicle for EMS • Squad 3 - 2018 Chevy Tahoe - First Responder Vehicle for EMS • Squad 4 – 2008 Ford/Brand FX Light Rescue truck • Ladder 3 –2021 Sutphen 75-foot mid-mount ladder - 1,750 gpm/ 500 Gallon water (currently in the process of purchasing) Emergency medical services (EMS) are provided by two EMS operators, North Area Volunteer Ambulance Corps (NAVAC), which responds to over 6,500 calls annually, and Northern Onondaga Volunteer Ambulance (NOVA), which responds to an average of 6,000 calls a year. In addition to a centrally located station, NOVA posts ambulances at Moyers Corners Fire Department Stations 1 and 3 to allow for a rapid response to any location their district 3. The Park is in the North Syracuse Central School District. The North Syracuse Central School District student enrollment was approximately 8,500 pupils in 2020 4. The locations of places of worship are included on the Figure 3.4-2. The inventory of places of worship in the vicinity of the Park is largely unchanged since the 2013 FGEIS was prepared. At least one new church affiliated building, the Upstate New York District Church of the Nazarene, has been built immediately east of the intersection of NYS Route 31 and Burnet Road. The Church uses this location as its main offices for the Nazarene District. Topography, Geology & Soils 3.5.1 Topography The topography of the Project site is generally the same as was detailed in the 2013 FGEIS. The ground is relatively flat to gently sloping, with site elevations generally ranging from 380 to 430 feet above mean sea level (amsl). Figure 3.5-1 (located at the end of this Chapter) is a topographic map that shows existing topography at five-foot contour intervals. Highest elevations are in the southern portion of the Project site near NYS Route 31. The lowest elevations in the Park occur just north of the power lines. The Park drains to the north towards Youngs Creek, which is a tributary to the Oneida River. Elevation at the expanded Park is most variable along the small ridge related to a geologic feature known as an esker. The esker, located in the central portion of the site, is a glacial formation resulting from sand 2 Personal correspondence, Town of Clay Fire Chief, 4/20/21 3 www.northernonondagavolunteerambulance.org, 4/14/21 4 www.https://www.nscsd.org/districtpage.cfm?pageid=825, 4/13/21 P a g e 3.9 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 and gravel materials deposited in a long, narrow ridge resembling a railroad embankment. The esker is located approximately 2,000 feet north of NYS Route 31 and generally runs parallel to the road for approximately 3,000 feet. It forms a slight ridge that is wooded and provides visual and physical separation between locations immediately to the north and south. The area directly north of the esker is wooded and the area directly south of the esker transitions first to wetlands and then uplands consisting of open fields with shrubs and grasses. 3.5.2 Geology As described in the 2013 FGEIS, the surficial deposits in the vicinity of the expanded Park consist of lacustrine silts and clays deposited in pro-glacial lakes. These are generally fine-grained and laminated soils. A relatively small area, just north of NYS Route 31, is mapped as glacial till. This is a poorly sorted mixture of variable soils deposited beneath glacial ice. Bedrock beneath the site is mapped as dolostone/limestone, belonging to the Lockport Group. Although, soil borings drilled at the site encountered weathered shale. No bedrock outcrops have been noted on the project site. A Geotechnical Investigation Report 5 previously prepared for the Park, included analysis of certain areas within the expanded site. The investigation included the advancement of six soil borings to depths of 9.5- 15 feet. According to that investigation, the expanded Park is overlain by a thin layer of topsoil, approximately six inches in thickness. Underlying the topsoil is a layer of silt and fine sand, with varying percentages of fine to medium gravel. The thickness of this deposit varies from 4 to 13 feet. Below this layer is a more consolidated unit composed of firm silt to dense sand, and a silt mixture with varying percentages of gravel. This dense material is likely a glacial till deposit. Bedrock (shale) was encountered in two borings at depths of 5.5 to 13.5 feet just north of NYS Route 31. There are no mineral resource extraction areas (gravel pits, mines, quarries, oil/gas wells, etc.) present on the expanded Park. The expanded Park is in a seismically stable zone. The United States Geological Survey (USGS) produced a 2014 Seismic Hazard Map for New York State 6 showing the site within a zone that has a 2% probability of exceeding a spectral acceleration (i.e., ground movement) of 8-10% gravity. This seismic risk zone is the second lowest of six zones in the State. 3.5.3 Soils The expanded Park contains a variety of soils similar to what was evaluated in the 2013 FGEIS. Figure 3.5-2 (located at the end of this Chapter) provides a map of all soil types on the expanded site and Table 3.5-1 summarizes the characteristics of each soil type. Niagara silt loam (NgA) covers much of the northern and eastern portions of the expanded Park, about 38.1%. Collamer silt loams (ChA, ChB) cover 28.6% of the expanded project site, including much of the north-central and southeastern areas. In addition to Appleton loam (AoA), Hilton loam (HlA, HlB), 5 C&S Engineers, Inc. Geotechnical Investigation Report (1996). 6 www.usgs.gov/media/images/2014-seismic-hazard-map-new-york" https://www.usgs.gov/media/images/2014-seismic- hazard-map-new-york P a g e 3.10 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Madrid fine sandy loam (MdC), and Rhinebeck silt loam (Rh), the remainder of the expanded site is covered by minor amounts of Canandaigua (Cd), Dunkirk silt loam (DuC), Fluvaquents (FL), Fonda mucky silty clay loam (Fo), Minoa fine sandy loam (MtA), Ontario loam (OgB, OgC), and Palms muck (Pb). Based on the physical features of the expanded Park, the most likely area for development is west of Burnet Road. In this area, the amount of hydric soils (Cd, FL, and Pb) is approximately 18.7 acres. Hydric soils are characterized by poor drainage and are often associated with wetlands. Portions of the expanded Park were used for farming in the past. The Natural Resources Conservation Service (NRCS) classifies soils by capability classes based on their potential for agricultural productivity. Soil Capability Classes 1-5 are described as follows (USDA Soil Survey of Onondaga County, NY 7): • Class 1 soils have few limitations that restrict their use • Class 2 soils have minor to moderate limitations that limit their ability to support certain crops, or that require moderate conservation practices • Class 3 soils have severe limitations that reduce the choice of crops, require special conservation practices, or both • Class 4 soils have very severe limitations that reduce the choice of crops, require very careful management, or both • Class 5 soils are not likely to erode, but have other limitations, impractical to remove, that limit their agricultural use largely to pasture, range, woodland, or wildlife Table 3.5-1 shows the distribution of soil capability classes on the expanded Park. The expanded Park has no Class 1 soils. Class 2 soil covers approximately 39.4%, Class 3 soil covers 51.8%, Class 4 soil covers 0.9%, and Class 5 soil covers 7.5% of the expanded Park. Approximately 60% of the expanded Park consists of soils (Classes 3, 4, and 5) that would have severe limitations for agricultural productivity. The remainder of the site consists of Class 1 and 2 soils that would have few to moderate limitations in their ability to support certain crops, or that require moderate conservation practices. As shown on Table 3.5-1, 39.4% of expanded Park soils are considered prime farmland and 9.7% of soils are farmland of statewide importance, as determined by the USDA. The remainder of the soils are considered prime farmland, if drained (42.1%), or not prime farmland (8.4%). In addition, 78.1% of the expanded site soils belong to Mineral Soil Groups 1-4, as designated by the New York State Department of Agriculture and Markets. Although agriculturally viable soils exist on the Park, actual agricultural activity is limited. Most of the expanded Park is currently vacant woodlands. Agricultural activities, primarily hayfields, are located at the northern end of Burnet Road. Some cultivated fields also exist in this area. No designated Agricultural Districts exist on the project site and the closest Agricultural District is approximately one-mile northwest (Onondaga County Agricultural Districts, 2019 8). 7 USDA. Soil Survey of Onondaga County, New York via NRCS Web Soil Survey (2021). 8 New York State Department of Agriculture and Markets. Onondaga County Agricultural Districts (2019). P a g e 3.11 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Similar to the Park as evaluated in the 2013 FGEIS, the suitability of soils for septic systems varies across the expanded site. It generally ranges between conditions considered suitable to areas with conditions that are generally not suitable. It is not anticipated that onsite septic systems will be needed for the Park. Table 3.5-1 also provides potential constraint ratings for each soil, relative to the following specified uses: shallow excavation, lawns and landscaping, local roads, and commercial buildings. This constraint rating information was obtained from the Onondaga County Soil Survey. Each soil-type is described as “Not Limited”, “Somewhat Limited” or “Very Limited” for the specified use based on soil characteristics (load-bearing capacity, drainage characteristics, slope). • Not Limited indicates the soil has characteristics that are very favorable for the specified use. Good performance and very low maintenance can be expected. • Somewhat Limited indicates the soil has characteristics that are moderately favorable for the specified use. Limitations can be overcome or minimized by special planning, design, or installation. Fair performance and moderate maintenance can be expected. • Very Limited indicates the soil has one or more characteristics that are unfavorable for the specified use. The limitations generally cannot be overcome without soil reclamation, special design, or installation procedures. Poor performance and high maintenance can be expected. In the expanded Park, about 87.7% of soils are rated as Very Limited for shallow excavation; about 18.9% of soils are rated as Very Limited for lawns and landscaping; 51.2% of soils are rated as Very Limited for local roads; and 62.1% of soils rated as Very Limited for small commercial buildings. Many of the soils located on the expanded project site could have some constraints to development and generally speaking, special design or construction measures may be required to allow development on portions of the site. This does not preclude development of the site. 3.5.4 Offsite Utility Corridors Most of the proposed gas line starting at the Clay Gas Regulator Station #147 lies within previously disturbed easements including approximately 4,500 feet along NYS Route 31 and 7,250 feet along overhead utilities. The remaining portion of the proposed gas line (1,450 feet) crosses a wooded area south of the Clay Substation and a hay field immediately north of the Jerome Fire Equipment Co. on Caughdenoy Road. The alternative gas line makes use of public rights-of-way for the entire length of the route following sections of NYS Route 31, Henry Clay Boulevard, Verplank Road, and Caughdenoy Road. The topography of the proposed and alternative gas line routes are both relatively flat. The alternative route is slightly flatter since it is entirely along existing roadways. Bedrock geology for both routes is consistent with the expanded Park, belonging to the Lockport Group. Neither route is in a designated Agricultural District. Soils along the proposed and alternate gas line routes are generally consistent with the expanded Park except for very small additions of Arkport very fine sandy loam (2 to 6% slopes), Colonie loamy fine P a g e 3.12 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 sand (0 to 6% slopes), Lakemont silty clay loam (0 to 3% slopes), and Alton gravelly fine sandy loam (0 to 3% slopes). Arkport and Alton are classified as well drained, prime farmland with a land capability classification of 2 and depths greater than 80 inches to groundwater. Colonie is classified as somewhat excessively drained, farmland of statewide importance with a land capability classification of 3, and depths greater than 80 inches to groundwater. Lakemont is classified as poorly drained, farmland of statewide importance with a land capability classification of 4, and greater than 80 inches to groundwater. The soils along the alternative gas line route are somewhat more disturbed since this route follows public roads for the entire length. An underground electric line may also be constructed for a short distance beneath Caughdenoy Road and the railroad tracks from the existing substation to the site. No impacts to topography, geology or soils are anticipated given the short distance of this new line and its location beneath an area that was already disturbed for road construction. Water Resources 3.6.1 Groundwater Groundwater occurs beneath the surface within the pore spaces of soil and rock. Relatively shallow groundwater was observed on portions of the Park during a prior geotechnical investigation. Groundwater was encountered at depths ranging from 2 to 9 feet. It is anticipated that groundwater flows northward, based upon regional topography and surface water drainage, which is consistent with the Park as proposed in the 2013 FGEIS. The proposed expanded Park is not situated within a primary, principal, or sole source aquifer. Proposed Utility Line Routes and Roadway Improvements The proposed utility gas and sewer line routes are partially situated within unconsolidated, confined aquifers. These sand and gravel aquifers are in the immediate vicinity of Mud Creek and are not considered primary, principal, or sole source aquifers. The majority of both proposed utility routes are outside of the mapped unconsolidated aquifers. The proposed road improvement to Henry Clay Boulevard discussed in the TIS is located within the unconsolidated, confined aquifer described above. The remaining three roadway improvement areas discussed in the TIS, including the I-81/NYS Route 31 Interchange are not located within the aquifer but are within its vicinity. Roadway improvement activities would occur entirely above the water table, within developed and/or previously disturbed areas. 3.6.2 Surface Water The Park is relatively flat to gently sloping. Elevations range from approximately 430 feet amsl along the southern boundary (NYS Route 31) to approximately 380 feet amsl along the northern boundary. Drainage is of a northwesterly flow direction towards the Oneida River. The Project site encompasses the entire esker, as described above in section 3.5.1. The Park also includes several tributaries and drains to P a g e 3.13 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 the north towards Youngs Creek. Two of these tributaries drain the eastern half of the site, and flow to the north-northwest, draining into Youngs Creek and ultimately to the Oneida River. A small, unnamed tributary of Youngs Creek is located on the northern portion of the site, at the base of the onsite esker’s southern embankment. The flow is intermittent and traverses through the northern and eastern parts of the site. Both the New York Stream Classification Map (Figure 3.6-1, located at the end of this Chapter) and the NYSDEC Environmental Resource Mapper¹ identified several classified streams on site. Youngs Creek is in the northern portion of the site and is classified as C. Class C streams can support fisheries and are suitable for non-contact activities but are not considered protected. There are also several other classified streams (tributaries of Youngs Creek) all identified as class C tributaries to Oneida River (6 CRR-NY 899-10) 9. All these tributaries are in the eastern portion of the site, two of which follow a course which crosses Burnet Road, ultimately connecting to Youngs Creek. Proposed Utility Line Routes and Roadway Improvements The proposed gas line connection crosses three classified streams, all identified as tributaries to Oneida River (6 CRR-NY 899-10). These three streams are all class C, which are not considered protected. Two of these tributaries connect to Shaver Creek and cross Van Hoesen Road. The other tributary is Shaver Creek. It flows in a south to north direction on the west side of the existing subdivision on Appaloosa Trail, off Van Hoesen Road, in the vicinity of the route and existing utility right-of-way. The proposed roadway improvements outlined in the TIS are not expected to comprise any stream crossings; however, activities do have the potential to occur near classified streams. Just south of the proposed roadway improvements to the I-81/NYS Route 31 Interchange, there is a class C stream, a tributary to Oneida River (6 CRR-NY 899-10) 10. 3.6.3 Stormwater/Drainage/Flooding According to Syracuse-Onondaga County Planning Agency resources 11, the Park is located within the Oneida River Basin major watershed and Oneida River sub-watershed. Although a small section of the southwest corner of the Park (near NYS Route 31) is within the Shaver Creek tributary watershed, almost the entirety of the Park is located within the Youngs Creek tributary watershed. Stormwater drainage is from south to north, consistent with the topography described above. As a result of the relatively flat nature of the Park, the potential impacts due to soil erosion is minimal. 9 New York State Department of Environmental Conservation (2021). Environmental Resource Mapper, web application, 2021. https://gisservices.dec.ny.gov/gis/erm/ 10 New York State Department of Environmental Conservation. Title 6. Department of Environmental Conservation, Chapter X, Division of Water Resources, Subchapter B. Classes and Standards of Quality and Purity Assigned to Fresh Surface and Tidal Salt Waters, Article 14. Oswego River Drainage Basin Series, Part 899. Oneida River Drainage Basin. 899.4 Table 1; 6 CRR-NY 899.4 (current as of July 15, 2020). 11 Syracuse-Onondaga County Planning Agency (2003). Watersheds in Onondaga County, 2003. http://www.ongov.net/planning/documents/map_gallery/Watersheds%20in%20Onondaga%20County.pdf P a g e 3.14 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Although the Town of Clay and the Town of Cicero are both designated Municipal Separate Storm Sewer Systems (MS4), the Park is not located within either of the designated MS4 boundaries. The MS4 boundaries, however, are immediately south and east of the Park. There are no FEMA mapped floodplains or Special Flood Hazard Areas within the Park 12. The Park lies entirely within FEMA flood zone X, which is an area of minimal flood hazard. Proposed Utility Line Routes Based on the most current information available, the preferred sewer line route does have the potential to fall within a mapped FEMA floodplain, in the immediate vicinity of Mud Creek, north of NYS Route 31. The proposed gas line route does not fall within a mapped FEMA floodplain or Special Flood Hazard Area. (See Figure 3.6-2., located at the end of this Chapter.) Some of the roadway improvements outlined in the TIS have the potential to fall within a mapped FEMA floodplain. Air Resources 3.7.1 Air Quality According to the EPA Green Book website 13 Onondaga County (including the expanded Park area) remains within attainment status of National Ambient Air Quality Standards (NAAQS) for the six criteria pollutants (i.e., ozone, carbon monoxide, nitrogen dioxide, sulfur dioxide, particulate matter, and lead). The NAAQS are levels of pollutants in the ambient air that have been determined to be protective of human health, including the health of sensitive subpopulations such as children, the elderly, and those with chronic respiratory problems; in addition, they are developed to protect public welfare, including damage to property and structures, visibility, vegetation, animal species, and other concerns. The NAAQS have been established for the following criteria pollutants that could be emitted by a prospective tenant at the proposed expanded Park: particulate matter sized 10-microns and smaller (“PM10”), particulate matter sized 2.5 microns and smaller (“PM2.5”), nitrogen dioxide (“NO2”), sulfur dioxide (“SO2”), carbon monoxide (“CO”), ozone (“O3”), and lead (“Pb”). Following is a brief discussion of each of the criteria pollutants that could be emitted by a prospective tenant. Meteorological Conditions Meteorological conditions for the Syracuse and Central New York region have not materially changed since the 2013 FGEIS. As part of any air permit application submitted to the NYSDEC for development of the Park, meteorological conditions will be considered. The closest National Weather Service (NWS) station to the Park that has the appropriate available data for purposes of an air permit application is the Syracuse NWS station, which is located approximately 5.4 miles southeast of the Park. 12 Syracuse-Onondaga County Planning Agency (2016). FEMA Floodplain Changes in Onondaga County (2016), 2016. http://www.ongov.net/planning/documents/map_floodplain_revisions_2016.pdf 13 https://www3.epa.gov/airquality/greenbook/anayo_ny.html, 4/16/21 P a g e 3.15 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 3.7.2 Climate Change There is a broad international scientific consensus that human activity-generated greenhouse gas (GHG) emissions are increasing the concentration of GHGs in the atmosphere and leading to global climate change. While the contribution to climate change of a single project is very small, the combined GHG emissions from all human activity contributes to global climate change. As such, statutes, regulations and policies have been, and continue to be, implemented to address GHG emissions at global, national, regional, state and local levels. Pertinent to the potential future development at the proposed expanded Park, these statutes, policies and regulations include CLCPA and regulations under the Clean Air Act. The CLCPA (Chapter 106 of the Laws of 2019) and Article 75 of the Environmental Conservation Law (“ECL”), require NYSDEC to promulgate regulations to establish a statewide GHG emissions limit for 2030 that is sixty percent of 1990 GHG emissions, and for 2050 that is fifteen percent of 1990 GHG emissions. The CLCPA requires that carbon dioxide equivalent (CO2e) emissions be calculated based on a 20-year global warming potential (“GWP”) for GHGs that are not carbon dioxide (CO2), as opposed to either the 100-year GWP used by the Intergovernmental Panel on Climate Change (“IPCC”) or the GWPs required by 6 NYCRR 231-13.9 that are used for permitting . The CLCPA also amended the Public Service Law to require the Public Service Commission (“PSC” or “Commission”) to establish a program to meet a target of seventy percent of statewide electrical generation from renewable sources by 2030, and a target of zero GHG emissions for statewide electrical demand by 2040. The regulations and programs to be implemented by NYSDEC and the Commission in accordance with the CLCPA are to be conducted in a manner that minimizes costs and maximizes benefits. NYSDEC recently adopted 6 NYCRR Part 496, which limits statewide GHG emissions in 2030 and 2050 as a percentage of 1990 emissions, per the requirements of the CLCPA. As such, Part 496 limits statewide GHG emissions in 2030 to 245.87 million metric tons of CO2e, and 61.47 tons in 2050. Part 496 also includes the 20-year global warming potentials for GHGs that are not CO2. The rule applies to all emission sources in New York State, but does not itself impose compliance obligations. The final rule was published in the New York State Register on December 30, 2020. The Part 496 statewide emission limits will serve as the baseline for the promulgation of future NYSDEC CLCPA regulations for attainment of the 2030 and 2050 limits. NYSDEC also finalized its Establishing a Value of Carbon Guidelines for Use by State Agencies guidance on December 30, 2020, which is for use by State agencies to monetize benefits/costs of actions that impact GHG emissions based on societal impacts incurred as a result of climate change. Section 7(2) of the CLCPA also requires all state agencies to consider whether its decision to issue permit(s) is inconsistent with or will interfere with the attainment of the statewide GHG emission limits established in ECL Article 75. Where such decisions are deemed to be inconsistent with or will interfere with the attainment of the statewide GHG limits, the agency must provide a detailed statement of justification as to why such limits/criteria may not be met and identify alternatives or GHG mitigation measures to be required where the project is located. P a g e 3.16 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 3.7.3 Emission Sources Air quality conditions are influenced by stationary sources and mobile sources of air pollutants. Since 2013, no significant existing stationary sources of air emissions were identified in the vicinity of the Park. The nearest facilities with an air permit are the Buckeye Terminal in Brewerton (approximately 3.3 miles north) and Barrett Paving Materials in Phoenix (approximately 5.5 miles west) 14. Mobile source emissions continue to be driven by traffic volume and intersection levels of service (LOS). Mobile sources include commuter and truck traffic on NYS Route 31, residential traffic on Caughdenoy Road and other local roads, and occasional emissions from train traffic along the CSX rail line adjacent to the site. Ecological Resources 3.8.1 Wetlands The wetlands evaluation for the expanded Park area of the Project site consisted of an extensive review of state and federal agency resource information maps, soils descriptions, aerial photos, and a delineation report prepared by Terrestrial Environmental Specialists, Inc. (TES) in 2013 15,16. These maps and information assisted in the identification of potential wetlands. Field reconnaissance of the Project site was not conducted as part of this Draft SGEIS 17. The wetlands identified and evaluated in the 2013 FGEIS and the expanded Park area of the Project Site, are presented on Figure 3.8-1. Wetlands previously delineated by TES are represented by hatching and are drawn as open ended in some locations to indicate the possible extension of wetland areas with the expanded Park. This figure allows for the comparison of the delineated wetlands to the state and federal wetland maps. Depending on the location of any proposed development at the Park, these areas may need to be re-evaluated through a formal delineation using state and federal criteria. Figure 3.8-1 (located at the end of this Chapter) identifies NWI and NYSDEC-mapped wetlands in largely overlapping areas in isolated areas in the far northern and eastern portions of the Project site. Although NWI mapping indicates the potential presence of federal wetlands regulated by the U.S. Army 14 New York State Department of Environmental Conservation. Accessed April 12, 2021. Retrieved from: https://www.dec.ny.gov/chemical/32249.html. Facilities with air permits located further than 6 miles from the Park include Anheuser Busch Brewery in Baldwinsville, Paper Conversions, Inc. in Syracuse, and Cooper Crouse-Hinds in Salina. 15 National Wetland Inventory Map. Accessed April 12, 2021. Retrieved from: https://www.fws.gov/wetlands/data/Mapper.html 16 New York State Department of Environmental Conservation. Accessed April 12, 2021. Retrieved from: https://gisservices.dec.ny.gov/gis/erm/ 17 Although field reconnaissance of the Park was not conducted as part of this Draft SGEIS, it will be required for any proposed development to verify the nature, extent and location of any regulated wetlands. A Jurisdictional Determination (JD) was approved for the 158-acre portion of the Park, as it was proposed in the 2013 FGEIS, but expired on July 28, 2012. A JD Form is not included as part of this Draft SGEIS. Further coordination with the USACE will be required to determine if any “Waters of the United States” under the Corps jurisdiction are present. If present, delineations will be conducted in accordance with the revised definition of “Waters of the United States”, which became effective on June 22, 2020. This typically would be completed during the design phase of the project, when conceptual project site layout is determined. P a g e 3.17 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Corps of Engineers (USACE), the USACE does not publish official wetland maps. These mapped wetlands, including those shown outside of the NYSDEC-mapped boundaries, would be subject to the recently revised definition of regulated waters under the 2020 federal Navigable Waters Protection Rule, which is narrower in scope and has resulted in an overall lessening of what is considered regulated waters (including federal wetlands) as compared to previous rules and definitions. The definition excludes from the definition of “waters of the United States,” non-adjacent wetlands that do not directly abut or have regular surface water overflow/inundation from intermittent or perennial streams, including wetlands that are adjacent to ephemeral streams, ditches, and prior converted cropland. NWI wetlands in this area were photo interpreted using black and white imagery from 1978 (some maps have been modified as of October 1, 2020). As a result, the actual boundaries may differ from the time the maps were created. Some reasons for these discrepancies include changes to the landscape caused by agricultural uses; ecological succession; new water drainage patterns resulting from recent commercial/residential development; mapping inaccuracies and/or deviations produced by different map scales. The NWI-mapped wetlands range in size and are defined by different classification codes. The following mapped NWI wetland classification codes (including riverine and pond) were identified within the Park using the mapping resources described above: PSS1A, PFO1C, PFO1A, PSS1/EM5C, R4SBC, R5UBH, PUBFx, PUBFH, PUBHx, and PEM5E. The smaller Park footprint, as proposed in the 2013 FGEIS only accounts for NWI wetland classification codes: R4SBC, PSS1A, PF01A, and PUBFx. Additionally, mapping of the expanded Park Area identified NYSDEC wetland BRE-11, which is a Class III state wetland. Depending on the location of any proposed development at the Park field reconnaissance, including a wetland delineation and soil samples, may be necessary to determine the presence of any wetlands, their precise wetland boundaries, and whether there is any connection to a jurisdictional waterway. NWI-mapped potential wetlands areas A, B, C, D, E/I, F, G, and H (which encompass NYSDEC wetland BRE-14) shown in Figure 3.8-1 were previously evaluated in the 2013 FGEIS (Draft Section 3.8.1). The regulatory status of these wetland areas may differ from 2013 based on the 2020 Navigable Waters Protection Rule, and to the extent these areas are not adjacent to navigable waters, tributaries, lakes or ponds, or are prior converted cropland, they would not fall under the USACE’s jurisdiction. Wetland A Wetland A is the second largest wetland on the Project site. It is found in the central portion of the property and extends to the north and south. The majority of Wetland A contains deciduous forest wetlands with smaller areas of emergent, scrub-shrub, and mixed forest wetlands. Wetland A contains an intermittent stream that flows north and continues off-site into Youngs Creek. Youngs Creek connects to the Oneida River, which is a traditional navigable waterbody (TNW). Wetland A is located in a portion of mapped state-regulated wetland (BRE-14). This mapped state-regulated wetland is in the northernmost portion of Wetland A. Additional information regarding the dominate plant species and mapped soils within this wetland area is provided in the 2013 FGEIS (Draft Section 3.8.1). P a g e 3.18 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Wetland B Wetland B is in the central portion of the Project site along the eastern boundary. Hydrology indicators throughout this wetland included drainage patterns. This wetland does not appear to be connected to a tributary system and is, therefore, considered isolated. Additional information regarding the dominate plant species and mapped soils within this wetland area is provided in the 2013 FGEIS (Draft Section 3.8.1). Wetland C Wetland C is in the southeastern portion of the Project site. Wetland C is a wet meadow. Wetland C drains to the east off-site. Additional information regarding the dominate plant species, mapped soils, and the wetlands connection to possible tributary systems is provided in the 2013 FGEIS (Draft Section 3.8.1). Wetland D Wetland D is in the north-central portion of the Project site. Wetland D is a mix of wet meadow and scrub-shrub wetland cover types. There was no tree or shrub layer in the wet meadow portion of Wetland D. Additional information regarding the dominate plant species, mapped soils, and the wetlands connection to possible tributary systems is provided in the 2013 FGEIS (Draft Section 3.8.1). Wetland E/I Wetland E/I is the largest wetland on the Project site and is located in the northern section of the site. Wetland E/I contains wet meadow, scrub-shrub, and deciduous forest wetland cover types. Wetland E/I also contains an intermittent stream that flows north and continues off-site into Youngs Creek. Wetland E/I is in an area mapped as state-regulated wetland, BRE-14. This mapped state-regulated wetland is in the eastern portion of Wetland E/I. The wet meadow portion of Wetland E/I contains no tree or shrub layers. The scrub-shrub portion of Wetland E/I had no tree layer. Additional information regarding the dominate plant species, mapped soils, and the wetlands connection to possible tributary systems within this wetland area is provided in the 2013 FGEIS (Draft Section 3.8.1). Wetland F Wetland F is in the northeastern portion of the Park between Wetland A and Wetland D. Wetland F is a scrub-shrub wetland. Additional information regarding the dominate plant species, mapped soils, and the wetlands connection to possible tributary systems within this wetland area is provided in the 2013 FGEIS (Draft Section 3.8.1). Wetland G Wetland G is in the northwestern portion of the Project site along the western site boundary and CSX rail line. Wetland G is a scrub-shrub wetland. Additional information regarding the dominate plant species, mapped soils, and the wetlands connection to possible tributary systems within this wetland area is provided in the 2013 FGEIS (Draft Section 3.8.1). P a g e 3.19 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Wetland H Wetland H is in the northwestern portion of the Project site below Wetland G. Wetland H is an emergent wetland. There were no tree or shrub layers in this cover type. Additional information regarding the dominate plant species, mapped soils, and the wetlands connection to possible tributary systems within this wetland area is provided in the 2013 FGEIS (Draft Section 3.8.1). Additional Wetland Areas within the Park not Previously Discussed Due to the Park expansion, additional mapped wetland areas exist on the Project site that were not previously discussed in the 2013 FGEIS. These wetland areas were identified using the mapping resources detailed above and are described below. For consistency purposes, the continuation of the same naming convention is used to identify the additional wetland areas (J-L). Wetland J Wetland J is in the northwestern portion of the Project site and extends to the north and south. Wetland J is classified as palustrine scrub-shrub wetlands (PSS1A) and palustrine forested wetlands (PFO1A). Palustrine scrub-shrub wetlands contain broad-leaved deciduous trees or shrubs and is temporarily flooded. Palustrine forested wetlands are characterized by woody vegetation that is 6 meters tall or taller. Wetland J contains an intermittent stream that flows north and continues off-site into Youngs Creek. Youngs Creek connects to the Oneida River, which is a traditional navigable waterbody (TNW). Wetland J is located in a portion of mapped state-regulated wetland (BRE-14). This mapped state-regulated wetland is in the northernmost portion of Wetland J. Wetland K Wetland K is in the northern portion of the Project site and extends to the north and south. Wetland K is mixed with wetlands classified as palustrine scrub-shrub (PSS1A), emergent (EM5C & PEM5E) and palustrine forested wetlands (PFO1C). Palustrine scrub-shrub wetlands consist of broad-leaved deciduous trees and shrubs. Emergent wetlands typically have large perennial grass such as Phragmites australis. Palustrine forested wetlands are characterized by woody vegetation that is 6 meters tall or taller. Wetland K is characterized as being typically flooded and seasonally flooded within various areas of the wetland. Wetland K contains an intermittent stream that flows north and continues off-site into Youngs Creek. Youngs Creek connects to the Oneida River, which is a traditional navigable waterbody (TNW). Wetland K is located in a portion of mapped state-regulated wetland (BRE-11). This mapped state-regulated wetland is in the northernmost portion of Wetland K. Wetland L Wetland L is in the southeastern portion of the Project site and extends to the north and south. Wetland L is classified as palustrine forested wetlands (PFO1C) and emergent wetlands (EM5E). Palustrine scrub- shrub wetlands consist of broad-leaved deciduous trees and shrubs. Emergent wetlands typically have large perennial grass such as Phragmites australis. Wetland L is characterized as being typically flooded and seasonally flooded within various areas of the wetland. Wetland L contains an intermittent stream that flows north and continues off-site into Youngs Creek. Youngs Creek connects to the Oneida River, which P a g e 3.20 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 is a traditional navigable waterbody (TNW). Wetland L is located in a portion of mapped state-regulated wetland (BRE-11). This mapped state-regulated wetland is in the northernmost portion of Wetland L. Proposed Utility Line Routes and Roadway Improvement Areas Due to the expiration of both the USACE Jurisdictional Determination (JD) and wetland delineation performed by TES in 2013, a preliminary review of mapped NWI and NYSDEC wetlands was conducted for the proposed utility line routes. The preliminary review identified NYSDEC-mapped wetlands along Mud Creek that are classified as Class I wetlands and NWI-mapped wetlands that are classified as riverine (R4SBC & R5UBH), freshwater forested/shrub wetland (PFO1E & PSS1E), and freshwater emergent wetland (PEM5C). These areas are further described in section 3.8.2.2. NWI mapped wetlands were identified near the abandoned overhead utility line easement whereas the NYSDEC map does not identify wetlands within this area. With respect to roadway improvement areas identified in the TIS, a preliminary review of the NWI and NYSDEC maps indicates NWI and NYSDEC-mapped wetlands of differing sizes only in the vicinity of I- 8I/NYS Route 31 Interchange. Wetlands are not mapped near the NYS Route 31, Caughdenoy Road, or Henry Clay Boulevard roadway improvement areas. The NYSDEC map identifies a Class II wetland located southeast of NYS Route 31. Wetland D, which was previously delineated by TES in 2013, is located in the vicinity of the proposed driveway entrance at Caughdenoy Road. Based on the new Navigable Waters Protection Rule, depending on the exact location of any proposed development at the Park, potential wetland areas may need to be revaluated to determine whether they are jurisdictional adjacent wetlands. A formal delineation using state and federal criteria has not been conducted at this time but will be completed prior to detailed engineering design to confirm that the preferred route will avoid wetlands to the maximum extent possible. 3.8.2 Vegetation The land cover types contained in the 2013 FGEIS utilized aerial imagery and field investigation for identification. The Park, as it was proposed in the 2013 FGEIS, is mostly made up of various upland cover types, with open field making up most of the site (approximately 35%) and wetland cover types consisting of less than 20%. The land cover types included in the 2013 FGEIS are: open field; scrub- shrub upland; and deciduous forest upland as upland cover types; as well as: wet meadow; emergent wetland; scrub-shrub wetland; and deciduous forest wetland as wetland cover types. The land cover types of the proposed expanded Park area were analyzed only utilizing data from the National Land Cover Database (NLCD) (2016) 18. As this is a different resource than what was used in the 2013 FGEIS analysis, the categories of classification of land cover types differ. Therefore, comparisons 18 National Land Cover Database (2016). Accessed April 6, 2021. Retrieved from: https://utility.arcgis.com/usrsvcs/servers/296c2474ac94415dab80067c3f5ffe94/services/USA_NLCD_Land_Cover/I mageServer P a g e 3.21 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 can only be made between the similar classifications of the land cover and should not be considered exact. A comparison of the land cover types of the expanded Park with the previous footprint is provided below. Vegetation cover types identified on the expanded Park using data from the NLCD are shown in Figure 3.8-3 (located at the end of this Chapter). The acreage of each cover type is presented in Table 3.8-1. Table 3.8-1: Acreage of Vegetation Cover Types Expanded (SGEIS) Footprint Previous (2013 FGEIS) Footprint* % of Vegetation/Land Cover % of Vegetation/Land Cover Type Acreage Acreage Site Type Site Upland 1003± 80± Upland 275.7± 81.3 Developed Open Space 22± 2± Residential/Developed 2.43 0.7 Developed Low Intensity 4± <1 - - - Deciduous Forest 402± 32± Deciduous Forest Upland 45.34 13.4 Evergreen Forest 3± <1 Evergreen Forest Upland 0.86 0.3 Mixed Forest 4±- <1 Mixed Forest Upland 37.09 10.9 Shrub/Scrub 2±- <1 Scrub-Shrub Upland 69.75 20.6 Pasture/Hay 525± 42± Open Field 120.25 35.3 Cultivated Crops 41± 3± - - - Wetland 250± 20± Wetland 63.5+- 18.7 Open Water <1 <1 Open Water 0.26 0.1 Woody Wetlands 220± 18± Deciduous Forest Wetland 33.09 9.8 - - - Mixed Forest Wetland 0.35 0.1 Emergent Herbaceous Wetlands 29± 2± Emergent Wetland 0.89 0.3 - - - Wet Meadow 9.19 2.7 - - - Scrub-Shrub Wetland 19.76 5.8 Total 1253± 100 Total 339.26+- 100 *Acreages shown as provided in the 2013 FGEIS. Each upland and wetland vegetation/land cover type classification for the expanded footprint is described in section 3.8.2.1 and 3.8.2.2 below, according to the NLCD definitions 19. Upland Vegetation As explained above, the upland cover types, which were considered in the 2013 FGEIS (Draft Section 3.8.2.1), include residential/developed areas, open fields, scrub-shrub areas, deciduous forest, mixed forest, and evergreen forest. This analysis was updated utilizing a different data resource, the NLCD, containing different classifications of cover types to account for the total expanded footprint of the Park. Based on review of the NLCD Land Cover data, more than three-fourths of the expanded Park is made up of upland cover types. These communities represent approximately 1,003 acres, up from the 19 National Land Cover Database 2016 (NLCD2016) Legend. Accessed April 6, 2021. Retrieved from: https://www.mrlc.gov/data/legends/national-land-cover-database-2016-nlcd2016-legend P a g e 3.22 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 approximately 276 acres identified in the 2013 FGEIS, which is approximately 80% of the expanded footprint of the Park. The definitions of all land cover types apply only to those from the NLCD, the similar classifications from the 2013 FGEIS are listed as general comparison only. Developed Open Space The NLCD Legend defines developed open space as areas with less than 20% impervious surfaces, and vegetation dominated by lawn grass. Per NLCD, typically, these areas include “large-lot single-family housing units, parks, golf courses, and vegetation planted in developed settings for recreation, erosion control, or aesthetic purposes.” Various portions of developed open space can be found at the west and south edges of the Park, along Caughdenoy Road and NYS Route 31, as well as along Burnet Road. The total area defined as developed open space as part of the expanded Park is approximately 22 acres, or approximately 2% of the Park. Developed Low Intensity The NLCD Legend defines developed low intensity as areas with between 20-49% impervious surfaces, containing a mix of vegetation and constructed materials. These areas mostly include single family housing units. Various areas defined as developed low intensity can be found at the west and south edges of the Park, along Caughdenoy Road and NYS Route 31, as well as towards the east side of the Park along Burnet Road. The total area defined as developed low intensity as part of the expanded footprint is approximately 4 acres, or less than 1% of the Park. Compared to the land cover types considered in the 2013 FGEIS, developed open space and developed low intensity land cover are most like the “residential/developed” classification (see Table 3.8-1). On the previous footprint, residential/developed land cover was very minimal, taking up less than 1% of the total land cover. Based on NLCD information for the total expanded footprint, the combined developed open space and developed low intensity land cover take up approximately 3% of the total land cover on the expanded Park footprint. Deciduous Forest Deciduous forests are defined by the NLCD Legend as areas with trees greater than five meters tall accounting for greater than 20% of the total vegetation. Tree species which shed foliage in response to seasonal changes make up greater than 75% of tree species in these areas. Deciduous forest areas for the proposed expanded Park constitute approximately 402 acres or about 32% of the Park, the second largest portion of the Park after pasture/hay. These forested areas were interspersed throughout the entirety of the expanded Park footprint, with large areas in the north, east, and west-central portions. Compared to the land cover types considered in the 2013 FGEIS, deciduous forest as defined by the NLCD is most like the “deciduous forest upland” cover type (see Table 3.8-1). On the P a g e 3.23 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 previous footprint, deciduous forest upland vegetation was only about 13% of the total vegetation/land cover types, in contrast with the 32% of deciduous forest vegetation on the expanded Park footprint. Evergreen Forest Evergreen forests are defined by the NLCD Legend as areas with trees greater than five meters tall accounting for greater than 20% of the total vegetation. Greater than 75% of tree species in these areas maintain their foliage year-round. Evergreen forest areas for the expanded Park footprint represent approximately 3 acres or less than 1% of the Park. Evergreen forests occur in the northeast and south-central portion of the expanded Park footprint. Compared to the land cover types considered in the 2013 FGEIS, evergreen forest as defined by the NLCD is most like the “evergreen forest upland” cover type (see Table 3.8-1). On the previous footprint, evergreen forest upland vegetation was less than 1% of the total vegetation/land cover types, which is the same percentage of evergreen forest vegetation on the expanded Park footprint. Mixed Forest According to the NLCD, mixed forest areas are dominated by trees greater than five meters tall, which account for grater that 20% of the total vegetation. A mixed forest is defined as having neither deciduous nor evergreen tree species at greater than 75% of the total tree cover. Mixed forest uplands for the expanded footprint represents approximately 4 acres or less than 1% of the Project site. Mixed forest uplands occur in the east-central and west-central portions of the Park. Compared to the land cover types considered in the 2013 FGEIS, mixed forest as defined by the NLCD is most like the “mixed forest upland” cover type (see Table 3.8-1). On the previous footprint, mixed forest upland vegetation was approximately 11% of the total vegetation/land cover types, much higher than the less than 1% of mixed forest vegetation identified by the NLCD on the expanded Park footprint. Shrub/Scrub In accordance with the NLCD Legend, there is a small area located east of Burnet Road identified as Shrub/Scrub. This area is defined as having shrub canopy greater that 20% of the total vegetation. The NLCD defines shrubs as less than five meters tall and can include true shrubs, young trees, or trees that exhibit stunted growth due to environmental conditions. An area of shrub/scrub vegetation for the expanded Park footprint comprises approximately 2 acres or less than 1% of the Park. This vegetative cover is in the east-central portion of the expanded Park footprint, east of Burnet Road and surrounded by an area of pasture/hay vegetation. Compared to the land cover types considered in the 2013 FGEIS, shrub/scrub as defined by the NLCD is most like the “scrub- shrub upland” cover type (see Table 3.8-1). In the 2013 FGEIS, scrub-shrub upland vegetation was the second most abundant upland cover type, making up approximately 21% of the total cover. This is significantly higher than the less than 1% of shrub/scrub cover as defined by the NLCD within the expanded Park footprint. P a g e 3.24 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Pasture/Hay As defined by the NLCD Legend, pasture/hay is a subgroup of the “Planted/Cultivated” section. It is defined as an area where greater than 20% of the total vegetation is intended for grazing livestock or seed/hay crops. Typically planted on a perennial cycle with “grasses, legumes or grass-legume mixtures.” Pasture/Hay areas cover the largest portion of the expanded Park footprint. This vegetation cover type occurred on approximately 525 acres or about 42% of the park. The pasture/hay areas are found mainly in the central, southern, and western portions of the expanded Park footprint. Cultivated Crops Cultivated crops are defined by the NLCD Legend as areas of annual crop production, and all actively tilled land. The total vegetation in the area is made up of greater than 20% crop vegetation. Cultivated crops are identified in three areas, all centrally located, in the center and in the southern portions of the expanded Park footprint. The two areas in the south are on either side of Burnet Road. The cultivated crop areas for the expanded Park make up approximately 41 acres, or about 3% of the Park. Compared to the land cover types considered in the 2013 FGEIS, pasture/hay and cultivated crops as defined by the NLCD are most like the “open field” cover type (see Table 3.8-1). In the 2013 FGEIS, open field vegetation was the most abundant upland cover type, making up approximately 35% of the total cover within the previous footprint. This is similar to the combined pasture/hay and cultivated crops cover type as defined by the NLCD, which makes up approximately 45% of the total land cover types on the expanded Park footprint. Utility Corridor The vegetation/land cover types within the proposed utility corridor are not included in Table 3.8-1. The vegetation in the proposed utility corridor were not discussed in the 2013 FGEIS. The relevant land cover types within the utility corridor as defined by the NLCD are described below. Based on preliminary review of the NLCD data most of the proposed utility corridor is comprised of pasture/hay land cover, while small portions are composed of deciduous forest, mixed forest, cultivated crops, developed open space, developed low intensity, and developed medium intensity land cover. The land cover type found in the utility corridor is developed medium intensity land cover. Developed medium intensity cover is defined as areas with between 50-79% impervious surfaces, containing a mix of vegetation and constructed materials, according to the NLCD Legend. These areas mostly include single family housing units. Proposed Roadway Improvements Based on preliminary review of NLCD data, the land cover/vegetation types were identified at each proposed roadway improvement outlined in the TIS. The area surrounding and including the driveway entrance on Caughdenoy Road is made up of developed open space, developed low intensity, and pasture/hay land cover types. The area surrounding and including the driveway entrance on NYS Route P a g e 3.25 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 31 is comprised of developed open space, deciduous forest, shrub/scrub, pasture/hay, and cultivated crops land cover types. The area surrounding and including the Henry Clay Boulevard and NYS Route 31 intersection is made up of developed open space, developed low intensity, developed medium intensity, developed high intensity, pasture/hay, and cultivated crops land cover types. Developed high intensity land cover is defined by the NLCD as “highly developed areas where people reside or work in high numbers.” This can include commercial and industrial buildings, row houses, and apartment complexes. The total cover is considered 100% impervious surface. The area surrounding and including the NYS Route 31 and Interstate 81 intersection is comprised of developed open space, developed low intensity, developed medium intensity, developed high intensity, pasture/hay, and deciduous forest land cover types. Wetland Vegetation The 2013 FGEIS indicates there is approximately 63.5 acres of wetlands/water cover types or approximately 18.7% of the previous footprint of the Park. The expanded Park is now approximately 249.82 acres of wetlands/water cover types or approximately 19.98% of the expanded Park footprint. The expansion of the Park increased the study area, thereby expanding the wetland cover types on site. These wetland cover types include open water, woody wetlands, and emergent herbaceous wetlands. Wetland cover types are also depicted in Figure 3.8-3. A field reconnaissance of the Park was not conducted as part of this Draft SGEIS. Depending on the location of any proposed development at the Park, a wetland delineation may be required prior to any development to collect field data on present hydrophytic vegetation and confirm the actual presence and boundaries of jurisdictional wetlands. 3.8.3 Open Water Open water within the expanded Park footprint covers approximately 0.44 acres, or 0.04% of the Park. This cover type constitutes the smallest proportion of the site. Open water is located centrally on the east edge of the Park. Open water areas are defined as generally having less than 25% coverage in terms of vegetation or soil. The 2013 FGEIS identified open water as covering approximately 0.3 acres, or 0.1% of the site. Woody Wetlands Woody wetland cover types for the expanded footprint cover 220.38 acres, or 17.63% of the Park. This cover type is located mainly in the northeastern portion of the Park, with smaller areas in the western and southeastern portion of the Park. Woody wetland cover types are defined by the NLCD Legend as areas where greater than 20% of the total vegetative cover is forest or shrubland vegetation. The soil or substrate in these areas is also covered with water or periodically saturated. Compared to the land cover types considered in the 2013 FGEIS, deciduous forest and mixed forest wetland as defined by the NLCD are most like the “woody wetlands” cover type (see Table 3.8-1). On the approximately 339+/- acre Park site, woody wetland vegetation was the most abundant wetland cover type, making up approximately 18% of the total cover within the previous Park footprint. P a g e 3.26 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Emergent Herbaceous Wetlands Emergent herbaceous wetland cover types for the expanded Park footprint covers 29 acres, or 2.32% of the Park. This cover type can be found mainly in the northeastern portion of the Park, with small areas in the central western portion. Emergent herbaceous wetland areas are similarly defined as emergent wetlands, as areas where the soil or substrate is either covered with water or periodically saturated. The NLCD Legend defines emergent herbaceous wetlands as areas where 80% of the total vegetative cover is perennial herbaceous vegetation. Compared to the land cover types considered in the 2013 FGEIS, emergent wetland, wet meadow, and scrub-shrub wetland, as defined by the NLCD are most like the “emergent wetlands” cover type (see Table 3.8-1). Proposed Utility Line Routes and Roadway Improvement Areas The NWI maps identified Mud Creek (R2UBH) and Shaver Creek (R5UBH) flowing adjacent to and throughout the proposed utility corridor. Mapped wetland areas along Mud Creek and Shaver Creek are made up of woody wetlands, scrub-shrub, and emergent land cover types. The NWI maps also identified small freshwater ponds located throughout the Park. The NWI maps identified an unnamed tributary (R5UBH) flowing parallel to the proposed I-81/NYS Route 31 Interchange roadway improvement area. Mapped wetland areas along the unnamed tributary are identified as a freshwater emergent wetland. The NWI maps also identifies a large freshwater pond (open waters) located southeast of the Project site. The proposed roadway improvements will have no impact on the freshwater pond. The NLCD did not identify wetland cover types located within the proposed roadway improvement areas of Caughdenoy Road, Henry Clay Boulevard or NYS Route 31. The NWI map did identify a freshwater forested/shrub wetland located southeast from the Caughdenoy Road improvement area, but it is off-site. A field reconnaissance will be necessary to identify dominant hydrophytic vegetation within the utility corridor and the roadway improvement areas. 3.8.4 Wildlife A comprehensive investigation was prepared for the western portion of the Project site in 2010 by Terrestrial Environmental Specialists, Inc. (TES) of Phoenix, New York to assess the onsite wildlife and habitats. The Vegetation and Wildlife Resources at the Onondaga County Industrial Agency Site, July 2010 (“TES report”), which was included in the 2013 FGEIS (Draft Appendix E), identified common amphibian, reptile, bird, and mammal species through field reconnaissance. The common species observed are included in the following table. Land cover types on site are described above in section 3.8.2 in detail and depicted on Figure 3.8-3. P a g e 3.27 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Table 3.8-2 Common Species AMPHIBIANS REPTILES BIRDS MAMMALS (5 Species) (2 Species) (68 Species) (6 Species) General Site: Eastern American Painted Ruffed grouse; great-crested flycatcher; red-eyed toad turtle vireo; tufted titmouse; white-breasted nuthatch; Woodchuck wood thrush; American redstart; and ovenbird Within the deciduous forested areas: Gray tree frog Common Black-billed cuckoo, eastern wood pee-wee, Eastern garter snake blackburnian warbler, and black-and-white warbler chipmunk (*observed during breeding season) Within open fields: American Red-tailed hawk; eastern kingbird; tree swallow; Gray squirrel bullfrog barn swallow; bobolink; field sparrow; savannah sparrow; and song sparrow Within shrublands: Alder flycatcher; willow flycatcher; eastern Northern green kingbird; gray catbird; blue-winged warbler; Coyote* yellow warbler; common yellowthroat; eastern frog towhee; swamp sparrow; dark-eyed junco; northern cardinal; rose-breasted grosbeak; indigo bunting; red-winged blackbird, brown-headed cowbird; Baltimore oriole; and American goldfinch Wood frog Within deciduous forest wetland habitat: Raccoon* Hairy woodpecker; pileated woodpecker; wood veery; thrush; and common yellowthroat Within wetland areas: White-tailed Wood duck; magnolia warbler; and northern deer* waterthrush. Species observed flying over the site from the open utility corridor: Osprey and sharp-shinned hawk** (**species listed as special concern in New York State) * The presence of coyote, raccoon, and white-tailed deer were detected by tracks and scat. It is anticipated that the remainder of the expanded area of the Park, which was not surveyed by TES, would include species like those identified above (and in the 2013 FGEIS), as the land cover types and habitats are similar. It is furthermore anticipated that several of the smaller transient species listed above would likely frequent the proposed utility corridors and roadway improvement areas. Field reconnaissance of the expanded Park, proposed utility corridors and roadway improvement areas can confirm this once specific development is proposed. P a g e 3.28 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 3.8.5 Threatened and Endangered Species Per the NYSDEC EAF Mapper and NYSDEC Environmental Resource Mapper, there are no critical environmental areas or significant natural communities within or in the vicinity of the park. This is consistent with the original findings in the 2013 FGEIS. To determine whether listed threatened or endangered species or critical habitats are located on or in the vicinity of the Park, coordination with the New York Natural Heritage Program (NYNHP) was conducted (March 26, 2021). The evaluation also included a review of the United States Fish and Wildlife Service’s (USFWS) website including the Information, Planning, and Consultation (IPaC) System, the NYSDEC EAF Mapper, and the NYSDEC Environmental Resource Mapper. Copies of the supporting documentation, including the USFWS Official Species List and NYNHP correspondences are included in Appendix A. The NYSDEC Environmental Resource Mapper did not identify any rare or state-listed species or natural communities in the expanded Park area that were not previously identified in 2013. The NYSDEC EAF Mapper identified the Sedge wren (Cistothorus platensis) and Indiana bat (Myotis sodalis) as potentially occurring in the Park. (Both screening tools accessed on April 13, 2021; See Appendix A.) Although the NYNHP screening results from the March 2021 request have not been received as of the date of this report, the last correspondence from NYNHP, dated May 14, 2010 is consistent with the NYSDEC EAF Mapper findings, which identified the Sedge wren. Specifically, the May 2010 NYNHP response letter indicated the Sedge wren as occurring on or in the immediate vicinity of the site. Although, Sedge wrens are typically found in wet meadows, shallow emergent marshes, bogs, and fens (NYNHP 2009b), TES concluded in their 2010 report, that “while limited amounts of wet meadow and emergent wetland occur on the site, the nature of these areas does not represent appropriate habitat for this species. Therefore, Sedge wren is not expected to occur on the site.” (TES, 2010) The USFWS IPaC search results identified the following federally listed endangered (E), threatened (T), and candidate species as being known or likely to occur in or in the vicinity of the expanded Park area: Table 3.8-3: USFWS Endangered and Threatened Species ANIMALS Indiana bat (E) (Myotis sodalis) Eastern massasauga (T)* (Sistrurus catenatus) *State-listed as endangered Both the eastern massasauga and Indiana bat were described in detail in the 2013 FGEIS. Descriptions of each species are also included below for the purpose of the expanded Park footprint and to reflect the most current information available. The 2013 FGEIS also included a discussion of the Bog turtle, but recent search findings did not indicate the potential for this species. (See Appendix A.) P a g e 3.29 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 The Eastern massasauga (Sistrurus catenatus) rattlesnake is state listed as endangered and federally listed as threatened. According to the TES report, Eastern massasauga is known to occur in only one location within Onondaga County: within the northeastern portion of the County. Massasaugas use wetland habitats such as fens, marshes, and wet prairies during hibernation and use associated uplands for foraging during the active season (Gibbs et al. 2007). Due to habitat limitations, Eastern massasaugas are not likely to occur on or in the vicinity of the Park. Furthermore, the NYNHP did not list the Eastern massasauga as occurring or likely to occur within the Park. The Indiana bat (Myotis sodalis) is both state-listed and federally listed as endangered. The species hibernates in caves and mines during the winter months and uses wooded areas in association with rivers and wetland complexes, such as floodplain forests, during the spring and summer months. Species with exfoliating or furrowed bark, such as shagbark hickory and silver maple, as well as dead trees or snags, are typically used for roosting. According to the TES report, one hibernaculum is known to exist in Onondaga County. This hibernaculum is approximately 14 miles from the Park (USFWS 2007). No caves occur within the Project site; therefore, it is not expected that the Indiana bat would overwinter on the site. There is potential for Indiana bat to forage and roost on the Project site in the wooded areas that contain shagbark hickory, a common roosting tree for the bat species. TES did not observe any bat species, including the Indiana bat or evidence of any species during their site investigations. Two additional state-listed species of special concern were observed in 2010 by TES: osprey and sharp- shinned hawk. Both species were seen flying overhead near the utility corridor ROW. TES noted that habitat for the osprey does not exist onsite and although there is potential habitat for the hawk species, none were observed nesting or foraging. No other rare, threatened, endangered or special concern species or natural communities were identified by USFWS, NYSDEC, NYNHP or TES within or in the vicinity of the Park. (See Appendix A.) Further confirmation of the absence of these species and habitat at the park would be determined through site reconnaissance once a specific development for the Park is proposed. Cultural & Archeological Resources The proposed Park expansion contains approximately 1,250± acres of land, much of which was historically used for agriculture. Most of the land is presently cleared, while some is overgrown, and a portion has been used for the Clay-Teall Transmission Line. Burnet Road bisects the property and is lined on both sides with an assortment of historic-aged buildings, including residential dwellings and agricultural buildings. A Phase I Archaeological Survey Report was conducted for the 340± acre Park footprint in 2014 which resulted in a “No Effect” finding on historic properties listed or eligible for listing in the National Register of Historic Places. In response to OCIDA’s lead agency notification letter for the SGEIS, NYSDEC provided that the statewide inventory of archaeological resources records, maintained by the New York State Museum and the New York Office of Parks, Recreation and Historic Preservation, and the expanded Park is not located within a previously designated archeological sensitive area. P a g e 3.30 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 No previously identified historic resources which are listed in or eligible for listing in the National Register of Historic Places are located within the expanded project area. Five previous cultural resource studies have been conducted within the immediate vicinity of the expanded Park: • 2012 Phase IA Cultural Resources Survey Report: Clay Business Park In 2012, EDR Environmental Services, LLC prepared a Phase IA Cultural Resources Survey Report which addressed the results of a cultural resource survey of the approximately 340± acre project area for the Park and the proposed 4-mile sewer line. The Phase IA Cultural Resources Survey Report recommended that no above-ground historic resources would be impacted by the proposed project, and that a limited Phase IB archaeological survey should be completed within the project area and proposed sewer line. • 2013 Phase I Archaeological Survey Report: White Pine Commerce Park (formerly Clay Business Park) In 2013, EDR Environmental Services, LLC prepared a Phase I archaeological survey report which was submitted to the New York State Historic Preservation Office (NY SHPO). The report addressed the results of an archaeological survey of the approximately 340± acre project area for the Park, as well as testing of the proposed, approximately 4-mile sewer line connecting the project site to the existing wastewater treatment facilities at the Oak Orchard WWTP. The archaeological testing discovered two previously unrecorded archaeological sites: Caughdenoy Road MDS 1 Historic Site A06703.000190 and Caughdenoy Road MDS 2 Historic Site A06703.000189. Both sites were determined ineligible for listing in the NRHP. The report indicated that no above-ground historic resources were extant within the original 340± acre project site. • 2014 Phase IB Archeological Field Reconnaissance Clay-Teall Transmission Line, Towns of Cicero and Clay, Onondaga County, New York In 2014, Hartgen Archaeological Associates, Inc. conducted a Phase IB archaeological survey prior to the installation of the Clay-Teall Transmission Line. No archaeological sites were identified as a result of the survey. • 2019 Consultation Project 19PR04378: Burnet Road Solar Farm In 2019 the NY SHPO provided a no impact determination for a solar project consisting of two ground mounted facilities totaling 8.9MW on the west side of Burnet Road within the current project area. A Phase IA/IB archaeological survey for the 19PR04378 solar facility was determined to be unwarranted and the no impact determination was provided based on the limited nature of the proposed ground disturbance associated with the proposed solar farm. • 2019 Phase I Archaeological Survey, Davis Road Pump Station Rehabilitation Project, Town of Clay, Onondaga County, New York In 2019, EDR Environmental Services, LLC completed a Phase I Archaeological Survey of for the installation of 1.1 miles of wastewater force main connecting to the Oak Orchard WWTP, installed within a trench with maximum dimensions of 5 feet deep by 8 feet wide under Verplank P a g e 3.31 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Road and NYS Route 31. The Phase I Survey Report recommended that no significant historic resources would be impacted by the project. • 2020 Environmental Assessment Form In 2020, a Full Environmental Assessment Form was completed for the expanded project area on behalf of the Onondaga County Industrial Development Agency (OCIDA). The Environmental Assessment Form noted that no NRHP listed/eligible sites were located within the project area, and that no designated sensitive archaeological areas are adjacent, but also noted that the “proposed action may occur in or adjacent to a historic or archaeological resource.” 3.9.1 Historic Resources Per the New York State Cultural Resource Information System 20 (NYS CRIS), 13 previously identified above-ground historic resources are located within the expanded Park. Two of these resources are located on the north side of NYS Route 31 and the remaining 11 resources are located along Burnet Road. Seventeen additional previously evaluated resources are located within the immediate vicinity of the expanded Park. Of the 30 previously identified resources one resource has been determined eligible for listing in the NRHP by the NY SHPO and 20 have been determined ineligible. The eligibility status of the remaining 9 resources is undetermined. The single eligible resource is located on the south side of NYS Route 31 (Figure 3.9-1). Three previously identified historic period archaeological sites are located within the expanded Park. Two of these sites were identified during the 2013 Phase I archaeological survey conducted on the west side of the Project site and have been determined not eligible for listing in the NRHP. The third site is located along the proposed sewer line and has been determined not eligible for listing in the NRHP. Residential and agricultural properties constructed prior to 1972 meet the age requirement for consideration for listing in the NRHP. Based on a review of historic aerial photographs, approximately 26 structures which have not been previously evaluated for NRHP eligibility are in the vicinity of the expanded Park and associated utility and roadway corridors. One property on Caughdenoy Road, two on NYS Route 31, and approximately eight properties on Burnet Road contain buildings which appear to have been constructed prior to 1895. Based on historic aerial photographs, most of the remaining historic- age properties appear to have been constructed between 1956 and 1972. The proposed underground utility corridors are primarily located within existing rights-of-way and their construction is not likely to impact above-ground historic resources in the vicinity of the proposed routes. 3.9.2 Archaeological Resources According to NYS CRIS, the expanded Park is not located within an archaeologically sensitive zone. Small portions of the utility corridors map overlap with archaeologically sensitive zones near previously identified historic-period archaeological sites, but the utility corridors are primarily within previously disturbed areas and rights-of-way. 20 New York State Cultural Resources Information System (https://cris.parks.ny.gov/Default.aspx). P a g e 3.32 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Visual Environment & Aesthetic Resources 3.10.1 Viewshed Existing Conditions The Park is presently undeveloped and generally consists of a mix of large upland areas of open field (former agricultural land), shrub and woodland areas interspersed with wetland areas as described in Section 3.8. Topography in the area is generally flat to gently sloping. In general, the predominance of vegetation surrounding the Project site and the relative lack of development contributes to the area’s rural character. This character is influenced by former farmsteads, scattered housing, accessory structures (garages, sheds) and some small business and industrial uses primarily along Caughdenoy Road and NYS Route 31. Typical views are shown below. This view is looking at the central portion of the Park Looking north towards the southernmost portion of the from Caughdenoy Road during leaf-off season. Park from NYS Route 31 during leaf-on season. National Grid’s Clay electrical substation west of the Project site and the transmission towers and high voltage power lines that spread outward from the substation into and across the northern one-third of the site are dominant elements in the local visual environment. The existing CSX rail line also contributes to the somewhat industrial nature of the area. A cell tower located north of NYS Route 31 near the Project site’s southeastern corner as seen above also influences local views near the site. Looking at the northern portion of the Park Looking north along Caughdenoy Road during leaf-on season. at the CSX rail line and transmission lines during The Park is to the right. leaf-off season. P a g e 3.33 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 The relative lack of significant development in the immediate vicinity of the Park, especially views from NYS Route 31 and points east, west, and south of the NYS Route 31 corridor creates the sense of a rural area both during daytime and nighttime periods. Nighttime lighting is generated by existing residential and small businesses as well as by vehicular traffic on local roads. More suburban areas are located one- half mile or more to the east, west, and south where residential and commercial development has been occurring in recent years. Distant views of the Park are very limited due to existing stands of woodland and shrub vegetation. The area lacks elevated viewpoints from which the Project site can be seen. Most views are therefore highly localized and in general well within one to two miles or less from areas surrounding the Project site. Views of the Park are most significant from Caughdenoy Road and to the east across open fields and farmlands and former farmlands along Burnet Road. In late 2000, Integrated Site, Landscape Architect, P.C., a consulting firm, conducted a viewshed analysis of the Park to determine the potential visual impact of a semiconductor manufacturing plant considered for the Park at that time. Elements of that study and its conclusions remain valid and are discussed in Appendix D. 3.10.2 Lighting Existing Conditions The Project site is predominantly undeveloped, therefore, there is very little light being generated from the site. Light generating sources onsite include two residences along Caughdenoy Road, three residences along NYS Route 31, 17 residences along the west side of Burnet Road, and the cell tower located onsite along NYS Route 31. The residences generate light from typical exterior residential lighting (porch lights and house or ground mounted flood lights). Those light sources generally have a limited range of visibility from offsite. Should the residences remain after the development, there are no requirements for mitigation of the residential lighting. The cell tower along NYS Route 31 has two red warning lights mounted approximately at the mid-point of the tower. These are visible within a quarter mile approaching the tower in both directions. This lighting type, color, and intensity is typically dictated by FAA standards for obstruction marking and lighting. The cell tower will require relocation to an area outside the Park boundary, however, given the relatively close proximity to the Syracuse Hancock International Airport, the new cell tower will may require similar lighting. Noise 3.11.1 Background Noise is a common consideration in environmental reviews of projects under SEQRA (6 NYCRR 617.2(1)). A substantial change in noise levels can have a significant adverse impact on the environment. The NYSDEC has published a guidance document, Assessing and Mitigating Noise Impacts 21 for 21 Assessing and Mitigating Noise Impacts, New York State Department of Environmental Conservation Program Policy DEP-00-1, October 6, 2000; Revised February 2, 2001 P a g e 3.34 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 assessing noise impacts. Information contained in NYSDEC guidance is the basis for the generic discussion of noise in this DGEIS. NYSDEC guidance defines noise as: “…any loud, discordant or disagreeable sound or sounds. More commonly, in an environmental context, noise is defined simply as unwanted sound. Certain activities inherently produce sound levels or sound characteristics that have the potential to create noise. The sound generated by proposed or existing facilities may become noise due to land use surrounding the facility. When lands adjoining an existing or proposed facility contain residential, commercial, institutional, or recreational uses that are proximal to the facility, noise is likely to be a matter of concern to residents or users of adjacent lands.” Noise is considered unwanted sound. The sound we hear is comprised of mechanical longitudinal waves with frequencies in the audible spectrum. Sound characteristics and impacts vary with frequency. Human hearing is more sensitive to sounds in higher frequencies than to sounds in the lower frequencies. An electronic scale called the “A-scale weighting network” can be applied to closely resemble human hearing. A-weighted sound levels are particularly useful noise impact assessments in relation to human hearing and are specified by NYSDEC guidance as a primary assessment metric. Sound intensity is a measure of the magnitude of the sound pressure level (SPL), on a logarithmic scale expressed in units called decibels (dB). When noise is measured in decibels with A-scale weighting, the magnitude of the sound is expressed as “dB(A)” or “dBA.” Sound level intensity typically varies over time and can be measured or represented as an instantaneous level, or over various periods of time as threshold levels or average levels. The equivalent sound level, or Leq, was developed to quantify the time-varying pattern of noise. The Leq descriptor, as it is known, quantifies the average energy content of sounds over a selected period, most commonly one hour for most noise studies. The Leq is typically used to conduct impacts analysis under “worst-case” conditions. 3.11.2 Town of Clay Regulations The Town of Clay has a noise ordinance to regulate noise levels in the community. Section 152-4 of the Town Code limits non-emergency construction activity to the hours between 7 a.m. to 7 p.m. weekdays and from 8 a.m. to 5 p.m. on Saturdays. Section 152-4 also limits noise levels at property boundaries for steady state or “operational” noise to 52 dB(A) between 7 a.m. and 9 p.m., and to 45 dB(A) between 9 p.m. and 7 a.m. These limits apply to sources that emit sounds of consistent intensity. Transient and impulsive or fluctuating sound sources are limited to 72 dB(A) between 7 a.m. and 9 p.m. and to 65 dB(A) between 9 p.m. and 7 a.m., as observed at the property line. Section 230-17 Industrial Districts of the Town Zoning Code contains performance standards for all industrial districts. It states: P a g e 3.35 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 (1) “Noise. No land use activity shall emit noise measured at the property lines of the subject property exceeding 70 decibels between 6:00 a.m. and 10:00 p.m., or 60 decibels between 10:00 p.m. and 6:00 a.m. These maximum sound levels may be intermittently exceeded by not more than seven decibels for a maximum of six minutes during any sixty-minute period. Any land use activity on property that is entirely or partially within 500 feet of a Residential Zone District shall be subject to the more restrictive noise standards of either this section or of the Town of Clay Code, Chapter 152.” (as stated above). The Project’s relationship to the ordinance is discussed in Chapter 4, Section 4.11.1.1 3.11.3 Town of Cicero Regulations The proposed Project includes potential transportation improvements within the Town of Cicero. The Town of Cicero has a noise ordinance to regulate noise levels in the community. Section 143-5 of the Town Code limits non-emergency construction activity to the hours between 7 a.m. to 8 p.m. weekdays and from 8 a.m. to 8 p.m. on Saturdays, and it is presumed that any transportation improvements undertaken in Cicero will take place within these specified hours. The Project’s relationship to the ordinance is discussed in Chapter 4, Section 4.11.1.1 3.11.4 Existing Conditions The proposed expansion of the Park to the east and the inclusion of roadway improvements have expanded the areas requiring noise impact analysis during construction and operation activities. Additionally, previously assumed background (ambient) sound levels have been adjusted to reflect measured sound levels. Existing noise in the proposed expanded Park area is generated mostly by vehicular traffic on NYS Route 31 and adjacent roads. Occasional freight trains traveling along the existing CSX rail line near the site, including train signal horns at the existing Caughdenoy Road grade crossing, contribute to the sound environment. Other noise sources in the area include occasional activities such as use of farm tractors and lawn mowing equipment, and wildlife sources typical of a local residential environment. Receptors potentially sensitive to noise in the Project site are generally single- and multi-family residential homes along Caughdenoy Road, NYS Route 31, Verplank Road, and surrounding roadways. Highly sensitive receptors such as schools, libraries, hospitals, and parklands do not exist near the Park, although two local parks are located to the west and southeast along NYS Route 31. JMT collected confirmatory day-time ambient sound level data at five representative locations around the Project site on Thursday, April 8, 2021 and April 27, 2021. Data was collected with a Class 1 noise meter over two, non-consecutive 30-minute periods at each location to ensure representative samples. Ambient sound level monitoring locations are indicated on Figure 3.11-1, and sound level measurements are summarized in Table 3.11-1. Observed daytime ambient sound levels at representative locations ranged from 48.0 dB(A) to 73.5 dB(A). Observed average daytime ambient sound levels in the vicinity of the Park currently exceed daytime sound level limits specified in the Town of Clay noise code (Section 152- 4). Sound level monitoring data sheets and field notes are provided in Appendix E. P a g e 3.36 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Per NYSDEC guidance, nighttime noise levels in general are typically assumed to be about 10 decibels lower than daytime levels, depending on local land uses and sources of sound. Decibel levels in the mid- 40s to mid-60s range are likely typical of quiet nighttime conditions within the proposed expanded Park. Assumed nighttime ambient sound levels are listed in Table 3.11-1. Table 3.11-1: Ambient Noise Data Average Assumed Start Laeq Start Laeq Daytime Nighttime Location Date File # Date File # Time (dB(A)) Time (dB(A)) Ambient Ambient (dB(A)) (dB(A)) A1 4/8/21 9:33 JMT.079 72.2 4/8/21 9:33 JMT.085 73.5 72.9 62.9 A2 4/8/21 10:30 JMT.081 60.8 4/8/21 10:30 JMT.087 65.3 63.6 53.6 A3 4/8/21 11:23 JMT.083 53.9 4/8/21 14:16 JMT.089 55.3 54.7 44.7 A4 4/27/21 10:29 JMT.091 69.7 4/27/21 12:59 JMT.094 70.0 69.9 59.9 A5 4/27/21 11:34 JMT.093 52.8 4/27/21 13:29 JMT.095 48.0 51.0 41.0 Human Health Since the 2013 FGEIS, the SEQRA environmental assessment process has incorporated more specific questions about human health. Human health is not a quantifiable environmental resource with identifiable characteristics specific to the Project site. However, the SEQRA process takes human health into consideration through potential direct or indirect human health effects of a project considering certain nearby sensitive receptors, the potential to disturb contaminated soils, and potential waste generation of the project. Aspects of human health related to the generation, storage, and disposal of solid and hazardous waste are discussed in Chapter 10. Human health considerations address potentially sensitive receptors in proximity to a project. The proposed expansion of the Park is within 1,500 feet of the recently built Cottages at Garden Grove Nursing home. This facility is approximately 200 feet east of the eastern site boundary and has a physical address of 5460 Meltzer Court, Cicero, NY. Grace Evangelical Covenant Church is also located south of the Project site at 5300 NYS Route 31 in the Town of Clay. The church, which has after-school programs for children, is located west of Burnet Road and about 2,500 feet west of a possible NYS Route 31 entrance to the expanded Park. Potential impacts and mitigation of impacts as they relate to human health are addressed in Section 4.12. Past environmental spills of petroleum or chemicals at or adjacent to the Project site also have the potential to impact human health since contaminated soils could be disturbed during site construction. According to environmental records (ERIS Database Report) 22, a small petroleum spill occurred on the 22 Environmental Risk Information Services (ERIS). White Pine Property, Clay, NY (November 2020) P a g e 3.37 Chapter 3 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 expanded Park site at the north end of Burnet Road in September 2020. This spill involved about 2 quarts of hydraulic oil. According to New York State Department of Environmental Conservation (NYSDEC) records, the spill was satisfactorily closed on September 20, 2020. Over the last twenty years, five other small spills have occurred at the perimeter of the proposed expanded Park along NYS Route 31 or Caughdenoy Road. All the spills have been closed to the satisfaction of NYSDEC, and no further investigation or remediation is required. Three of the spills were associated with motor vehicle incidents between 1999 and 2009. They involved spilled quantities of gasoline (10-15 gallons) or hydraulic fluid (4 gallons). Another incident in 2012 at the Clay Substation along Caughdenoy Road, was related to an equipment malfunction. It is reported that one gallon of petroleum leaked and was fully recovered. This past spill could be in the vicinity of the new electric line to be installed beneath Caughdenoy Road. However, it is not anticipated to impact that work since the small amount of leaked petroleum was fully cleaned up. The fifth spill was associated with the detection of petroleum contaminated soil that was discovered while digging a foundation in 2001 near the intersection of NYS Route 31 and Caughdenoy Road. The contaminated soil was removed. It is possible that a section of a new sewer line could be installed in this area. P a g e 3.38 Chapter 3 Table 3.5-1 Soil Characterization Mineral Soil Symbol Name 1 Hydric Soil 3 3 3 3 3 3 3 % of the Expanded Site Soil Capability Class 2,4 Farmland Classification Drainage Class Depth to Water Table Rating for Shallow Excavation Rating for Lawns & Landscaping Rating for Local Roads Rating for Commercial Buildings Group Appleton Very Limited (depth to Very Limited Very Limited (frost Very Limited Somewhat poorly AoA loam, 0 to 3% 3 5 No Prime farmland if drained 6-18” saturated, cutbanks (depth to saturated action, depth to (depth to saturated 0.9 drained slopes cave, dense layer) zone, low exchange capacity, dusty) saturated zone) zone) Canandaigua mucky silt Farmland of statewide Very limited (ponding, depth to saturated Cd 3 7 Yes Poorly drained 0" Very Limited (ponding, depth to saturated zone) Very Limited (ponding, depth to saturated zone) Very Limited (ponding, depth to saturated zone) 7.4 loam importance zone, frost action) Very Limited (frost Collamer silt Somewhat Limited Somewhat limited All areas are prime Very Limited (depth to action, depth to ChA loam, 0 to 2% 2 2 No Moderately well drained 18-24" (depth to saturated (depth to saturated 3.4 farmland saturated zone, dusty, unstable excavation walls) saturated zone, slopes zone) zone) low strength) Collamer silt Somewhat Limited Somewhat limited All areas are prime Very Limited (depth to Very limited (frost action, depth to ChB loam, 2 to 6% 2 3 No Moderately well drained 18-24" (depth to saturated (depth to saturated 25.2 farmland saturated zone, dusty, unstable excavation walls) saturated zone, low strength) slopes zone) zone) Dunkirk silt Farmland of statewide Very Limited (depth to Somewhat Limited Very Limited (frost Very Limited DuC 3 4 No Well drained More than 80" 0.6 loam, rolling importance saturated zone, dusty, unstable excavation walls) (low exchange capacity, slope, dusty) action, slope) (slope) Very Limited Very Limited Very Limited Fluvaquents, Very Limited (ponding, (ponding, depth to (ponding, (ponding, FL frequently 5 9 Yes Not prime farmland Poorly drained 0" depth to saturated zone, flooding, unstable saturated zone, 1.1 flooding, depth to flooding, depth to flooded excavation walls, dusty) frost action, saturated zone, dusty) saturated zone) flooding) Very Limited (ponding, depth to Fonda mucky silty clay Very Limited (ponding, depth to saturated zone, Very Limited (ponding, organic matter content, depth to Very Limited (ponding, subsidence, depth to saturated Fo 4 7 Yes Not prime farmland Very poorly drained 0" saturated zone, subsidence, frost action, 0.9 loam dusty, unstable excavation walls) saturated zone, dusty) zone) low strength) Somewhat Limited Somewhat limited Hilton loam, 0 All areas are prime Very Limited (depth to Somewhat Limited HlA, HlB 2 2 No Moderately well drained 18-24" (frost action, depth (depth to saturated 5.8 to 8% slopes farmland saturated zone, unstable excavation walls, dusty) (low exchange capacity, depth to saturated zone, dusty) to saturated zone) zone, slope) Madrid fine Somewhat Limited Farmland of statewide Somewhat Limited Somewhat Limited Very Limited MdC sandy loam, 8 3 5 No Well drained More than 80" (slope, frost 0.9 importance (slope, unstable excavation walls) (low exchange capacity, slope) (slope) to 15% slopes action) Somewhat poorly Very Limited Somewhat Limited (depth to saturated zone, low Very limited (frost action, depth to MtA Minoa 3 5 No Prime farmland if drained 6-18" Very Limited (depth to saturated zone) 0.2 drained (depth to saturated zone, unstable excavation walls) exchange capacity) saturated zone) Niagara silt Somewhat Limited Very Limited (frost Very Limited Somewhat poorly Very Limited (depth to NgA loam, 0 to 4% 3 4 No Prime farmland if drained 6-18" (depth to saturated action, depth to (depth to saturated 38.1 drained saturated zone,dusty, unstable excavation walls) slopes zone, low exchange capacity, dusty) saturated zone) zone) Ontario loam, All areas are prime Somewhat Limited Somewhat Limited OgB 2 2 No Well drained More than 80" Somewhat Limited (unstable excavation walls, dusty) Somewhat Limited (low exchange capacity, dusty) 3.1 2 to 8% slopes farmland (frost action) (slope) Ontario gravelly loam, 8 to Farmland of statewide Somewhat Limited (slope, unstable excavation walls, Somewhat Limited (slope, low exchange capacity, OgC 3 5 No Well drained More than 80" Somewhat Limited (slope, frost action) Very Limited (slope) 0.5 15% percent slopes importance dusty) dusty) Very Limited (ponding, depth to Very Limited (ponding, depth to saturated zone, Very Limited (ponding, organic matter content, depth to Very Limited (ponding, subsidence, depth to saturated Pb Palms 5 10 Yes Not prime farmland Very poorly drained 0" saturated zone, subsidence, frost action, 6.4 dusty, unstable excavation walls) saturated zone, dusty) zone) low strength) Very Limited (frost Very Limited (depth to Somewhat Limited action, low Very Limited Rhinebeck silt Somewhat poorly Rh 3 5 No Prime farmland if drained 6-18” saturated zone, too (depth to saturated strength, depth to (depth to saturated 2.9 loam drained clayey, dusty, unstable excavation walls) zone, dusty) saturated zone, zone, shrink-swell) shrink-swell) Williamson Very Limited (frost Very Limited silt loam, All areas are prime Very Limited (depth to action, depth to Very Limited (depth to cemented pan, depth to saturated WwB 2 4 No Moderately well drained 13-22" (low exchange capacity, depth to saturated 1.9 rolling or 2 to farmland saturated zone, dusty, unstable excavation walls) saturated zone, zone, slope) zone, dusty) 6% slopes slope) Very Limited (frost Very Limited (depth to Very Limited Williamson silt loam, Farmland of statewide action, depth to Very Limited (depth to cemented pan, depth to saturated WwC 3 5 No Moderately well drained 13-22" saturated zone,slope, dusty, unstable excavation (low exchange capacity, depth to saturated 0.3 rolling importance saturated zone, zone, slope) walls) zone, slope, dusty) slope) Notes 1. Natural Resources Conservation Service (NRCS) classifies soils into capability classes based upon their potential for agricultural productivity (USDA Soil Survey of Onondaga County, NY) 2. 2021 New York State Master List of Agricultural Soils, Onondaga County, https://agriculture.ny.gov/system/files/documents/2021/01/masterlistofagriculturalsoils.pdf 3. Source: Onondaga County Soil Survey 4. New York State Mineral Soil Groups (1 CRR-NY 370.8) Soil Productivity Index Soil Group 90 – 100 1 80 – 89 2 70 – 79 3 60 – 69 4 50 – 59 5 40 – 49 6 30 – 39 7 29 or less - Marginal 8 cultivated uses Soils not suitable for pasture 9 or other cultivated uses and not identified above or below Marsh, wetlands and 10 organics not farmed Figure 3.8-2: Uitility Corridor Wetlands Legend D White Pine Site Boundary = Proposed Gas Line = Proposed Sewer Line - Wetlands 2013 FGEIS - NYSDEC Wetlands - NYSDEC Wetlands Checkzones National Wetland Inventory - Freshwater Forested/Shrub Wetland Freshwater Emergent Wetland - Freshwater Pond - Riverine Wetlands 2013 FGEIS: Wetlands delineation was conducted by Terrestrial Environmental Specialists (TES), Inc. in June of 2013. 0 0.2 0.4 Miles Scale: 1" = 0.20 mile Date Printed: 4/27/2021 Data Sources: New York State, Maxar, Esri Community Maps Contributors, Esri Canada, Esri, HERE, Garmin, SafeGraph, INCREMENT P, METI/NASA, USGS, EPA, U.S. Fish and Wildlife Service, National Standards and Support Team, wetlands_team@fws.gov I New York State, Maxar I Esri, HERE, Garmin NYS Department of Environmental Conservation, Environmental Resource Mapper, State Regulated Wetlands 3 CONFIDENTIAL CONFIDENTIALAND ANDPRIVILEGED PRIVILEGED 3.9-1 Figure 4.9-1: DOCUMENT DOCUMENTPREPARED PREPAREDPURSUANT PURSUANTTO TO BARCLAY DAMON LLP INSTRUCTIONS BARCLAY DAMON LLP INSTRUCTIONS Architectural DRAFT Resources White Pine Commerce Park Onondaga County Industrial Development Agency White Pine Commerce Park Legend Non-Historic Not Eligible (per SHPO) Unevaluated (per SHPO) Previously Unsurveyed Proposed Gas Line Proposed Sewer Line Roadway Improvement APE Utility 200' APE White Pine Commerce Park Site Onondaga County, NY 0 0.17 0.35 0.7 Miles Date Printed: Data Sources: New York State, Maxar R3 A2 R2 R5 A3 R1 A1 R4 A5 A4 -1: Figure 3.11-2: Legend SOUND LEVEL MONITORING White Pine Commerce Park AND RECEPTOR LOCATIONS Parcel Boundaries 0 0.13 0.25 Miles Ambient Monitoring Locations Scale: 1 inch = 0.25 miles Noise Receptors Date Printed: 4/27/2021 3:42 Data Sources: Esri, HERE, Garmin, iPC; Parcel data obtained from Syracuse-Onondaga County Planning Agency on 2/25/21 Note: All boundaries and locations are approximate where shown. ad H te 37 ar bo On rR da ei d Ri Big Bay ve Lock 23 State r Canal Park Toad Har A l dri c h L n Brewerton B l ack C d re Guy gR ek Y o un Rd Cau Ba rt e l l Rd ghd Rd r ang ep ort Bar te l l Rd en o y Rd Beck er Rd O Ce nt er Brew Rd Glosky Island White Pine Forest Beach erto La d d Rd Commerce Park n Rd Greens at Oak Orchard Beaumont Youngs Mo r g a n M Sandy Bay ud aider R d M d ill kR Rd P la n Rd r R dV e l a nk rP Van H oesen R d Ve M u d Mi ll R d d yR nle cKi We a ve r Rd M Euclid B ur net Rd Pard S tate Route 31 Clay Rd Gra re ee R n ge Rd o sh Cau ghd eno y B ut t o n Rd ke St La d at e Ro ut e 31 Cicero S o u l e Rd Sta t e R o ute 3 1 Bre w R d S tearns Rd Ma er t o R d pl He Mor gan Rd eR d n nr y d Lawton R ay C l a y Blv d B h Legend Rd ut Rodger Corner So Places of Worship p s on Rd EMS 81 Clay Park Fire Department W e tz e l Rd Central m o Th Healthcare No Parks & Recreation d rth R Woodard ar R d Totm an Rd Be ay er Police Station B nB S h ave r A v e h ut lv d Schools So est n ut St est Ch White Pine Commerce Park Site Pa l m er D r d North Syracuse Blv A llen Rd Rd M o rga n R d St Osw ar ai n Be M Figure 3.4-2: ego S 0 0.5 1 Miles Rd Community Services Scale: 1 inch = .4 miles White Pine Commerce Park Onondaga County Industrial Development Agency Date Printed: 4/8/2021 Data Sources: Onondaga County Parcel Data, Town of Clay Zoning Data (2016), Onondaga County, NY Esri Canada, Esri, HERE, Garmin, SafeGraph, METI/NASA, USGS, EPA, NPS, USDA ± Copyright:© 2013 National Geographic Society, i-cubed Figure 3.5-1: Legend Topography White Pine Commerce Park 0 0.25 0.5 Miles Scale: 1 inch = 0.5 miles Date Printed: April 21, 2021 Data Sources: ESRI, National Geographic Society ± DuC NgA ChA ChB ChB ChB ChB ChB Rh Fo ChB ChA ChA Pb Rh NgA ChB Cd NgA ChA NgA ChB Pb Rh Rh Rh ChB NgA ChA Cd ChA ChB DuC ChB ChA Burnet Road ChA NgA WwC ChB ChB NgA ChB Lk ChB NgA ChB ChA FL Rh ChA NgA WwB AoA NgA Pb BoB ChB ChB ChA ClB WwB MdC Fo WWwC ChB Rh HlA ChB Cd Fo ChA NgA Rh OnC ChB ChB DuC ChA ChB NgA ChB ChB NgA OgB ChA ChB ChA ChB ChB ChB ChB WwA DuC DuC Rh DuC WwB MtA WwC WwA MtA MdC WwC WwC WwB ChA DuC HlB NgA ChB AoA ChB WwB ChA NgA MtA ChB HlA Rh NgA HlB DuC AoA HlA AoA HlA HlB AoA WwB NgA HlB AoA HlB LaB Figure 3.5-2: Legend Soils White Pine Commerce Park 0 0.25 0.5 Miles Note: Refer to Table 3.5-1 for Soil Abbreviations Scale: 1 inch = 0.5 miles Date Printed: April 21, 2021 Data Sources: ESRI, CUGIR, Soil Survey Geographic SSURGO Database WHITE PINE COMMERCE PARK VITA, Esri, HERE, Garmin, iPC Figure 3.6-1: Legend NYSDEC STREAM CLASSIFICATIONS White Pine Commerce Park QUADRANGLE MAP H-15nw NOT TO SCALE Date Printed: 4/22/2021 Data Sources: NYSDEC Title 6 NYCRR, Chapter X, Article 14, Part 899.7 (1994), Map H-15nw Article 14, Part 899.7 (1994) Map H-15nw Boundaries are approximate where shown. B C Figure 3.6-2: B C WATER QUALITY CLASSIFICATIONS C B B B C You White Pine Commerce Park B B ng sC Onondaga County Industrial r B Development Agency ee B k Sh av C B B er B C C C B C Cr Legend eek C C Mud C C C White Pine Commerce Park Creek C Proposed Sewer Line Proposed Gas Line C C NYSDEC Water Classifications C C C C C 0 0.5 1 Miles C C C C C Scale: 1 Inch = 0.5 Mile C C C C C C C Date Printed: 4/22/2021 C C C C C Data Sources: C © OpenStreetMap (and) contributors, CC-BY-SA; C C Water Quality Classifications (WQC) data from C C C NYS Department of Environmental Conservation, C C Division of Water, Bureau of Water Assessment C and Monitoring, dated 4/13/2010, last revised C C May 2019. C C All boundaries and locations are approximate where shown. C C C C C C C C C C C C C C C C Figure 3.8-1: Site Wetlands Legend D White Pine Site Boundary = Proposed Gas Line = Proposed Sewer Line � Wetlands 2012 GEIS - NYSDEC Wetlands - NYSDEC Wetlands Checkzones National Wetland Inventory - Freshwater Forested/Shrub Wetland Freshwater Emergent Wetland - Freshwater Pond - Riverine Wetlands 2012 GEIS: Wetlands delineation was conducted by Terrestrial Environmental Specialists (TES), Inc. in July of 2010. 0 0.25 0.5 Miles Scale: 1" = 0.25 mile Date Printed: 4/27/2021 Data Sources: New York State, Maxar, Esri Community Maps Contributors, Esri Canada, Esri, HERE, Garmin, SafeGraph, INCREMENT P, METI/NASA, USGS, EPA, U.S. Fish and Wildlife Service, National Standards and Support Team, wetlands_team@fws.gov I New York State, Maxar I Esri, HERE, Garmin NYS Department of Environmental Conservation, Environmental Resource Mapper, State Regulated Wetlands Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 4.0 POTENTIAL ENVIRONMENTAL IMPACTS AND MITIGATION 4.1 Land Use & Zoning 4.1.1 Impacts Development of the proposed expanded Park is partially consistent with existing Town of Clay land use and zoning regulations. The existing Park is presently zoned I-2, which will allow for the types of uses, specifically tenants in the semiconductor industry, intended for the Park. The majority of the remaining lands that comprise the proposed expanded Park are zoned RA-100 and RA-15, which only allow uses that are inconsistent and incompatible with the objectives of the Project. The Project will therefore require either a zone change to I-2 for the portion of the expanded Park that is zoned differently or the creation of a PDD that encompasses the entire expanded Park. OCIDA will work with the Town of Clay to obtain rezoning approval for those portions of the Park which are not currently zoned compatibly for the Project. The change in zoning classification required for the expanded Park will result in the conversion of residentially zoned property to allow industrial uses. The change will enable the expanded Park to be developed in a manner that is not currently permitted under the Town of Clay Zoning Code and will introduce land uses that were previously limited to the existing Park as evaluated in the 2013 FGEIS. Specifically, the Project will result in the expansion of industrial land uses and associated improvements beyond the bounds of the existing Park on primarily undeveloped land. The Project will extend the I-2 district or a PDD east and north within the Town of Clay, thus bringing potential future industrial development closer to residential properties along NYS Route 31 to the east, as well as the Town of Cicero border. 4.1.2 Mitigation In furtherance of the Project, OCIDA will pursue approval by the Town of Clay Town Board of either a zone change to I-2 for the portion of the Park that is not zoned I-2 or a PDD that encompasses the entire Park footprint to allow the type of uses OCIDA seeks for the Park. If a zone change to I-2 is obtained, future development of the Park must comply with the specific use, performance, and design requirements for that district. Additionally, the potential future development of the Park will be subject to site plan review and approval by the Town of Clay Planning Board, which may require alterations of the plan and impose specific design or other conditions associated with such development to ensure compliance with the Zoning Code. Visual buffering (e.g., retention of existing trees in certain areas), building and site design features, and other Project-related issues will be reviewed and coordinated as part of any future development to avoid and/or minimize potential adverse impacts to nearby properties. Alternatively, if OCIDA opts to pursue PDD approval for the expanded Park, a similar result would occur. OCIDA, a potential future developer, and the Town of Clay would work collaboratively to customize the development of the Park in ways that are not permitted or feasible in the I-2 district. Development standards that are typically applicable to existing zoning districts would not exist and would instead be established jointly with the Town through meetings with the Town Board and Planning Board in accordance with the Zoning Code. Such standards and requirements would be created with an eye P a g e 4.1 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 toward minimizing potential adverse impacts associated with development and use of the Park while also maximizing the opportunities presented by the expanded Park. Similar to site plan review above, the Town of Clay would take efforts to ensure that specific features and mitigation measures are incorporated into the design and function of the future site development. Regardless of whether OCIDA seeks a zone change or PDD approval, the Town of Clay’s review of any application concerning the future use and development of the expanded Park in the context of this SGEIS will determine whether all potential adverse impacts associated with the application and future use are adequately addressed and evaluated in this document in accordance with the requirements of SEQRA. According to the most recent studies conducted by the Town of Clay (Town of Clay Northern Land Use Study, 2013), SOCPA (2010 Development Guide for Onondaga County), and SMTC (Clay-Cicero Route 31 Transportation Study, 2010), commercial development in the northern suburbs of Onondaga County is likely to continue. The studies also account for future industrial use of the Park. Additionally, SOCPA is currently updating the County’s Comprehensive Plan and expects to finalize the plan later this year. Based on information obtained from SOCPA on April 7, 2021, the Comprehensive Plan will promote new opportunities to strengthen communities and options near the Park, including the creation of town centers, enhanced transit and transportation options, and complete neighborhoods concepts. Once a future tenant is identified for the Park, the County Comprehensive Plan will be reviewed to identify any goals or objectives from the Plan that should be considered for implementation into the future development of the Park. 4.2.1 Impacts The Development of the proposed expanded Park would alter the undeveloped rural character of the Project site and introduce industrial land uses and associated structures and improvements. This was contemplated for the current Park in the 2013 FGEIS, but the proposed Park expansion will extend potential future industrial development to additional lands not previously evaluated in 2013, thereby increasing the footprint of industrial use, as well as the potential adverse impacts associated with such use. Potential future development will introduce new buildings, parking lots, and other industrial support facilities and infrastructure to the expanded Park. With the expansion of the Park approximately 3 dozen residential properties will be acquired by negotiated purchase or pursuant to the EDPL and these homeowners will need to relocate. The properties to be acquired along NYS Route 31 and Burnet Road represent a significant portion of the expanded Park’s prime developable area (depicted on Figure 1.1-2) and are therefore a necessary component of the Project. It is anticipated that development of the Park will be largely contained within this area. Existing structures and improvements will ultimately be demolished and/or removed in furtherance of future development. Demolition activities will be conducted in accordance with Town of Clay requirements, and all debris will be disposed of at authorized off site facilities in accordance with applicable regulations. The telecommunications tower will need to be disassembled and relocated. P a g e 4.2 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Assuming that future development is contained within the prime developable area to avoid interference with wetlands and existing public utility improvements and/or rights-of-way and taking into consideration existing I-2 zoning district standards and requirements, it is anticipated that approximately 400 acres of the expanded Park would be developed with buildings, roads/parking areas, industrial infrastructure and ancillary facilities. The remainder of the Park would remain essentially undeveloped with vegetated buffers and pervious surfaces to maintain a natural appearance. 4.2.2 Minimization and Mitigation To avoid or minimize potential adverse impacts to the extent practicable, the potential future development of the expanded Park will occur subject to the design features, conditions, and mitigation measures required by the Town of Clay Town and Planning Boards in accordance with the requirements of the Zoning Code. In conjunction with either a zone change or PDD approval process, OCIDA will work with the Town Board and/or Planning Board to identify specific issues or areas of concern and develop specific measures to address or alleviate such concerns to ensure the objectives of the Project are achieved while also minimizing or mitigating development related impacts on the surrounding community. Undeveloped portions of the Park will likely be maintained as wetlands, vegetated greenspace and integrated into stormwater management and other site design features. Additionally, greenspace would be used to meet setback requirements or other design thresholds that may be included in a PDD or site plan. Greenspace may also be incorporated in the tenant facility design/layouts to serve aesthetic purposes, establishing a campus-like setting for tenant employees and visitors. With respect to the acquisition and removal of residential properties to enable the creation and future development of the expanded Park, OCIDA will negotiate to purchase these properties at fair market value and pay the seller’s normal transaction costs of updating the title and survey, recording fees, transfer taxes and other similar expenses in connection with the transfer of these properties as well as the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem charges and other similar charges. In the event it is necessary to acquire any such properties pursuant to the EDPL, as condemnor OCIDA will offer just compensation based on the fair market value determined by its highest approved appraisal, and the respective property owners will have the right to challenge the amount of such just compensation under EDPL Article 5. OCIDA will also pay, upon acquisition, any costs associated with recording fees, transfer taxes, penalties incurred by the condemnee for prepayment of any preexisting recorded mortgage entered into in good faith encumbering the property, and the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem taxes and other similar charges. 4.3 Transportation To assess future traffic conditions after the potential development is constructed on the proposed expanded Park, it is necessary to estimate the traffic volumes generated by proposed Project developments other than the Park and the traffic volumes on adjacent roadways. Background Traffic Condition (Future No Build) The study area was reviewed for future developments. The following approved developments were included as part of the 2024 background volumes: P a g e 4.3 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 1. Chick-fil-A – a 5,000-square foot fast food restaurant building was approved to replace an existing 6,400-square foot Uno Pizzeria restaurant building located just west of the NYS Route 31 and NYS Route 481 southbound off ramp. Based on the hours of service for this facility, the PM peak hour trip generation was adjusted to reflect the restaurant closing. The existing pizza restaurant’s PM peak hour trip generation was subtracted from the Chick-fil-A trip generation to reflect the total new trips. 2. Brewerton Road Development (8697 and 8699 Brewerton Road) – a 60-unit senior housing facility was approved and will be located on US Route 11 near Meltzer Court, a mile north of NYS Route 31. The following background development was not included, in consultation with NYSDOT, because it is not yet approved: 3. Clay Marketplace – this site is anticipated to consist of 30,000 square feet of mixed-use development including apartments, retail markets, restaurants, and offices. The site is located on a 14.9-acre parcel near the intersection of NYS Route 31 and Henry Clay Boulevard. It will be a 96-unit apartment complex with 176 parking spaces and 60 garage spaces, 30,000 SF of commercial space, and access from 3 driveways. This site is anticipated to include roadway addition of turn lanes for the northbound (NB) and southbound (SB) approaches on Henry Clay Boulevard which were not assumed to be included. 4.3.1 Trip Generation The proposed expansion of the Park and potential development scenario as described in Section 1.1.5 of the Draft SGEIS will add trips to the transportation network. The development discussed within the Draft SGEIS is focused on developing the Park for potential industrial and commercial developers with a focus on a tenant or tenants in the semiconductor industry. The trips can be estimated from known site assumptions and from using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. The known site data description follows Land Use Code 140: Manufacturing. Trip generation rates used the average rate approach and Land Use Code 140 as described below. ITE Trip Generation Code - 140 Manufacturing A manufacturing facility is an area where the primary activity is the conversion of raw materials or parts into finished products. Size and type of activity may vary substantially from one facility to another. In addition to the actual production of goods, manufacturing facilities generally also have office, warehouse, research, and associated functions. Based on these factors, the total estimated trips were determined to be 493 trips in the AM peak hour and 440 trips in the PM peak hour. See Table 4.3-1 for more information. P a g e 4.4 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Table 4.3-1: Trip Generation Morning Peak Hour Evening Peak Hour In Out Total In Out Total Shift Entering 365 128 493 268 172 440 Shift Leaving 128 365 493 172 268 440 TOTAL 493 493 986 440 440 880 New trips from approved developments in the vicinity of the Park were also generated and distributed and are shown in Traffic Impact Study in Appendix B. Following the NYSDOT HDM, it is assumed that construction traffic would be scheduled outside peak travel times where feasible and would determine detour routes around the proposed work zone. Therefore, additional analysis for construction traffic is not merited. Additionally, the I-81 Viaduct Project in Syracuse is still under review, but that project is not anticipated to affect this analysis. For more information on that project see https://www.dot.ny.gov/i81opportunities. The analysis of other forms of transportation including, but not limited to, bus transit, ride share or carpool, that could impact single vehicle trips is not part of this study. 4.3.2 Trip Distribution To help support the change to the transportation area the use of future travel demand models was also used. The model is the first step to understand the shift in vehicle trips across the network based on future land use maps and other data. The Syracuse Metropolitan Transportation Council (SMTC) provided from their travel demand model a select link analysis based on the site development for the particular Traffic Analysis Zone (TAZ). Note: Additional information is provided in the Traffic Impact Study in Appendix B. 4.3.3 Capacity Analyses The purpose of conducting capacity analysis is to understand operations along the corridor, how a proposed development will impact those operations and determine the level of improvement needed to mitigate degradation in operations to the background condition. Capacity analysis was conducted for the following five scenarios: 1. Year 2021 Existing 2. Year 2024 Background 3. Year 2024 Background with Development 4. Year 2024 Background with Development and Build Improvements 5. Year 2044 Background with Development with 2024 Build Improvements P a g e 4.5 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Intersection and arterial Level of Service (LOS) was determined for each scenario. The Level of Service calculation procedures are provided in the Highway Capacity Manual 6th edition (HCM) published by the Transportation Research Board, 2016. Synchro 11, developed by Trafficware, was utilized to determine the HCM LOS for the study intersections and arterial roadway, determine operational deficiencies and aid in determining appropriate mitigation. SimTraffic traffic simulation software was used to determine queue lengths. The HCM quantifies the quality of traffic flow in terms of levels of service (LOS). See Table 3 (In Appendix B) for the six levels of service, with LOS A indicating very low levels of delays and LOS F indicating high levels of delays associated with congestion. These represent a qualitative measure of operational conditions within a traffic stream, and the perception of conditions by motorists and/or passengers. LOS and capacity for signalized intersections are calculated for each lane group (a lane group may be one or more movements), each intersection approach, and the entire intersection. The intersection LOS is merely a weighted average of the individual approaches and may not be considered a valid measure of the quality or acceptability of an intersection design since it can conceal poor operating conditions on individual approaches. LOS at unsignalized intersections are only calculated for minor movements since the through movement on the major street is not affected by intersection traffic control. Year 2021 Existing Condition This section describes operations during the Year 2021 Existing and Year 2024 Background conditions. Existing conditions represents operations throughout the study area presently. The Year 2024 Background condition includes regional traffic growth and trips from approved developments. During the 2021 Existing Conditions, the capacity analysis results for the AM and PM peak hour show most signalized intersections will operate at LOS D or better and all movements are to operate at LOS D or better except: • NYS Route 31/I-81 southbound ramp left turn movement operates at LOS E for PM peak hours • NYS Route 31/I-81 northbound off ramp right turn movement operates at LOS E for PM peak hours • NYS Route 31/Lakeshore Road southbound right operates at LOS F for AM and PM peak hours Note: Additional LOS and Delay information is provided in the Traffic Impact Study in Appendix B. Year 2024 Background Condition By the year 2024 background condition, the capacity analysis results for the AM and PM peak hour show most signalized intersections will continue to operate at LOS D or better, and all movements are to operate at LOS D or better except: • NYS Route 31/I-81 southbound off ramp left turn movement operates at LOS E for PM peak hours • NYS Route 31/I-81 northbound off ramp right turn movement operates at LOS E for PM peak hours P a g e 4.6 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • NYS Route 31/ Lakeshore Road southbound right operates at LOS F for AM and PM peak hours Year 2024 Background Development and Background Development Build Conditions This section describes operations during the Year 2024 Background Development, the Year 2024 Background Development Build, and the Year 2044 Background Development Build conditions. During the 2024 Background Development, the addition of development traffic causes slight delay increases at most intersections. The two Project site entrances are both expected to operate at LOS A. There are three intersections that degrade in LOS: • NYS Route 31/Henry Clay Boulevard intersection reduces from LOS B to LOS C in AM peak hour and LOS C to LOS D in PM peak hour • NYS Route 31/I-81 southbound intersection reduces from LOS C to LOS D in AM peak hour • NYS Route 31/I-81 northbound off ramp intersection from LOS D to LOS F in PM peak hour All movements are expected to operate at LOS D or better except: • NYS Route 31/Henry Clay Boulevard – the northbound approach operates at E for AM peak hour • NYS Route 31/US Route 11 – the southbound left operates at LOS E for PM peak hour • NYS Route 31/I-81 southbound off ramp intersection – the southbound left operates at LOS E for AM and PM peak hours; the eastbound thru movement operates at LOS F for AM peak hour; and westbound left operates at LOS E for PM peak hour • NYS Route 31/I-81 northbound off ramp – the eastbound left movement operates at LOS F for PM peak hour and northbound right turn movement operates at LOS E for PM peak hour • NYS Route 31/Lakeshore Road – the southbound right operates at LOS F for AM and PM peak hours NYSDOT is considering various options for Lakeshore Road improvements as outlined in the Traffic Impact Study in Appendix B. The 2024 Background Development Build includes build improvements which address traffic delays for most intersections. These improvements are targeted to address movements that are LOS D or lower, as described above, and are further detailed in the Traffic Impact Study in Appendix B. Year 2044 Background Development Build The 2044 Background Development Build provides an outlook of how well the network operates in the future and holds up over time and includes the build improvements, which were developed to address traffic delay for most intersections. The Year 2044 scenario is performed per HDM Exhibit 5-1b, which is for project work type that includes intersection reconstruction. The analysis requires an estimated time of completion (ETC) plus twenty years (or ETC+20). This scenario serves as an evaluation of how well improvements operate over time to Year 2044. There are four intersections that degrade in LOS Year 2044 scenario compared to the 2024 Background Development Build condition: P a g e 4.7 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • NYS Route 31/NYS Route 481 northbound intersection reduces from LOS C to LOS D in PM peak hour • NYS Route 31/Morgan Road intersection reduces from LOS C to LOS D in PM peak hour • NYS Route 31/US Route 11 intersection reduces from LOS C to LOS D in PM peak hour • NYS Route 31/I-81 southbound intersection reduces from LOS B to LOS C in AM peak hour 4.3.4 Traffic Mitigation Identifying deficiencies that exist prior to the build condition and identifying those that are from the development are different. However, applying capacity improvement measures is required for the proposed build condition to meet minimum LOS conditions. These mitigation improvements start with selecting the most cost-effective improvements. These NYSDOT improvements can include: • Retiming traffic signals or adjusting signal phasing • Signage or striping to prevent turning movements at intersections • Addition of turn lanes to increase capacity • Installation of traffic signals • Conversion of a signalized or unsignalized intersection to a roundabout Proposed mitigation measures were developed to improve operations to 2024 Background levels and meet acceptable LOS D or better operations. The aforementioned operational deficiencies during the AM and PM peak hour, along with a summary of the improvements, are provided in the Traffic Impact Study in Appendix B. Capacity analysis was conducted with the proposed mitigation improvements and results are provided in the Traffic Impact Study in Appendix B. Queue results and speed results are provided in the Traffic Impact Study in Appendix B. Results of the capacity analysis show movements will operate better compared to 2024 Background levels and meet acceptable LOS D or better. These improvements will provide better operations through the year 2044. Queueing deficiencies will be mitigated, especially the extensive queues at the I-81 interchange. Furthermore, speeds will improve along the east side of the study area with the proposed improvements. Capacity analysis was performed, and the following capacity improvement measures are recommended to address LOS, travel speeds, delay, and safety: • NYS Route 31 at Henry Clay Boulevard – construct a northbound left turn lane. • NYS Route 31 at US Route 11 – construct an additional left turn lane to provide for westbound dual left turn lanes and modify left-turn phasing from permissive/protected to protected. • NYS Route 31 at I-81 Southbound Ramps – construct an additional left turn lane to provide westbound double left turn lanes, change westbound left turn phasing from permissive/protected to protected, and widen to two lanes on the on-ramp before merging to a single lane prior to the merge on to I-81. • NYS Route 31 at I-81 Northbound/Pardee Road – construct an additional left and right turn lane on the I-81 northbound off ramp. P a g e 4.8 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • NYS Route 31 at Site Entrance 2 – add a left turn lane along NYS Route 31 eastbound and a right turn lane along NYS Route 31 at the site entrance. A left and right turn will be provided out of the site. A traffic signal is recommended at the intersection. • Caughdenoy Road at Site Entrance 1 – provide a right and left turn lane from the site entrance and along Caughdenoy Road. • NYS Route 31 at Lakeshore Road – (concepts have been developed and coordination will take place with NYSDOT for future consideration.) Circulation to the site is projected and modeled based upon Section 4.0 in the TIS in Appendix B. If changes occur to how the Park is accessed and volumes increase on Caughdenoy Road beyond those currently projected and modeled, then further mitigation would be recommended to construct an eastbound left turn lane along NYS Route 31 to help with through movement from being delayed by turning vehicles. A crash analysis was performed for three locations from the 2017-2019 HAL list. Between May 1, 2015 and April 31, 2018, there were 462 total crashes at the three study area segments. The proposed recommendations include mitigation measures at each of these locations based on a review of capacity analysis and collision type. Overall, the transportation network with Development and Build improvements will operate better than existing conditions. With the proposed recommendations, the study area will maintain an acceptable Level of Service of D or better in design year 2024. As the level of service analysis shows, there are intersections and movements that are projected to fail by 2044. The main areas of concern are at the NYS Route 481 interchange and NYS Route 31 between US Route 11 and the Interstate 81 ramps. These areas are projected to be failing or near failing by 2044. Any improvements beyond 2024 need to be reviewed for mitigation at a later time. 4.4 Utilities & Community Services Updated estimates of the potential demands for electric, gas and water supplies, and estimates of sanitary waste volumes have been developed based on the types of industry OCIDA is seeking to attract to the proposed expanded Park: • Power – up to 500 megavolt-amperes (MVA) • Water – 5 million gallons per day (MGD) • Wastewater – 4 MGD • Natural Gas – up to 7000 meters cubed per hour (m3/hr) OCIDA anticipates that these capacities are adequate to accommodate high technology industries including, but not limited to, semiconductor manufacturing. P a g e 4.9 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 4.4.1 Utilities Impacts Electric, Fiber Optic and Phone Service The existing National Grid Clay Substation along Caughdenoy Road is a major hub for high-voltage bulk power transmission. Correspondence from National Grid (March 18, 2021, see Appendix C) indicated the existing transmission infrastructure can presently provide up to 540 MVA to the Park, and up to 1,200 MVA is possible in the long term. The estimated Project demand of 500 MVA is within the levels that National Grid has indicated can be provided, and therefore the potential development of the expanded Park would not adversely impact local supplies or capacity. No mitigation would be required. Natural Gas The March 18, 2021 correspondence from National Grid indicated that with the extension of the gas main from Gas Regulator Station #147 to the Project site, up to 750 dekatherms per hour (dth/hr) can presently be provided to the Project site with projected future availability of 1,000 dth/hr. The estimated demand of 7,000 m3/hr, equivalent to 245 dth/hr, is within the levels that National Grid has indicated can be provided, and therefore the potential development of the expanded Park would not impact local supplies or capacity. No mitigation would be required. Two routes have been considered to connect the Park to the Gas Regulator Station. These are referred to as the proposed route and the alternative route (see Figure 3.4-1). The location of the proposed route lies within previously disturbed public and utility rights-of-way over much of the length of the proposed route. The first 4,500 feet of the route lies along NYS Route 31. The route then follows an existing power line right-of-way north parallel to Shaver Creek and east, crossing Van Hoesen Road, continuing east to the point where the power line enters the Clay Substation. The route then extends around the south end of the substation, crossing the CSX rail line and Caughdenoy Road into the Park property. Access for construction of the segment of the line lying in the existing transmission line easement will be primarily from NYS Route 31 and Van Hoesen Road. The segment of the line between the transmission line and the Park will be from existing access roads for the National Grid Clay Substation and Caughdenoy Road. Temporary construction easements will be necessary along the proposed route. Permanent easements will also be necessary for those areas outside the NYS Route 31 right-of-way. Such temporary and permanent easements will be acquired by negotiated purchase or pursuant to the EDPL as necessary. The alternative route makes use of public rights-of-way for the entire length of the route. The alternative route extends from the Gas Regulator Station east along Route 31 to the intersection of Henry Clay Boulevard, turns north following Henry Clay Boulevard to the intersection of Verplank Road, then east along Verplank Road to the intersection of Caughdenoy Road, then south to the point South of the National Grid substation where the proposed route crosses Caughdenoy Road, then east into the Park on the same path as the proposed route. This route is previously disturbed as it follows public roads for the entire length. Easements may be required along the route. Temporary construction easements will be necessary along the proposed route. Such temporary construction easements will be acquired by negotiated purchase or pursuant to the EDPL as necessary. Installation of new gas mains will involve temporary construction impacts along the route. The impacts may include ambient noise, soil disturbance, and interruption of traffic at construction access points. P a g e 4.10 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 These temporary impacts will be mitigated through proper construction and best management practices. Trenching, boring and horizontal directional drilling will be utilized to minimize disruption of traffic during construction and to minimize impacts to any wetlands that may be delineated along the route of the proposed gas line. Best management construction practices will be used, including, soil and erosion control and stormwater management. Disturbed areas will be re-graded and reseeded to pre-construction conditions. Since the proposed route is shorter than the alternative route, construction along the proposed route would result in fewer impacts and it is therefore preferred as the proposed route over the alternative route. Sanitary Sewer According to April 29, 2021 correspondence from OCWEP, the capacity for up to 4.0 MGD is currently available at the Oak Orchard WWTP. The estimated sanitary sewer discharges from potential development of the expanded Park of 2.4 MGD to 4.0 MGD are within the levels that OCWEP has indicated they can accommodate. The potential development, therefore, would not adversely impact the capacity of the WWTP to handle sanitary flows from the remainder of the service area. No mitigation is required. Further OCWEP had previously commenced the design of the conveyance infrastructure to serve lands within the surrounding district and future development areas. OCWEP estimates that conveyance infrastructure will be available within 24 months. Industrial wastewater pre-treatment may be required on-site by the OCWEP prior to discharge to the Oak Orchard WWTP, if the wastewater strength from the expanded Park exceeds the limits established for discharge to the municipal sanitary sewer system. It is expected that future operations will include one or more wastewater treatment facilities that will provide pretreatment of wastewater prior to discharge into local sewers. Typical pretreatment methods include pH adjustment, flocculation, filtration and settling of solids. Wastewater sludge, which will be produced as a byproduct, will require offsite disposal. Discharge of the wastewater itself into the sewer system would be done in accordance with a permit from the Onondaga County Department of Water Environment Protection (OCWEP). The permit will establish effluent discharge limits and regular monitoring to verify permit compliance. Pre-treatment would be coordinated with OCWEP and the responsibility of the Park tenant(s). The conveyance infrastructure to support lands without the surrounding district including the Park is six- inch and 12-inch diameter PVC force mains along Caughdenoy Road for about 1,000 feet, then heading west along the existing 99-foot wide Metropolitan Water Board easement that parallels NYS Route 31, and then north within the County’s easement that contains the Davis Road Force Main and the Clay – Cicero Force Main to the Oak Orchard WWTP. Installation of new sewer lines will require temporary construction from existing rights-of-way in the area. These temporary impacts will be mitigated through proper construction and best management practices. Since the majority of the proposed sewer route follows existing MWB and OCWEP easements, the need to procure permanent easements along this route is practically non-existent. However, temporary construction easements required for the installation of bored crossings may be required and to the extent permanent easements are required they will be acquired by OCWEP by negotiated purchase or pursuant to the EDPL. The use of borings under roads and the CSX rail line will minimize disruption of traffic and the need for reconstruction and resurfacing of roadways. Temporary traffic detours may be needed at road crossings. P a g e 4.11 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Trenching will be used through upland areas along the MWB and OCWEP rights-of-way. Most upland areas along the rights-of-way are active cropland or vacant farm fields consisting of shrubs. Best management construction practices will be used in these areas including soil and erosion control and stormwater management. Disturbed areas will be re-graded and reseeded to pre-construction conditions. Wetland mapping shows that federal and state wetlands are potentially present in certain parts of the proposed routes of the utility improvements. Should field surveys verify regulated wetlands are present during the course of preparation for utility line construction, the proposed force mains and gas line will be installed through wetland areas using horizontal directional drilling (HDD) methods to avoid adverse impacts. Water Public water service is available from adjacent water lines to the Park. According to correspondence from OCWA (March 19, 2021, see Appendix C) indicates that 3,700 gpm at 20-psi is available for the Park. OCWA indicates the current availability for the Park is 1 MGD. OCWA has plans in place that would allow a supply of 5 MGD within 180 days, and potential to provide 11 MGD at an 18 month to two-year horizon. The expanded Park’s estimated water demand of 5 MGD is within the levels OCWA has indicated it can provide, and therefore future development of the Park would not adversely impact the availability or capacity of the local public water supply in the surrounding area. No mitigation would be required. 4.4.2 Community Services and Resources Impacts Police, Fire, and Emergency Services Future tenants of the Park are expected to provide security and basic emergency preparedness programs for their own facilities. New York State and federal regulatory agencies, such as the EPA, have specific requirements for managing hazardous materials which may be stored on site. Tenants will be required to adhere to all such regulatory requirements. As appropriate based on their industry, tenants of the Park will be expected to have emergency response plans that outline procedures to be undertaken to deal with fire, spills, injuries, etc. These procedures will include specialized training including clean-up and coordination with emergency responders from the community. In accordance with State and Federal regulations, emergency response plans will be reviewed by local officials to ensure that public service providers are properly prepared and equipped in the event they are needed to support tenant security personnel. Tenants are expected to provide on-site water storage for fire suppression and emergency operations. The specifications for fire suppression systems are stipulated in national building and fire codes. The plans for fire suppression and control systems are reviewed and approved by local emergency officials. With the noted life safety, security and emergency response provisions required of future Park tenants, development of the expanded Park is not anticipated to create a burden on the provision of police, fire, and emergency services. No mitigation is required at this time. P a g e 4.12 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Parks and Recreation Facilities Development of the Park will not result in the loss of public open space. The extensive regional opportunities for outdoor recreation will easily accommodate the potential increase in population that is brought to the area by employment opportunities in the Park. Potential development of the expanded Park is not anticipated to create adverse impacts on community parks and/or recreation facilities. No mitigation is required. Schools In 2019, there were 255,844 households in the Syracuse Metropolitan Statistical Area (according to the US Census Bureau American Community Survey, 1-year estimates, 2019) which includes the counties of Onondaga, Oswego and Madison. It is assumed that the future development of the Park as considered for this Draft SGEIS could create up to 4,000 new jobs, many of which could be filled by people not currently living within the Syracuse Metropolitan Area. These new jobs could bring up to 4,000 new households to the area. Assuming that the increase in the student population would be proportional to the increase in the number of households and that the households are evenly distributed throughout the Syracuse MSA, the North Syracuse Central School District enrollment would be expected to increase approximately 1.6% (136 additional students to the current district student population of 8,500 pupils). It should also be noted that the Syracuse MSA population declined between 2010 and 2019 by approximately 2% (662,757 in 2010 to 648,593 in 2019, US Census Bureau), which means the projected increase resulting from the Project would potentially backfill the decline in the student population. An increase of approximately 136 students is not anticipated to place an undue burden on local schools and educational facilities. The development of the Park is not anticipated to create adverse impacts on local schools and educational services. No mitigation is required. Other Community Services OCIDA intends to acquire the property on which the Upstate New York District Church of the Nazarene is located by negotiated purchase or pursuant to the EDPL and other applicable law. The parcel will become part of the Park and the building will be removed, requiring the Nazarene District office to be relocated. Any community services provided by the church at this location (e.g., counseling, meeting space, day care programs, and clothing and food distribution, etc.) would be curtailed by development of the Park. 4.5.1 Topography Impacts Any potential impacts to topography of the proposed expanded Park would be relatively minor and are consistent with the finding of 2013 FGEIS. Construction of a new gas line, and activities associated with demolition of existing structures will potentially cause negligible to minor impacts on topography. The utility right-of-way (ROW) will require P a g e 4.13 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 some grading during installation. Subsurface materials will be removed along the new utility trench. The trench will be backfilled with excavated material once the new gas line is installed. The soil will be replaced in lifts, compacted, and crowned slightly to accommodate any settling. This could result in minor localized changes to grade; however, slopes will be blended with the surrounding topography and overall impacts will be negligible to minor. Additionally, much of new utility route will likely be within existing ROWs, where construction has already modified the natural topography. Mitigation Mitigation for topography was detailed in the 2013 FGEIS (Draft Section 4.5.1). No additional mitigation for on-site topographic changes is necessary. Off-site underground utilities will be installed in shallow trenches that will be backfilled to original grade. If any high or low points are traversed and disturbed, special care will be given to minimize the degree and extent of such disturbance. The ground in the disturbed areas will be stabilized and returned to its original condition shortly after utility installation. Where it is not practicable to restore the ground to its original topographic condition, care will be taken to blend the ground together and stabilize the surface. It is also anticipated that there will be prompt site restoration back to original conditions or as closely thereto as is practicable, with little to no long-term change in topographic conditions. 4.5.2 Geology Impacts Site development will not affect any geologic resources since there are no unique geologic features at the expanded Park or in the immediate vicinity. Furthermore, the Project site does not contain any significant mineral resources. Unconsolidated deposits are primarily silt and fine sand, which are not typically highly valued. These materials are commonly available throughout the region. Subsurface bedrock deposits consist of shale and dolostone. These rock types are not unique and occur across extensive areas in central and western New York. Future site development will not significantly reduce the availability of these building materials. Shallow bedrock is present in some portions of the Project site. The need for potential blasting during construction and development of a blasting plan were discussed in the 2013 FGEIS. No additional mitigation beyond the measures previously proposed are necessary. The majority of the construction route for the off-site utilities occurs within existing ROWs. In these areas, the ground was previously modified by clearing, grubbing, excavation, and backfilling activities. As such, very little undisturbed ground remains within existing ROWs and no significant, long-term environmental impact to geology will occur. Where the new utility route traverses’ ground that has seen limited previous disturbance, the nature of the construction methodology will cause only minor, temporary disturbances. During utility installation, there could be localized impacts (ground vibrations, noise) if blasting is necessary. This would be limited to areas that encounter rock that could not be removed by conventional excavation methods. P a g e 4.14 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Mitigation Mitigation for geology was detailed in the 2013 FGEIS (Draft Section 4.5.2). No additional mitigation for on-site geologic related items is necessary. Geologic materials will be disturbed during off-site utility trench excavations. To the extent possible, trench backfill will be derived from the original excavated material. Depending upon the subsurface conditions, the new utility trench could be constructed using various technologies including standard excavation, mechanical hammer, or shallow blasting. Where shallow rock is encountered, as much as possible will be crushed and returned to the trench as backfill. Depending upon the nature of the material, shallow bedrock will be removed with a backhoe, controlled blasting, or a mechanical hydra-hammer. Blasting will only be conducted by licensed and trained professionals. Unconsolidated soils removed to construct the trenches will be screened as necessary and returned to the excavated trench for backfill. Any excess earth or rock that was removed during the excavation process will either be graded within the ROW at designated and approved locations or transported off-site for disposal. 4.5.3 Soils Impacts Soil conditions for the expanded Project site are generally similar to those that were evaluated in the 2013 FGEIS. About 39.4% of the soils at the expanded Project site are favorable (with only moderate limitations) for agricultural use. In addition, nearly 78% of the soils are comprised of soil groups 1-4, which are mineral groups with potentially favorable agricultural properties. Although the property currently has only limited agricultural use, future development as a business park/manufacturing site will reduce the availability of suitable agricultural soils. This will result in a small, unavoidable impact. Bringing a new utility service to the Project site will involve temporarily disturbing soils along a linear distance. Much of the utilities will be constructed within an existing ROW corridor. Because the soils along existing ROW have been previously disturbed/impacted, potential development will have negligible to minor impacts to soils in those areas. In locations where the soils have not been previously disturbed, potential impacts will be localized, minor, and short-term. Best management practices and engineering controls will mitigate potential impacts. Mitigation Mitigation for soils was detailed in the 2013 FGEIS (Draft Section 4.5.3). No additional mitigation for on-site soil disturbance is necessary. Prior to beginning the offsite utility trench construction, a future developer will obtain a NYSDEC SPDES permit for construction. This permit will require that erosion control measures be established to mitigate any potential impacts. Erosion controls such as silt fencing, hay bales, erosion logs, rip rap, and use of temporary drainage controls (e.g., waterbars, slope breakers, culverts) will be established. In general, topsoil will be stripped and stockpiled, and will be used after construction to re-establish the original surface condition to the greatest extent practicable. The disturbed soil will be restored and P a g e 4.15 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 stabilized by grading, seeding, and planting of native species matching or consistent with the surrounding terrain and vegetation. Excess soils will be disposed of at established on-site locations or transported to approved off-site disposal sites. Soils that are excessively compacted due to heavy equipment, will be roto-tilled or aerated prior to re-seeding. Restored areas will be monitored to ensure that revegetation was effective and that there is no ongoing soil erosion. If necessary, periodic re-seeding will be performed. 4.6.1 Groundwater Impacts No adverse environmental conditions were noted during the previously prepared geotechnical investigation. That study included analysis of certain areas within the expanded Park. There is currently no known usage of groundwater in the expansion area. It is expected that on site groundwater will not be used as a water source, since a nearby OCWA water main can serve the Park. Construction and operational activities at the Park are not expected to have any significant impact to either groundwater quantity or quality. Potable water at the Park will be derived from an existing OCWA waterline and groundwater will not be needed. Therefore, site operations will have no impact to long-term groundwater quantity. Shallow groundwater conditions will need to be considered during site design/construction and may require engineering controls or mitigation, as was indicated in the prior 2013 FGEIS. Potential development at the expanded Park could create up to 4,000 jobs, which could increase demand for housing, and require new residential construction spread throughout the Syracuse Metropolitan Statistical Area for future employees. Additional drinking water supplies, some of which may be from groundwater sources, are likely. This could present a relatively small, localized impact on groundwater availability. Potential groundwater impacts associated with the proposed utility lines have been evaluated by identifying and assessing the existence of mapped sand and gravel aquifers within the vicinity of the proposed gas and sewer line routes. Both proposed utility routes are located within unconsolidated, confined aquifers, located in the immediate vicinity of Mud Creek. However, no significant impacts to these resources are anticipated, as construction of the proposed utility lines are not expected to encounter groundwater and general best management practices will be followed to avoid and/or minimize any potential impacts to groundwater quality as described below. Minimization and Mitigation Prior to beginning construction of off-site utility trenches, a Stormwater Pollution Prevention Plan (SWPPP) and SPDES Construction Permit with provisions to address potential concerns associated with accidental spills or leaks from construction equipment will be prepared. Included will be controls for vehicle refueling, maintenance, equipment inspections, spill response, and storage of petroleum products. P a g e 4.16 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 No additional mitigation for on-site groundwater, beyond what was identified in the 2013 FGEIS (Draft Section 4.6.1) is necessary. New off-site groundwater supplies may be necessary to support residential construction for the anticipated work force. Mitigation for off-site groundwater supplies is generally beyond the control of the future site developers and not quantifiable at this time. However, the impact is expected to be relatively minor. New housing would likely be built in multiple areas and builders would prefer areas with existing water supplies. If new water wells are drilled to support residential developments, they would require permits from NYSDEC, NYSDOH and the local health department. Wells for an individual home would require relatively minor amounts of groundwater, typically 5 gallons per minute or less. With appropriate well spacing, this amount of pumping will not significantly impact groundwater resources. 4.6.2 Surface Water Impacts As detailed in the 2013 FGEIS, significant permanent impacts to surface drainage and surface water quality are not expected as on-site development activities will avoid surface water features to the greatest extent possible. Because surface water drainage is primarily influenced by slope and soil properties, and these two factors will be largely unchanged from the original conditions following site development, no significant impacts to surface water are expected. No significant impacts are anticipated along the proposed utility routes because the excavated trench work will be backfilled primarily with the originally excavated soils, and the topography will be restored to the initial grade. There may be minor, temporary impacts to surface water drainage and quality during the construction of the on-site facilities and the installation of the proposed utility lines. These temporary potential impacts could result from ground disturbances that cause a localized increase in turbidity, changes in slope, loss of vegetation and minor leaks or spills of fluids from construction equipment, or inadvertent loss of poured concrete. Minimization and Mitigation In areas where surface water is encountered by the utility installations, temporary diversion structures would be utilized to control surface water flow and bypass the work zone. Such temporary measures may include: the use of small coffer dams, bypass piping, culverts, temporary drainage ditches, or trench boxes. Excavated soils would be protected or staged in a manner that prevents runoff and increased turbidity into adjacent streams. The location and extent of any temporary or permanent measures will be determined at the engineering design phase of tenant development. Implementation of these measures may require authorization under a United States Army Corp of Engineers (USACE) Nationwide Permit, which would likely be determined during and/or after the engineering design phase. Any other local, state, and/or federal regulatory requirements would also be determined at that time. No additional mitigation for onsite surface waters, beyond what was identified in the 2013 FGEIS (Draft Section 4.6.2) is necessary. P a g e 4.17 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 4.6.3 Stormwater/Drainage/Flooding Impacts During facility construction, standard best engineering practices will be employed to minimize any changes to existing topography and vegetative cover. These general procedures will minimize any related impacts to existing surface drainage and water quality. Impacts to drainage patterns on site will be avoided by incorporating permanent stormwater controls to maintain peak storm discharges at or below pre-development levels. A 100-year floodplain and associated floodway exists alongside Mud Creek, along the preferred sewer line route. This includes an approximate 800 feet section of the existing sewer route, north of NYS Route 31. It is anticipated that this floodplain will not be adversely affected by utility line construction. Normal operation of the utility line will have no impact on the floodplain since topographic changes will be minimal. Minor temporary impacts during construction could occur. These impacts could include erosion as well as sediment loading. Mitigation measures are discussed below. Minimization and Mitigation As detailed in the 2013 FGEIS, it is anticipated that coverage under SPDES General Permit for Stormwater Discharges from Construction Activity, GP-0-20-001 (SPDES Construction GP) would be required, as construction activities associated with site development are anticipated to be greater than one acre. A Notice of Intent (NOI) would need to be filed with NYSDEC in advance of any construction activities or ground disturbance. As part of the SPDES Construction GP and SWPPP, a MS4 SWPPP Acceptance Form from the Town of Clay and/or Town of Cicero may be required, depending on the off- site locations of the stormwater discharges. The SWPPP would also identify best practices and standards for erosion and sediment control incorporating engineering standards developed by the NYSDEC (2016). The SWPPP would identify best practices and standards for erosion and sediment control incorporating engineering standards developed by the NYSDEC (2016). These practices may include engineering controls, such as silt fences, hay bales, geofabric installation, stormwater retention, stabilized construction entrances, check dams, and infiltration basins. A Spill Prevention Control and Countermeasures (SPCC) Plan and/or a NYSDEC Petroleum Bulk Storage (PBS) Registration may also be required if site development and/or operations are deemed regulated. The SPCC Plan would address the potential for minor accidental spills or leaks from construction equipment as well as any on-site PBS tanks or containers. The plan would also include provisions for inspections, secondary containment, equipment refueling practices, and spill response. As there are no floodplains or Special Flood Hazard Areas on-site, no impacts to floodplains or Special Flood Hazard Areas would occur and therefore mitigation in these areas would not be required. Final design should make provisions for avoiding impacts to the floodplain, such as locating above grade infrastructure outside of the floodplain and by maintaining grades within the proposed utility routes. Best management practices will be implemented during construction, including sediment and erosion control measures. It is not anticipated that any stream disturbance to Mud Creek would occur nor is it anticipated that any structures or other fill materials will be placed within the floodplain that would affect its function or value. Furthermore, previously disturbed locations will be selected for material storage/staging during P a g e 4.18 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 installation of the utilities to the greatest extent possible to minimize impacts. Areas of disturbance will be re-graded and re-seeded once the installation of the utilities are complete. No additional mitigation for on-site stormwater, drainage, and flooding, beyond what was identified in the 2013 FGEIS (Draft Section 4.6.3) is necessary. 4.7.1 Air Quality Air emissions resulting from potential development of the proposed expanded Park may be associated with mobile and stationary sources, including transportation vehicles and manufacturing processes, respectively. Potential sources of emissions may be related to manufacturing support systems, heating and cooling, storage tanks, wastewater treatment, and site utilities such as boilers, chillers and back-up generators. Semiconductor manufacturing makes use of processes that require specific chemicals, heat and clean water. The processes typical of the industry include: • Photolithography • Doping • Thin Film Deposition/Layering • Etching • Cleaning • Chemical Mechanical Planarization Process heat is generated from natural gas boilers. To accommodate disruptions in the supply of natural gas, some boilers are designed to also burn #2 fuel oil. The boilers generate combustion products including CO, NO2, SO2, and PM/PM10/PM2.5, and through secondary chemical processes in the atmosphere combustion products produces ground level O3. Although there is currently no known tenant(s) for the proposed expanded Park, it is anticipated that a tenant from the semiconductor industry could have the following combustion sources: • Boilers firing natural gas with a maximum heat input rating of approximately 40 MMBtu/hr, each. • Boilers firing natural gas, with #2 fuel oil during periods of natural gas curtailment, with a maximum heat input rating of approximately 40 MMBtu/hr, each. • Miscellaneous natural gas fired sources with a maximum heat input rating of <10 MMBtu/hr. • Emergency generators that fire diesel. • Some exempt and trivial sources, including the wastewater pre-treatment operations. P a g e 4.19 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Table 4.7-1 Representative Facility Emissions Summary1 Contaminant Name Potential to Emit (tons/year) PM10 15-20 PM2.5 15-20 Sulfur Dioxide 15 Oxides of Nitrogen 99 (capped) Carbon Monoxide 99 (capped) Lead (elemental) 1.3E-03 Total Volatile Organic Compounds 13 Total Hazardous Air Pollutants 17 Carbon Dioxide Equivalents 251,000 1 Due to the fact that there is no specific tenant for the Park, process specific operating data, including material usage, is unavailable. A representative emissions inventory for a generic semiconductor manufacturing operation was created as a basis for these estimates. The chemical processes utilize specialty gases and volatile organic compounds. The chemical used in the largest quantity is typically ammonia. The chemical processes generate regulated contaminants which may include hazardous air pollutants. The main pollutants commonly associated with semiconductor manufacturing include but are not limited to ammonia, hydrogen chloride (HCl), hydrogen peroxide, and nitrogen trifluoride. Exposure to ammonia and hydrogen peroxide may cause irritation of the eyes and respiratory tract. Acute exposure can cause burns and is potentially fatal. Exposure to irritating concentrations of HCl can result in coughing, pain, inflammation, edema, and desquamation in the upper respiratory tract. Acute exposure to high concentrations might produce constriction of the larynx and bronchi and closure of the glottis. Exposure to nitrogen trifluoride can cause dizziness and asphyxiation. Contact with liquid ethyl lactate may cause mild irritation of eyes and (on prolonged contact) skin. Breathing cyclopentanone can irritate the nose and throat causing coughing and wheezing. High exposure can cause dizziness, lightheadedness and passing out. (www.epa.gov, www.osha.gov; pubchem.ncbi.nlm.nih.gov) Mobile source air emissions will result from private employee vehicles and transportation of manufacturing materials, products and by-products by truck and rail. Air emissions from vehicle traffic will be related to vehicle exhaust from idling vehicles due to traffic movement and congestion. The emissions from mobile sources are essentially combustion products which have the potential health impacts described above. According to the FHWA interim guidance, a quantitative mobile source air toxics analysis should be considered for transportation projects located in proximity to populated areas that create new capacity or add significant capacity to urban roadways with projected annual average daily traffic (AADT) of at least P a g e 4.20 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 140,000 vehicles or create (or significantly alter) a major intermodal freight facility involving significant numbers of diesel vehicles. The proposed development does not trigger any of these requirements. 4.7.2 Climate Change Based on the representative GHG emission estimates for a generic semiconductor manufacturing operation, GHG emissions from the expanded Park could include the following: • Direct GHG emissions associated with natural gas and fuel oil combustion in boilers, thermal incinerators and other miscellaneous natural gas-fired sources • Carbon dioxide emissions from the oxidation of volatile organic compounds (VOCs) from the expected use of liquid chemicals • Specialty gases used in the manufacturing process, including fluorinated and chlorinated GHGs. • Indirect (upstream) GHG emissions from the import of natural gas and fuel oil Potential direct annual GHG emissions at the expanded Park could range from 150,000 metric tons carbon dioxide equivalent (MTCO2e) to 350,000 MTCO2e. Approximately 10-15% of these GHG emissions are expected to result from the use of specialty gases including nitrogen trifluoride and sulfur hexafluoride, which have 20-year global warming potentials (GWP) of 12,800 and 16,300, respectively. Indirect (upstream) potential annual GHG emissions from the import of fossil fuels could range from 150,000 MTCO2e to 250,000 MTCO2e. Minimization and Mitigation As noted in the 2013 FGEIS, all future industrial development will be subject to applicable air emission permitting under NYSDEC. Such an application will be required to be submitted to NYSDEC who will, in turn, review the application in accordance with all applicable state and federal laws, and impose appropriate permit conditions. NYSDEC will also undertake a review of the potential development’s GHG emissions under the CLCPA. The waste products generated in the largest quantity are typically hydrofluoric and hydrochloric acid. Emissions of hydrofluoric and hydrochloric acid and other chemical pollutants associated with semiconductor manufacturing are controlled with acid gas scrubbers and caustic gas scrubbers. These devices reduce emissions by capturing and converting the contaminants to liquids that can then be treated or disposed of. Volatile organic compounds are controlled with thermal oxidizers which decomposes hazardous gases at high temperatures by burning natural gas. Equipment controlling emissions must be operated and maintained in accordance with the monitoring requirements of any future air permit. Facilities locating within the Park will have to meet air emission permit requirements designed to meet the NAAQS and comply with all applicable regulatory requirements. NYSDEC will impose, as appropriate, permit conditions to implement emission control equipment and other operating parameter and conditions, which any prospective tenant will be required to abide by. In addition to the permitting requirements, mitigation for air pollutant emissions include material handling protocols and industrial good housekeeping practices. P a g e 4.21 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 For purposes of minimizing GHG emissions, future tenants will be encouraged to promote green infrastructure and energy efficiency (Section 9.0) and, to the extent feasible, use renewable forms of energy to power operations. In general, Park tenants will be expected to take a proactive approach to addressing sustainability, climate change and GHG reduction. Depending on the specifics of future development of the Park, this approach may include the following: • Working to develop process improvements, including those that reduce GHG emissions by eliminating the use of the GHGs with higher GWPs. • Setting goals to improve energy efficiency and reduce electricity consumption. • Use of a vehicle fleet that includes hybrid and electric vehicles. The boilers, incinerator and diesel generators that will be operated at the facility will be new. For the purpose of promoting efficient operation and reducing the potential for excess GHG emissions, these sources will be operated in accordance with the manufacturer’s instructions. Boiler maintenance and testing will also be conducted in accordance with the manufacturer’s instructions. Dual-fired boilers will be operated such that fuel oil will be used as backup and only when natural gas is not available. Some specialty gases that will be used in processes at the facility will have built-in point of use (POU) abatement devices which are integral to the processes. The POU abatement expected to be utilized at the facility consist of thermal-based incineration followed by a water scrubber. The halogenated specialty gases, including fluorinated and chlorinated GHGs, will decompose into HF and HCl which is then absorbed by the water side of the POU. The HF and HCl that is not captured by the water side of the POU is then sent to the house scrubbers for control. With respect to mobile emissions, road and intersection improvements adjacent to the Project site as determined by the traffic analysis will provide for smoother traffic flow and reduced delays along access roads to the Park. Movement of goods and materials for use by rail could help reduce the amount of truck traffic to and from the Project site. Combined these efforts are expected to generally reduce air emissions associated with potential future development of the Park, including GHG emissions. Construction-related air quality impacts will be temporary, and mitigation will be implemented to control fugitive dust problems by sweeping and wetting down road surfaces and laydown areas used by haul vehicles. In addition, existing vegetative buffer areas will be maintained to the greatest extent practicable on-site to reduce wind-blown dust. Maintaining vegetated buffer areas and re-vegetating disturbed areas as soon as practicable along the periphery of the Park and internally alongside wetlands and other surface features will help control stormwater runoff and fugitive dust from moving off-site. Erosion and sediment control practices will be implemented on-site and along utility routes being utilized for the installation of utilities. A summary of practices that will implemented are available from the NYSDEC http://www.dec.ny.gov/docs/water_pdf/bluebklite.pdf . These will include a combination of practices to control sediment and dust. 4.7.3 Odor Odors can result from emission of organic and inorganic compounds. Different compounds produce different odors and have unique detection and recognition thresholds. As indicated in the air permit P a g e 4.22 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 application, emissions of hydrogen chloride and ammonia are expected to be among the larger emissions from manufacturing facilities likely to be located in the Park. The permit application indicates estimated actual annual emissions of hydrogen chloride and ammonia each of approximately 20,000 pounds per year. The odor detection threshold for hydrogen chloride is variously listed between one and five parts per million (www.chlorineinstitute.org), and as low as 0.25 ppm (NIH PubChem database). The odor detection threshold for ammonia is 5 ppm according to several sources (OSHA, CDC). Odor detection thresholds for other compounds included in the permit application emissions vary by compound. Without proper mitigation, the potential exists for odors to occur. As noted in the discussion of air impacts and mitigation, facilities manufacturing semiconductors utilize a variety of controls to reduce the concentration of pollutant emissions. 4.8.1 Wetlands The goal for potential development at the Park has been and continues to be the avoidance of adverse impacts to wetlands to the maximum extent practicable and development of the Park will adhere to a practice of avoidance, minimization, and if necessary, mitigation of impacts to wetlands. It is anticipated that much of the development at the expanded Park will occur in the prime developable area of approximately 732 acres which does not include any mapped wetlands. As described in Chapter 3, Section 3.8 most of the potential NWI and NYSDEC-mapped wetlands (limited to those that are 12.4 acres or larger) are situated on the eastern perimeter of the Project site (east of Burnet Road) and north of the electric transmission line easement. It is, therefore, anticipated that the Park can be developed without impacting existing wetlands. To the extent development occurs beyond the approximately 732 acres, when a specific development is proposed, field reconnaissance, and if necessary, a wetland delineation, will be conducted prior to actual site development, to identify the design that avoids and minimizes the potential for wetlands impacts. The goal of avoiding wetland impacts will be furthered by field reconnaissance that confirms the limited extent of regulated jurisdiction wetlands on the Project site compared with mapped wetlands. The new Navigable Waters Protection Rule changed the definition of “waters of the United States,” which narrowed the scope of wetlands that fall under federal jurisdiction compared to the rule that was in place at the time of the prior FGEIS in 2013. Under the new Rule, only “adjacent wetlands” that abut or have a direct connection with jurisdictional waters, such as navigable waters and tributaries, fall under USACE jurisdiction. Ephemeral streams, certain ditches, and prior converted cropland, among other features, are not regulated. Because NWI maps only indicate the potential presence of wetlands but are not jurisdictional maps, mapped wetland areas would be subject to the newly revised rule. After wetland areas are delineated (including state wetland 100-foot adjacent areas) and determined to be jurisdictional based on a conceptual layout, measures to avoid and minimize wetland impacts to the maximum extent practicable will be incorporated into the development design. Mitigation would not be necessary if wetlands are preserved. P a g e 4.23 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 If complete avoidance is not practicable for development activities that are not exempt from regulation, development would proceed with permits issued by NYSDEC and/or the USACE. NYSDEC has a designated Class II and a designated Class III wetland near or within the Project site, which are associated with intermittent streams that flow into Youngs Creek, an unregulated Class C, non-navigable stream. A permit application would be submitted to NYSDEC, or a Joint Application to the NYSDEC and USACE in a case of concurrent jurisdiction. Issuance of a permit would be based, in part, on a showing that losses or impacts on the functions and benefits of the wetland have been minimized and the social and economic need for the Project. Required mitigation would likely be minimal because of measures to avoid and minimize impacts, but on-site mitigation areas are available within and north of the NYPA/ National Grid electric transmission line easement, which would allow for a 2:1 mitigation ratio. Onsite mitigation can exist outside of the site boundaries, but within or contiguous to the impacted wetland. This will ensure that the size and integrity of the wetland will be maintained, and lost functions and benefits are replaced in- kind. If onsite mitigation is not feasible or suitable locations are not present, possible off-site mitigation options will be considered in consultation with the NYSDEC. Monitoring would be required for a minimum of five years. Encroachments on federal jurisdictional wetlands (not jointly associated with NYSDEC wetlands) can be mitigated through purchase of in-lieu fee credits from wetland banks; several wetland banks with credit capacity are available for future development if impacts cannot be avoided; no long-term monitoring is required for in-lieu fee mitigation. USACE review may be further expedited by approval through a Nationwide General Permit or Letter of Permission depending on the scale of future development. At this time, because there is no specific development proposal before OCIDA, potential development-specific impacts to wetlands, if any, cannot be evaluated. Proposed Utility Line Routes The same practice of avoiding, minimizing, and if necessary, mitigation of impacts to wetlands will apply to the installation of utilities. Chapter 3, Section 3.8 describes several potential small to medium size mapped wetland areas that will need to be delineated and may fall under the jurisdiction of the USACE as federal wetlands unless excluded by the Navigable Waters Protection Rule. One potential avoidance measure, if necessary, would be to install the utility lines using horizontal directional drilling (HDD) methods to avoid wetland impacts. The need for HDD installation will be determined after a field reconnaissance and delineation to determine if regulated wetlands are present and may be impacted once the conceptual Project site layout is complete. Proposed Roadway Improvements The same practice of avoiding, minimizing, and if necessary, mitigation of impacts to wetlands will apply to the proposed roadway improvements. Based on previous wetland delineations performed under the 2013 FGEIS and the wetland evaluation for the expanded Park, there will be no impacts on wetlands at the proposed site driveway entrance on NYS Route 31 or at the NYS Route 31 and Henry Clay Boulevard Intersection. Although TES previously identified Wetland D in close proximity to the proposed driveway entrance for Caughdenoy Road, the delineation was performed prior to the enactment of the Navigable Waters Protection Rule, which narrowed the definition of jurisdictional wetlands. Wetlands were not evaluated in the vicinity of I-81/NYS Route 31 Interchange. These and other NWI-mapped wetlands will P a g e 4.24 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 be further evaluated when a more specific development is proposed to determine actual jurisdictional wetland boundaries. The NYSDEC map identifies a Class II wetland located southeast of NYS Route 31. This wetland’s check zone (as shown on Figure 3.8-1) encompasses portions of NYS Route 31 where full depth asphalt, mill and overlay, concrete sidewalks, and grading limits are being proposed. Check zones measure to 500 feet for wetland polygons and 200 feet around linear wetlands. Check zone should not be confused with the regulated “adjacent area”. If wetland or adjacent area impacts cannot be avoided, permitting would proceed as described above. A formal delineation using state and federal criteria has not been conducted at this time but will be completed prior to detailed engineering design if these roadway improvements are chosen by a developer as the most feasible alternative. 4.8.2 Vegetation Most development in the proposed expanded Park would be south of the transmission lines and west of Burnet Road. Within this area, the Park is anticipated to disturb approximately 400 acres of upland land cover, remaining outside of, and avoiding any impacts to wetland areas. Anticipated impacts include the temporary and permanent loss of vegetation. This includes the removal of existing trees and the disturbance or stripping of existing ground cover during construction. The development will also include the conversion of existing vegetated cover into impervious surfaces. Minimization and Mitigation A preliminary design objective in developing the Park is to balance the amount of industrial development with avoidance and/or minimizing impacts to sensitive features. This includes vegetation, as it pertains to wetland areas and specific wildlife habitats. These areas would be avoided to the maximum extent practicable through careful site planning and design. Impacts, if any, to wetlands will be compensated as previously discussed in section 4.8.2. Additionally, mitigation measures for soils are identified in section 4.5, mitigation for water resources are identified in section 4.6 of this report. Furthermore, in areas where vegetative restoration is required, the following will be considered: • Establish 90% permanent ground cover within one growing season (one year) following construction. • Seeded areas should be evaluated and reseeded as necessary to achieve 90% cover as soon as practicable. • On flat areas (less than 30 percent slope), mulch (i.e., straw, burlap, chips, etc.) can be applied to aid temporary and permanent restoration and soil stabilization. • On steeper slopes (in excess of 30 percent slope), mulch and jute nets or erosion control fabrics may be used to provide temporary soil and site stabilization. • Erosion control fabric can be installed per manufacturer’s recommendations. These materials may be placed to minimize soil erosion and surface water runoff on disturbed sites. P a g e 4.25 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • In areas where slopes are in excess of 25 percent or in stream banks, mulch may be anchored or a tackifier may be applied. • Erosion control fabrics may be installed cross slope on short hills and stream banks. • On long grades or in runoff ditches, where erosion control fabrics are determined by an environmental inspector to be necessary, fabrics can be installed parallel to the slope with the edges of adjacent sheets overlapped and secured with pegs or stapled to the ground, per the manufacturer’s specifications. • All erosion control fabric installation should be conducted in accordance with the manufacturer’s specifications. 4.8.3 Wildlife Based on the wildlife species observed on the site, potential development at the expanded Park has potential to affect common wildlife species and their associated habitats as described in detail in Chapter 3, section 3.8.3. This includes the five amphibians, two reptiles, 68 birds, and six mammal species identified in the TES report. (See table 3.8-2 in Chapter 3, section 3.8.3.) Although impacts to critical habitat would be minimized to the greatest extent possible through avoidance and mitigation, potential impacts to wildlife species during development may include habitat fragmentation, habitat loss, and disturbance. Vegetative loss would temporarily disrupt the common wildlife species that inhabit the site; however, it is anticipated the transient wildlife in these areas would adapt during site development and following project completion, either by relocating to suitable areas in other areas on site or to surrounding areas. No substantial critical habitat loss is anticipated as a result of the potential development at the proposed expanded Park. Specific impacts and mitigation measures regarding wetland areas and vegetation are described above in sections 4.8.1 and 4.8.2, respectively. Mitigation Installing the proposed utility corridors, site development, and roadway improvements may include temporary disturbance to wetland areas and other wildlife habitat. For those areas that are mowed and maintained (e.g., existing utility right-of-way), there will be minimal change in habitat character. Best management practices during construction with erosion and sediment controls will prevent siltation into any aqueous habitats. However, in areas where complete habitat avoidance is not practicable, the following mitigation will be considered: • Retain/maintain existing habitat tracts, whenever feasible. • Compensatory mitigation (e.g., wetlands) for any habitat loss, as described above in section 4.8.2. 4.8.4 Threatened or Endangered Species As in 2013, there are no critical environmental areas or significant natural communities within or in the vicinity of the project area. Based on the available resources reviewed, there are no threatened and P a g e 4.26 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 endangered animal species identified by the NYSDEC/NYNHP and USFWS known to inhabit or frequent the Project site. Mitigation As there are no anticipated impacts to rare, threatened, or endangered wildlife species or communities, specific mitigation is not required. Future site development activities, including utility line construction and roadway improvements, however, will be monitored for any occurrence of the identified potential threatened, endangered, or species of special concern, including the Sedge wren, Eastern massasauga, Indiana bat, Osprey, and Sharp-shinned hawk to ensure that construction activities will avoid any direct harm to these listed species. Additionally, the following USFWS recommendations, which restrict and/or prohibit incompatible construction practices should be followed, if any potential habitat/species is recognized through site reconnaissance. Additional coordination with NYSDEC should also be made prior to the commencement of development activities for concurrence and further guidance, as wildlife/habitat survey(s) may be required (i.e., a grassland breeding bird survey): • Indiana bat: Follow seasonal restriction on tree cutting. Only cut trees between October 31 and March 31. • Sedge wren: Prohibit incompatible practices, such as mowing and haying during the breeding season (May 1 to September 30). • Eastern massasauga: Complete activities that occur within streams and/or wetlands from June 1 to August 31. • Osprey: Prohibit construction activities during nesting (April 1 to August 31). • Sharp-shinned hawk: Prohibit construction activities during the breeding season (March 31 to June 1). 4.9 Cultural & Archeological Resources Impacts The development of the approximately 1,250± acre Project site will result in the demolition of all of the existing buildings located within the project site. OCIDA will follow recommendations of New York State Historic Preservation Office (SHPO) with regard to further examination or assessment of above- ground resources. Construction of the underground utility corridors and in the vicinity of roadway improvements is not likely to impact above-ground historic resources, given their location within or adjacent to existing rights-of-way. In 2013, EDR conducted a Phase IB archaeological survey and identified no significant archaeological sites within an approximate 340± acre area on the west side of the project site or along the extent of the P a g e 4.27 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 proposed sewer line. Therefore, potential archaeological impacts are limited to the approximately 910 acres remaining within the expanded Park site, the proposed utility lines, and any adjoining routes, rights- of-way, and/or other areas needed to support the project or project-related mitigation including existing or proposed infrastructure and improvements that have not previously been examined. On March 5, 2021, OCIDA received a letter from the New York State Department of Environmental Conservation which stated “[W]e have reviewed the statewide inventory of archaeological resources maintained by the New York State Museum and the New York State Office of Parks, Recreation, and Historic Preservation. These records indicate that the project is not located within an area considered to be sensitive with regard to archaeological resources.” OCIDA will follow recommendations of SHPO with regard to potential impacts to archaeological resources. Mitigation The SHPO is an involved agency and OCIDA will follow their recommendations with regard to any further evaluation of cultural and archeological resources within the expanded Park. Should any work be required by SHPO, it will be completed by professionals meeting the Secretary of the Interiors Standards. In the event that previously unidentified historic properties or archaeological resources are discovered or if unanticipated effects on historic properties or archaeological resources occur during construction activities, the contractor will stop construction work in the area of the property/resource and coordinate with OCIDA and the SHPO. Should human remains be encountered appropriate actions will immediately be taken to stop work in the surrounding area and cover and secure the remains until the appropriate authorities have been contacted. 4.10 Visual Environment & Aesthetic Resources 4.10.1 Visual Impact Assessment A Visual Impact Assessment of the project area was performed for a previous industrial scenario at the Park by Integrated Site, Landscape Architects, P.C. in 2000, but its assumptions and conclusions remain valid. Due to the expansion of the Park, and the issuance of the 2019 New York State Department of Environmental Conservation’s Program Policy DEP-00-2 “Assessing and Mitigating Visual and Aesthetic Impacts”, an updated Visual Impact Assessment was performed to supplement the original. This assessment is included as Appendix D. The updated assessment included a review of previously identified sensitive receptors, identification of new receptors as defined by the 2019 NYS Policy, assessment of views from those locations, and identification of mitigation strategies for potentially impacted locations. The 2019 policy focuses on resources of National, State, and local significance that are open to the public. Impacts The updated Visual Impact Assessment identified a total of 52 sensitive receptor locations that could potentially be impacted by development of the Park. Of those 52 locations, 34 were identified in the previous assessment and 18 were additional locations identified within a 5-mile radius of the Park. P a g e 4.28 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Specific publicly accessible locations identified based upon the DEP 2019 policy category list include the following: • Oneida Shores County Park • New York State Barge Canal Historic District • Cicero Swamp Wildlife Management Area • Big Bay Swamp • Stanley J. Hamlin Wildlife Management Area • Erie Canal National Heritage Area Based upon their distance from the site, the relatively flat topography, and the presence of forested areas or patches between the location and the site, all these resource locations will have their view to the Park screened. The following private or local resources were identified as having partially screened views to the Park: • Immanuel Church – NYS Route 31 (viewpoint #8) • Great Northern Mall (viewpoint #11) • Calvary Church – Mud Hill Road (viewpoint #17) • Airlane Enterprises – Verplank Road (viewpoint #20) • Hays Airfield – Route 11(viewpoint #28) The following two locations were determined to have open views to the Park: • Caughdenoy Road power substation (viewpoint #1) • Heron Marsh – Caughdenoy Road (viewpoint #34) Mitigation Sites determined to have partial or open views to the site will be further assessed as the site development plans are advanced. The developers will work with the county and local agencies during the site development process to identify the best strategies to mitigate any potential visual impacts from the proposed development. Each site will be individually reviewed based upon the site development plans to determine the type and extent of the visual impacts, and to reach consensus on the most appropriate site- specific methods of mitigating those impacts. Based upon the criteria identified in the 2019 NYSDEC Policy, no significant adverse visual impacts to identified public resources are anticipated. Best management practices implemented during design and construction of the Park will mitigate several visual impacts anticipated from the industrial development of the site. More site-specific measures that can be implemented to mitigate visual impacts of the project will be identified and discussed during the Town’s Site Plan review and approval process once the specific development is proposed. No significant adverse visual impacts are anticipated. Mitigation strategies that may be considered in developing the site include: • Construction and Placement of Earthen Berms: Earthen berms along with landscape plantings and/or fences for screening will interrupt critical viewpoints into the site from several nearby locations. In particular, the residences along Caughdenoy Road west of the site and along Burnet P a g e 4.29 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Road to the east. Berms should be constructed at sufficient heights to block lines of sight from nearby receptors and at no greater than a 3:1 slope to prevent soil erosion and for easier maintenance. A contoured slope of 4:1, 5:1 or gentler ratio is preferable. As the site design process moves forward, berm design and placement will be carefully considered to provide a natural appearing landscape that is context sensitive to its surroundings. • Native Plant Material: Landscape plantings will favor native plant species to maximize survivability rates and to reduce future maintenance costs. A well-designed plant palette consisting of deciduous and evergreen trees and shrubs will be utilized in conjunction with berms, fencing and/or walls to screen certain facilities and parking areas from nearby residents. The plant palette will provide year-round visual interest with flowering, fall color, and evergreen characteristics. Berms can be designed combining vegetation, landscaping, and screening walls or fencing at sufficient heights to interrupt the lines-of-sight from nearby receptors. These barriers can be effective in mitigating visual and to some extent noise impacts, particularly views and noise generated at ground level by ground operations on site. • Forested Buffers: Opportunities to retain existing forested buffer areas around the perimeter of the site will be identified. This will aid in minimizing views into the site and reducing potential noise and light emanating from the site. The effectiveness of forested buffers to reduce visual and noise intrusions increases with width. • Context Sensitivity: Landscape plantings will be designed to complement the surrounding landscape and provide a less intrusive visual element. As an example, randomized plant layouts in disturbed areas adjacent to currently undeveloped areas will appear more natural and create less visual clutter. Form and function of the planting will be balanced to provide visual screening as quickly as possible with faster growing species, both deciduous and evergreen. Other areas may require more formalized plantings with densely spaced evergreen plant material to visually screen and/or provide mitigation for noise and light intrusion from the site. • Camouflage/Disguise: Colors and patterns of color will aid in minimizing the visual effects of an object on its surrounding viewshed. The utilization of earth tones and similar color schemes in the design of buildings and structures on the site will reduce the visual contrast with surrounding P a g e 4.30 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 landscapes. As an example, disguising communication towers as trees is a long-standing design tactic that has been successfully implemented on other sites. • Low Profile and Consolidation: The design of buildings and other supporting facilities should be to the lowest practicable heights. Consolidation of facilities may reduce the development footprint, and thus, lessen the visual impacts. Alternatives considering the height, color and capacity requirements of water towers, communication towers, smokestacks, piping, transmission lines, etc. should be explored to mitigate potential views from off-site locations. • Site Lighting: Light illumination levels on the site must adhere to engineering minimums for security which may result in light pollution outside the site. By utilizing the latest technology with appropriately sized light poles and fixtures, the effects of light spill over can be minimized. Cutoff LED fixtures are efficient and provide more accurate direction of the light. The most efficient combinations of light pole and fixture will be implemented to reduce light spill over to the greatest extent practical without sacrificing safety and security. • Site Entrances: Site entrances and entrance roadways may be engineered to be curvilinear to minimize views into the site from local roads. Installing landscape plant material to obscure the views into the site at entrances can be beneficial, but clear sight lines must be maintained for the safety of all users including bicyclists and pedestrians. • On-Site Opportunities: Integrating opportunities for visual mitigation and noise mitigation efforts with other site design considerations such as stormwater management areas, safety and security features, fencing, berms, screening walls, building placement, landscaping, etc. will be explored. 4.10.2 Lighting Impacts and Mitigation Impacts The proposed project will require exterior lighting in the form of roadway, parking lot, and building exterior lighting, to provide adequate safety and security for the employees and visitors to the site. The goal of the site lighting plans will be to provide the necessary light levels for safety and security onsite, while avoiding or minimizing glare, reducing light trespass, and reducing skyglow. The lighting design for the site will seek to use Dark Sky friendly lighting fixtures. Transportation Lighting The lighting design for the approach roadways (NYS Route 31 and Caughdenoy Road) and interior roadways on the site will follow the Illuminating Engineering Society (IES) Recommended Practices for lighting of exterior environments (RP-33-99) and for parking lots (RP-20) to avoid or minimize glare and trespass lighting. The lighting design for the roadways and parking lots will direct light downward using techniques such as cutoff fixtures and shielding. These techniques have proven to be effective in minimizing glare and trespass light that may be detrimental to humans, plants, and animal species surrounding the developed areas of the site and its approach roads. P a g e 4.31 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 The proposed roadway improvements outside the site will be designed with standard roadway lighting complying with the current NYSDOT HDM Chapter 12 and the NYSDOT Policy on Highway Lighting for highway lighting. Prior to installation of new highway lighting, the locality must agree to be responsible for the operation and maintenance of the new fixture. The luminaire selection for the roadways will be specified according to the IES. The lighting equipment will be selected based on the locality preferences and standards specified in the NYSDOT HDM. Lighting solutions that may create spillover or glare on offsite resources will not be considered for lighting of the roadways. Exterior Lighting of Structures The facility structures for the development will require exterior lighting for safety and security of employees and visitors. As the project moves to more detailed design, the designers will employ Dark Skies guidelines to ensure that exterior building lighting will focus all lighting down toward the ground to minimize spillover of light upward. Obstruction Lighting The site is within five miles of the of the Syracuse Hancock International Airport. This falls within the limits of requirements for obstruction lighting of any onsite structure 200 feet tall or greater. (USDOT FAA Advisory Circular AC70/7460-1M dated 11/16/2020). The development of the site has established a maximum height of 160 feet for any structures built on the site. This would indicate that there will be no requirements for Obstruction lighting on the site. Further coordination with the Syracuse Hancock International Airport and the FAA during site design will be required to confirm that no structures erected on the site will require Obstruction Lighting. 4.11.1 Impacts The nature of potential noise impacts resulting from development and operation of the Park have not changed significantly since the completion of the 2013 FGEIS. However, the expanded footprint of the Park and the proposed roadway improvements include additional areas that require noise impact assessment for construction and operation activities. The proposed expanded Park includes areas currently zoned for industrial uses as a right of use, as well as areas currently zoned for residential and agricultural uses (see Section 3.1.2). Industrial development has the potential to cause an increase in environmental sound levels in the vicinity of the Park due to industrial operations and employee and delivery traffic. Traffic will be comprised of both automobile and truck traffic, but the composition of new traffic is uncertain until specific industrial tenants are known. Depending on specific industries, noise from manufacturing processes, public address systems, building heating, ventilation and cooling systems, truck movement, and back-up alarms may, among others, all be potential sources of noise. Future tenants may need to assess the impacts of their operations on ambient conditions as part of the Town’s site plan approval process. Traffic and site operations are expected throughout the day and at night depending on operational requirements. Most sources are considered stationary but may vary in intensity and duration. P a g e 4.32 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Construction noise is an unavoidable impact of land development activity and will vary daily and by season. Noise will originate from the use of heavy equipment for land clearing and earthmoving. Impacts will be highly variable as equipment moves around the site and external construction areas. Assessment Guidance As discussed in Chapter 3, the NYSDEC guidance document, Assessing and Mitigating Noise Impacts provides noise impact assessment procedures and identifies potential mitigation practices. The NYSDEC guidance states: “When certain criteria are satisfied, the need for undertaking a noise impact analysis at any level is eliminated. These criteria are as follows: a) The site is contained within an area in which local zoning provides for the intended use as a “right of use”. It does not apply to activities that are permissible only after an applicant is granted a special use permit by the local government; and b) The applicant’s operational plan incorporates appropriate best management practices (BMPs [see Section V.C. Mitigation - Best Management Practices]) for noise control for all facets of the operation. Where activities may be undertaken as a “right of use”, it is presumed that noise has been addressed in establishing the zoning. Any residual noise that is present following BMP implementation should be considered an inherent component of the activity that has been found acceptable in consideration of the zoning designation of the site.” NYSDEC guidance provides for different impact threshold levels for projected noise over ambient sound levels. To this, the guidance document also states: “The goal for any permitted operation should be to minimize increases in sound pressure level above ambient levels at the chosen point of sound reception. Increases ranging from 0-3 dB should have no appreciable effect on receptors. Increases from 3-6 dB may have potential for adverse noise impact only in cases where the most sensitive of receptors are present. Sound pressure increases of more than 6 dB may require a closer analysis of impact potential depending on existing SPLs (Sound Pressure Levels) and the character of surrounding land use and receptors. SPL increases approaching 10 dB result in a perceived doubling of SPL. The perceived doubling of the SPL results from the fact that SPLs are measured on a logarithmic scale. An increase of 10 dB(A) deserves consideration of avoidance and mitigation measures in most cases.” NYSDEC guidance states that typical human reaction to increases in decibel levels are as follows: • Under 5 decibels increase Unnoticed to Tolerable • 5 - 10 decibel increase Intrusive • 10 - 15 decibel increase Very Noticeable • 15 - 20 decibel increase Objectionable • Over 20 decibels increase Very Objectionable to Intolerable P a g e 4.33 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 This noise impact assessment also considers the project in relation to local ordinances. Section 152-4 of the Clay Town Code, denoting specific performance limits on noise in industrial districts and limits on construction activity, and Section 143 of the Town of Cicero Town code specifying limits on construction activities, are discussed in Chapter 3, Section 3.11. Noise levels generally decrease at an attenuation rate of 6 dB(A) per doubling of distance under ideal conditions. In other words, a receptor located approximately 100 feet from the source would be expected to experience a level that is 6 dB(A) less than a receptor located 50 feet from the source. In reality, projected noise levels are influence by local variables, including weather conditions and the screening effects of vegetation and topography, and observations are likely to vary from the idealized model. In many cases, observed sound levels at receptors may be lower than anticipated due to the screening effects of intervening topography, structures and vegetation, and atmospheric absorption of sound energy. Preliminary Noise Assessment Although specific industrial uses and the scale of their development are not known some assumptions on noise can be based on a potential development and a conceptual footprint based on the prime developable area. For assessment purposes several assumptions can be made concerning development and potential noise sources including: • Construction-associated noise will be produced during construction of on-site infrastructure, including demolition of existing structures, installation of roadways, parking areas, utilities, stormwater management areas, buildings, as well as during construction of improvements to existing infrastructure external to OCIDA’s property boundaries, including new utility installations and improvements to nearby roadways. • Operations including vehicle traffic and equipment movement along internal roadways, utility/storage yards and parking areas will generate noise. Manufacturing processes and building mechanical systems (heating, ventilation, air conditioning, etc.) may also create exterior noise. To estimate potential noise levels, five residential areas near the expanded Park area were considered representative of other nearby receptors. Distances between noise generated on site and the property lines of the proposed expanded Park and these receptors were determined using publicly available mapping, including aerial photos. Typical noise levels that may be generated by the project were estimated using NYSDEC guidelines and other source materials from the Federal Highway Administration, Federal Railroad Administration, and website research. The five receptors include: a) A home approximately 800 feet north of the Caughdenoy Road/NYS Route 31 intersection representative of at least five other residences along the west side of Caughdenoy Road b) A home approximately 2,700 feet north of the Caughdenoy Road/NYS Route 31 intersection on the west side of Caughdenoy Road just south of the Jerome Fire Equipment Company P a g e 4.34 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 c) A home on the east side of Caughdenoy Road approximately 750 feet north of the existing CSX grade crossing, approximately 150 feet west of the Park’s property boundary representing two other homes in the vicinity d) A home south of the Park’s property line and the Old Route 31 right-of-way. This is north of NYS Route 31 and represents other residential parcels in this vicinity e) A home in a residential development east of the Park’s property line on Meltzer Court Construction Noise Construction noise differs from operational noise in several ways: • Construction noise is highly variable and somewhat unpredictable depending on the type of equipment and its location relative to a receptor. Construction traffic noise varies by vehicle and by where along the travel path the vehicle is located relative to the receptor. • Construction generally occurs during daytime hours when most receptor activity is occurring outside and less likely to adversely affect outdoor activity unless it is based on recreation or similar outdoor uses that may rely on quiet conditions. • Construction activity is generally short-term and more acceptable as such. Noise levels generated during construction activities within the Park were estimated using information for different types of construction equipment by determining levels at specific distances from the source based on typical noise attenuation rates. Noise levels for construction equipment are presented in Table 4.11-1. These levels are based on a reference distance of 50 feet from the source of noise (engine, muffler, etc.), as obtained from the NYSDEC guidance and Federal Highway Administration Construction Noise Handbook 1. 1 Construction Noise Handbook Final Report, US Department of Transportation – Federal Highway Administration, August 2006 P a g e 4.35 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Table 4.11-1: Typical Construction Equipment Noise Levels Construction Typical Noise Level dB(A) Equipment at 50 Feet from Source FHWA NYSDEC Air Compressor 81 - Backhoe 80 83-86 Concrete Mixer 85 63-71 Concrete Pump 82 - Crane 83 - Dozer 85 80 Generator 81 78 Grader 85 85 Jack Hammer 88 82 Loader 85 - Paver 89 - Pile Driver 101 - Roller 74 - Scraper 89 - Shovel 82 - Truck (Dump) 88 91 Sources: FHWA Construction Noise Handbook & NYSDEC “Assessing and Mitigating Noise Impacts” 2001 Potential development would include demolition, on-site construction activities within the Town of Clay and roadway improvement construction in the Town of Clay and the Town of Cicero. For the purposes of this preliminary assessment, it is presumed that construction activities will take place within the hours specified in the respective town codes. For estimating construction noise three pieces of equipment were assumed to be operating simultaneously in the same area of the site. A dump truck at 91dB(A), a grader at 85dB(A) and a dozer at 80dB(A) combining for a total 93 dB(A) at 50 feet per the NYS DEC guidance document. The potential noise levels experienced at the five receptor locations are indicated in Table 4.11-2. P a g e 4.36 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Table 4.11-2 Potential Construction Noise at Receptors Distance Increase Distance from Constructio Constructio Combine in Sound Constructio from Representativ Town n Noise at n Noise at d Noise at Level at Recepto n Noise at OCIDA e Day Time Setback/ Receptor PL Receptor PL Receptor Receptor r OCIDA PL PL to Ambient Building with w/o with w/ PL with PL with Number w/o Recepto Sound Level Line to buffer buffer w/ buffer w/ buffer screening r PL Recepto screening screening screening screenin r PL g 76.5 1 50 ft. 72.9 dBA 81 dBA 250 ft. 79.5 dBA 74.5 dBA 3.6 dBA dBA 74.5 10.9 2 50 ft. 63.6 dBA 81 dBA 250 ft. 79.5 dBA 74.5 dBA dBA dBA 73.0 3 50 ft. 63.6 dBA 81 dBA 350 ft. 77.0 dBA 72.0 dBA 9.4 dBA dBA 76.5 4 50 ft. 72.9 dBA 81 dBA 250 ft. 79.5 dBA 74.5 dBA 3.6 dBA dBA 74.5 23.5 5 50 ft. 51.0 dBA 81 dBA 250 ft. 79.5 dBA 74.5 dBA dBA dBA If assumed to be operating at the required Town setback line of 200 feet from the expanded Park boundary the noise level at the property line would be approximately 81dB(A). At receptor property lines the noise levels would be slightly lower at approximately 79.5 dB(A) at the three nearest receptors. This noise level assumes no additional attenuation by topography or vegetation in the 200-foot project buffer. Dense vegetation may reduce noise levels further between 3 to 7 dB(A) per NYSDEC guidance which is reflected in the last column of Table 4.11-2 where the reduction in noise levels was assumed to be mid- point at 5 dB(A). Topographic screening and/or constructed barriers have the potential to reduce sound propagation by significant measures (in excess of 10 dBA), depending on orientation. A combination of earthen berms and/or vegetation would create additional attenuation if the line-of-sight is effectively blocked. Effective berms at sufficient heights could reduce levels further from those shown in the last column of Table 4.11-2. NYSDOT construction noise guidelines recommend maximum allowable levels of 80 dB(A) at a receptor. Such levels are most likely to occur within 200 feet of a noise source and on site because of the existing 200-foot setback along Caughdenoy Road and NYS Route 31 at the Park. For example, assuming a maximum noise level generated by several pieces of equipment operating at 93 dB(A) at 50 feet and attenuation of 12 decibels at 200 feet would result in the 81 dB(A) shown above. At 400 feet the sound level would decrease to 74 dB(A) and less than 65 dB(A) at about one-quarter mile. In general, the closest residences to the site (and on-site construction activity) are about 300 feet from the outermost building line (setback) allowed by local zoning. Thus, construction noise levels at a nearby off- site receptor at this distance would be approximately 77 dB(A) or about 3 decibels below the 80 dB(A) NYSDOT guideline. P a g e 4.37 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Roadway improvements and utility installation may take place closer to nearby residents (about 100 feet from the centerline) and could experience slightly higher temporary levels. Temporary construction activity beyond the boundaries of the expanded Park that will be necessary for utility installation and roadway improvements along NYS Route 31 and Caughdenoy Road may result in noise levels at nearby residences greater than that which might be expected from on-site construction work. Operational Noise Operational noise from potential development at the proposed expanded Park is anticipated to include vehicle and equipment movement along internal roadways such as employee vehicles and delivery trucks; utility/storage yards and parking areas; manufacturing processes; and building systems such as heating, ventilation, and air conditioning. Ambient sound levels at the Park location currently exceed “Steady-State” (operational) limits specified in the Town of Clay noise ordinance. Industrial operations at the proposed expanded Park do not present the potential to cause sound levels to exceed these limits at the property line. Therefore, this preliminary analysis evaluates potential impacts associated with operational noise resulting in sound levels above current ambient conditions. Vehicular traffic speeds within the Park are expected to be controlled, and associated noise levels from vehicular traffic will correspond to NYSDEC’s categorization of Light Auto Traffic, producing sound levels of 50-55 dB(A) at a distance of 50 feet. Building systems would likely contribute sound levels on the order of NYSDEC’s level of approximately 60-65 dB(A) per unit at a distance of 20 feet. (See Figure 4.11-1) Sound levels originating from multiple sources are additive. However, as decibels are measured on a logarithmic scale, source sound levels are also added logarithmically. As a result, a maximum combined sound level produced by multiple contributing sources is limited to approximately 10 decibels above the highest individual contributing sound level. Furthermore, as sound levels also decay logarithmically over distance, the additive effects of sound levels are limited by the proximity of the sound sources to one another. For the purposes of this preliminary analysis, combined operational sound levels within the operational footprint of the site (200 feet from the property line) are presumed to be a conservatively high 72 dB(A) at a distance of 50 feet. Operational noise levels estimated for post-construction activity on site are shown in Table 4.11-3. In this instance, assuming an operational noise level of 72 dB(A) at 50 feet and attenuation of 3 to 7 decibels per distance doubling or assuming 5 dB(A) as mid-point, would result in 62 dBA at the proposed expanded Park’s property line and slightly less at nearby receptor property lines. Day-time ambient sound levels along Caughdenoy Road and NYS Route 31 currently exceed these operational sound levels projected to the Park property lines. Dense vegetation may reduce noise levels further between 3 to 7 dB(A) per NYSDEC guidance, which is reflected in the last column of Table 4.11-3, where the reduction in noise levels was assumed to be mid- point at 5 dB(A). Topographic screening and/or constructed barriers have the potential to reduce sound propagation by significant measures (in excess of 10 dBA), depending on orientation. A combination of earthen berms and/or vegetation would create additional attenuation if the line-of-sight is effectively P a g e 4.38 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 blocked. With the addition of modest amounts of screening, the levels at receptors closest to the noise might be reduced to 56 dB(A). This assumes noise being generated up to the setback line on site, which may or may not be the case. A more likely scenario would assume noise levels are generated in more interior portions of the site, thereby resulting in noise levels slightly lower at receptor locations. Table 4.11-3 Potential Operational Noise at Receptors Receptor PL with w/ buffer Day Time Ambient Sound Distance from OCIDA PL Noise at Receptor PL with Noise at Receptor PL with Setback/ Building Line to OCIDA PL w/o screening Measured Representative Sound Level at Receptor Assumed Representative Receptor PL w/o buffer Night Time Increase in Night Time Combined Day Time Combined Night Time Ambient Distance from Town w/ buffer screening w/ buffer screening Operation Noise at Operation Noise at Operation Noise at Receptor Number PL with w/ buffer to Receptor PL Sound Level Receptor PL screening screening screening Level 72.9 62.9 62 61.0 56.0 72.9 63.9 1 50 ft. 250 ft. 1.0 dBA dBA dBA dBA dBA dBA dBA dBA 63.6 53.6 62 61.0 56.0 64.6 58.0 2 50 ft. 250 ft. 4.4 dBA dBA dBA dBA dBA dBA dBA dBA 63.6 53.6 62 58.0 53.0 63.6 56.6 3 50 ft. 350 ft. 3.0 dBA dBA dBA dBA dBA dBA dBA dBA 72.9 62.9 62 61.0 56.0 72.9 63.9 4 50 ft. 250 ft. 1.0 dBA dBA dBA dBA dBA dBA dBA dBA 51.0 41.0 62 2,400 40.4 <30.0 51.0 41.0 5 NA* 0.0 dBA dBA dBA dBA ft.* dBA dBA dBA dBA *Presumes operations only to the west of Burnet Road Operational noise, including during nighttime operations, observed at nearby residential receptors adjacent to the site may result in increases in sound levels from existing ambient conditions in the range of 0.0 to 4.4 dB(A). Impacts The NYSDEC Noise Policy indicates increases in sound pressure levels of less than 5 decibels are considered “unnoticed to tolerable” by human hearing. NYSDEC guidelines further state that increases in sound pressure levels between 0 to 3 dB should have no appreciable effect on receptors. Changes in noise levels of 3 dB(A) or less are not perceptible by human hearing. An increase of 3 to 6 dB may have a potential for adverse noise impact in cases where the most sensitive receptors are present. An increase of more than 6 dB may require a closer analysis of impact potential depending on existing sound pressure levels and the character of the surrounding land use and receptors. Furthermore, NYSDEC guidance states that the goal for any permitted operation should be to minimize noise levels above ambient levels at the chosen point of sound reception. The addition of any noise source, in a non-industrial setting, should not raise the ambient noise level above a maximum of 65 dB(A). Ambient noise levels in an industrial or commercial area may exceed 65 dB(A) with a high end of 79 dB(A). In these instances, mitigation measures utilizing best management practices should be used in an effort to ensure that a facility’s generated sound levels are at a minimum. P a g e 4.39 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 The analysis above indicates potential worst-case-scenario increases of sound levels at surrounding receptor property lines of up to 4.4 dB(A) during nighttime operations. Increases of this magnitude are considered “unnoticed to tolerable,” and present the potential for adverse impacts only in cases of the most sensitive receptors. These findings are predicated upon operational sound levels consistent with operational noise sources contributing 62 dB(A) at the Park property line. Operational sound sources resulting in projected sound levels at the Park property line in excess of 62 dB(A) may require additional analysis and/or mitigation. Temporary and intermittent construction activities may have the potential to increase sound levels in excess of 10 dB(A) at nearby receptor property lines depending on the exact location of construction activities associated with a specific development proposal. NYSDEC notes increases in sound pressure levels of 10-15 decibels to be “very noticeable,” 10-15 decibels to be “objectionable,” and above 20 decibels to be “very objectionable to intolerable.” Increases in sound levels due to construction activities are an unavoidable temporary impact that may warrant additional mitigation. 4.11.2 Mitigation In many instances operational noise can be mitigated by site layout to increase the distance between noise source and receptor to the greatest extent possible. Additional reductions can be achieved by maintaining natural buffer areas as vegetative screens and constructing earthen berms or other noise barriers on site. Physically blocking the line-of-sight between source and receptor is effective in reducing noise levels to some degree. The location and need for earthen berms and similar types of noise barriers will be confirmed at the time a specific tenant proceeds with site engineering and review by the Town. Earthen berms will be effective in reducing noise levels if sufficient in height, width, and length. Overall dimensions will need to be determined. A barrier may be required in lieu of a berm if space is restricted. The placement of buildings, utility yards, equipment, and materials storage, loading docks, air compressors, etc. can influence noise levels at off-site receptors. Screening these areas from receptors east, west, and south of the Park may be necessary. Additional measures include installing enclosures of heating, ventilation, and air conditioning (HVAC) building systems and utilities. Noise from transportation sources can be mitigated by adjusting work and delivery schedules to distribute employee and truck traffic during hours of operation. At a minimum, the following mitigation measures will be incorporated into the various phases of site development to reduce potential noise impacts. • Community accessible information including construction schedules will be prepared by project tenants and made available at suitable locations (door-to-door, websites, town offices) to notify neighbors of upcoming work. A complaint resolution process will be implemented and monitored by the tenant and/or OCIDA during construction. • All construction equipment will be maintained with properly functioning noise reduction muffler systems per manufacturer’s specifications as part of construction contracts and contractor responsibilities. P a g e 4.40 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 • Earth-moving equipment will be restricted from “tail gate banging” during sensitive times of the day (early morning and late evening) and when operating near residential receptors. • Building construction near adjacent residential receptors will consider phasing opportunities and scheduling work to reduce potential noise impacts by erecting buildings, berms, stockpiling materials, structure placement, etc. to interrupt sight lines and therefore reduce noise levels being generated in the direction of sensitive receptors as construction advances on-site. • Haul roads, access drives, materials storage areas, staging areas, etc. will be placed as far from sensitive receptors and internal to central portions of the site to the greatest extent practicable. • Limiting construction to normal daylight hours to the greatest extent practicable. If nighttime construction is required, consideration will need to be given to use of variable level audible back- up alarms on heavy equipment, and/or use of strobe lights or other OSHA approved safety devices. • Establish a project hotline (website and phone numbers) so residents can be kept informed of the status of project construction and obtain information for forwarding on complaints relative to construction activity due to noise, dust, work hours, etc. 4.12 Human Health Due to the anticipated construction and operations of the expanded Park, there could be activities that cause some degree of change to the physical aspects of the surrounding area, including the potential for increased traffic, air emissions and noise. These changes have the potential to cause small to moderate impacts to the human health of surrounding residents including more “sensitive” receptors like nursing home residents and small children. Future construction activities at the Park could create impacts associated with construction equipment noise, dust generation associated with earth moving/grading, and increased vehicular traffic. New manufacturing operations will result in some degree of air emissions, depending upon the specific manufacturing processes (see Section 4.7). Long-term site operations could also impact public safety due to increased traffic from the relatively large workforce. Minimization and mitigation for temporary impacts during construction activities include restrictions on site access, hours of construction activity, delivery of equipment and materials to the site, measures to control dust from disturbed soil, best management practices for temporary fuel storage, and flagging/traffic control measures to protect all modes of travel within any construction area or public right-of-way. General impact minimization and mitigation measures will require that the future site tenants obtain all necessary local, state, and federal permits, demonstrating that they are developing and operating the site in accordance with all regulatory requirements and laws. Operational procedures and avoidance measures will be established to minimize potential offsite impacts to human health. Mitigation measures for potential impacts during operation of new facilities include improvements in intersection designs, implementation of air emission control devices on industrial process, and vegetative and earthen noise barriers between new facilities and neighboring properties. Specific mitigation measures for traffic, air and noise are addressed in greater detail in Sections 4.3, 4.7, and 4.11, respectively. P a g e 4.41 Chapter 4 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 Past spills constitute relatively minor environmental incidents that are not expected to present any significant human health or environmental risks to the Project or surrounding community considering the small quantities of spilled material and the status of the spills (i.e., all dealt with to the satisfaction of NYSDEC). Furthermore, with one exception, the spills did not occur within the expanded Park boundaries. The one spill that did occur at the north end of Burnet Road only involved 2 quarts of oil and has been satisfactorily addressed. A Geotechnical Investigation Report 2 previously prepared for the Park did not encounter any adverse environmental conditions. There were two minor past spills that occurred in off-site areas where new utility lines could be constructed. In the unlikely event that any contaminated soil is encountered during construction, it will be segregated, sampled, and disposed of in accordance with applicable regulations. 2 C&S Engineers, Inc. Geotechnical Investigation Report (1996). P a g e 4.42 Chapter 4 4 . Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 5.1 Cumulative Impacts It is anticipated that the expansion of the Park and subsequent development of the Park for industrial semiconductor uses will induce similar cumulative impacts and effects to the area as was identified during the 2013 FGEIS. It remains possible that the expanded Park could be a catalyst to additional industrial and business development in this area, particularly, the area to the west of the Park along Caughdenoy Road that is already zoned for industrial uses (I-2) and areas south of the expanded Park where lands are vacant and currently for sale. The addition of the sewer line to and through this area further adds to the attractiveness to develop this area for industrial or business use. There are several new developments in various stages of approval and review by the Town of Clay Planning Board. The two most relevant developments are a 60-unit senior housing complex along Brewerton Road east of the Park, which was recently approved by the Town of Clay Planning Board for construction. There is also a mixed use Planned Development District (PDD) on the corner of NYS Route 31 and Henry Clay Boulevard that will soon be presented to the Town of Clay Planning Board for approval. If approved, this new PDD will include approximately 100 +/- apartments and some mixed-use retail units on the bottom floors towards the front of the parcel. Given their distance from the Park, it is not anticipated that the construction of either of these potential developments would create cumulative impacts if constructed concurrently with the development of the Park. The development of the expanded Park or any surrounding areas that develop as a result of development at the Park could create positive cumulative impacts and economic spin-off. This could include an increase in employment opportunities, increases in local discretionary spending providing additional sales tax revenues to State and local governments, demand for new goods and services support businesses, and further diversify the tax base of the Town of Clay. The installation of a sewer force main along NYS Route 31/Caughdenoy Road intersection and northward along Caughdenoy Road paired with the various intersection improvements along NYS Route 31 will likely make this area attractive to industrial and business uses as well. Added industrial and business uses would increase traffic along NYS Route 31 and Caughdenoy Road. The additional traffic on NYS Route 31 could impact levels of service at several intersections and require improvements at a quicker pace than presently expected as discussed in Chapter 4, Section 4.3. Potential new growth and economic expansion could create some adverse cumulative impacts. Changes in surrounding land use could put additional demand on sewer capacity and wastewater treatment at the Oak Orchard WWTP and may require upgrades to capacity at the plant to support future growth in the area. The conversion of undeveloped land to other uses will cause a loss of vegetation and wildlife habitat. Encroachment and impacts to environmentally sensitive features including, but not limited to wetlands and floodplains may occur. Changes in visual character from relatively undeveloped land to increased densities may also result. Depending on the nature and extent of development, there may be increased demand on municipal services for fire, police and emergency services. There may also be increased demand on housing, schools and local utilities. The mitigation of these potential impacts will need to be determined as new development projects are introduced and will need to be coordinated at that time with the Town of Clay and possibly other entities and involved agencies. P a g e 5.1 Chapter 5 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 5.2 Mitigation Road improvements and the provision of other infrastructure, particularly expanded sanitary sewer capacity at the Oak Orchard Wastewater Treatment Plant, and the potential cost implications for increased municipal services in anticipation of further development of the area would require local, state and federal funding. The establishment and implementation of policies at the Town and County level will be required to manage land use and infrastructure development along and especially north of the NYS Route 31 corridor to control the potential for adverse effects of additional development in the area. These policies may be established through the Town of Clay Northern Land Use Study and/or the Onondaga County Comprehensive Plan update. Implementation could also be accomplished through Town zoning and County Section 239 project reviews. P a g e 5.2 Chapter 5 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 6.1 Unavoidable Impacts Many of the unavoidable adverse impacts that are likely to result from the expansion of the Park remain similar to those anticipated during the 2013 FGEIS. The difference is the geographic extent given the proposed Park expansion, which could result in greater impacts but also allow for additional buffers to avoid, minimize, and mitigate certain impacts (e.g., ecological, noise, etc.). The unavoidable impacts include the following. 6.1.1 Construction Impacts It is expected that the expansion of the Park and subsequent construction activities during the development of the Park will generate some temporary impacts as an unavoidable consequence of the development of the Park. These impacts and their intensity will vary throughout the development of the Park. Impacts are likely to include an increase in truck traffic on nearby roads, primarily NYS Route 31 and Caughdenoy Road as construction workers and materials are transported to and from the Project site. As identified in the 2013 FGEIS, heavy machinery and construction equipment will be used throughout construction. As a result, noise levels will increase in surrounding areas during construction activity. Limiting the placement and storage of equipment and materials as far as possible from residences surrounding the Park will help to mitigate the increase in noise levels. Construction activities will also be limited to normal daytime hours whenever possible consistent with the Town of Clay Noise Ordinance requirements to minimize impacts to nearby residents. Excavation and the transport of materials have the potential to create fugitive dust from unpaved surfaces depending on wind direction and drying conditions. Dust will be controlled by sweeping adjacent roads to the Project site and watering access roads on site as needed. In addition, in compliance with State water quality and stormwater management regulations future development will require a complete detailed Erosion and Sediment Control and Stormwater Pollution Prevention Plan prior to any construction. These plans will be developed by future project tenants in compliance with all local, State and federal regulations. Contractors working on site will also be required to follow best management construction practices to reduce the potential for soil erosion, dust, noise, traffic and other construction impacts. 6.1.2 Traffic An increase in traffic will result from construction and development of the expanded Park. Traffic is also projected to increase from other developments occurring in the area and will change the existing levels of service at certain intersections along NYS Route 31. Therefore, roadway improvements along NYS Route 31 are proposed based on existing and future traffic volumes. Regardless of development at the Park, transportation improvements will be required along NYS Route 31 as other development occurs over time. P a g e 6.1 Chapter 6 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 6.1.3 Air Quality and Noise Future industrial use at the expanded Park will result in increased traffic, including employee vehicles, trucks, and the possible use of rail. This will increase noise and air emissions from the Park area. There will also be an increased use of energy, water and wastewater treatment resulting from development, but the exact degree of increase is unknown at this time. The use of natural gas for process heat demands and thermal oxidizers for the destruction of volatile organic compounds will generate combustion related air pollutants. The use of chemicals in manufacturing processes will generate non-combustion air pollutants. Emission control equipment will be utilized to reduce the emission rates and overall volume of released pollutants. 6.1.4 Ecology Areas of open field cover type within the expanded Park will be developed. It is anticipated additional upland shrubland and woodland habitat areas will also be affected by the expansion. As the Park does have the potential to impact both state and federal jurisdictional wetlands, the associated habitat areas may also be impacted by development of the expanded Park. This is consistent with the findings of the 2013 FGEIS. Much of the Park will maintain its natural habitats as areas set aside from development. Some areas on site that may experience temporary disturbance from construction activities could return to vegetated locations, (i.e., stormwater management areas, landscaping, and visual buffers). Furthermore, it is anticipated that most wildlife would adjust to site development either by relocating to suitable areas on site or to surrounding areas. 6.1.5 Visual Character Similar to the analysis in the 2013 FGEIS, the development of the expanded Park site will alter the visual character, which currently consists of single family rural residential plots, undeveloped rural open space comprised of former farm fields, and shrub and woodland. The future development at the expanded Park will instead include industrial buildings, parking areas, support facilities, and internal roads. It is anticipated that during development at the expanded Park wetlands within the Park will remain undeveloped. Visual changes resulting from construction and development are unavoidable. Measures to reduce the effects of visual changes include the placement of additional vegetative buffers and landscaped berms at key locations around the site, particularly along the western and southern periphery of the site to screen views and mitigate noise. The need for specific visual mitigation measures will be determined once tenants are known and the degree of potential visual impact is determined. Building placement, the use of attractive building materials and structural design features and landscaping will be encouraged by the OCIDA to enhance the appearance of buildings and grounds. Appropriate lighting fixtures and other site design features will be determined in coordination with the Town of Clay’s site plan review process. P a g e 6.2 Chapter 6 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 6.1.6 Displacement of Existing Property Owners For the objectives of the Project to be achieved, OCIDA must increase the size of the Park to make it more attractive to potential future tenants, specifically tenants in the semiconductor industry. The proposed expanded Park footprint requires that OCIDA acquire certain residences along Caughdenoy Road, NYS Route 31 and approximately 3 dozen residences along Burnet Road. These residential properties have been acquired or will be acquired by OCIDA through negotiated purchase agreements or pursuant to the Eminent Domain Procedure Law (EDPL) and existing owners will need to relocate. OCIDA must also acquire the property on which the existing telecommunication tower is located. The properties along NYS Route 31 and Burnet Road represent a significant portion of the expanded Park’s prime developable area and are therefore a necessary component of the Project. Existing structures and improvements will ultimately be demolished and/or removed in furtherance of the potential future development of the Park. Demolition activities will be conducted in accordance with Town of Clay requirements, and all debris will be disposed of at authorized off site facilities in accordance with applicable regulations. The telecommunications tower will need to be disassembled and relocated. The acquisition and removal of the residences along Burnet Road allows for the expansion of the Park footprint to accommodate large-scale campus like development for tenants and will enable maximum use of setbacks and buffers between the prime developable area of the Park and the nearest land uses to the east along and off of Brewerton Road in the Town of Cicero. While the removal of the aforementioned residences and tower are unavoidable, owners will receive fair market value for their properties, thus enabling them to relocate within the Town of Clay or elsewhere. OCIDA will also pay the seller’s normal transaction costs of updating the title and survey, recording fees, transfer taxes and other similar expenses in connection with the transfer of these properties as well as the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem charges and other similar charges. In the event it is necessary to acquire any such properties pursuant to the EDPL, as condemnor, the Agency will offer just compensation based on the fair market value determined by its highest approved appraisal, and the respective property owners will have the right to challenge the amount of such just compensation under EDPL Article 5. The Agency will also pay, upon acquisition, any costs associated with recording fees, transfer taxes, penalties incurred by the condemnee for prepayment of any preexisting recorded mortgage entered into in good faith encumbering the property, and the pro rata portion of real property taxes, water rents, sewer rents, special ad valorem taxes and other similar charges. P a g e 6.3 Chapter 6 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 7.0 GROWTH-INDUCING IMPACTS The growth-inducing impacts that are likely to result from the expansion of the Park remain similar to those anticipated during the 2013 FGEIS. 7.1 Population Growth It remains reasonable to expect that the development of the expanded Park will result in some direct and secondary growth impacts to the surrounding community. Direct impacts will result from the development of the Park itself. Secondary impacts such as industrial-related support businesses or other commercial businesses being established near the Park are also possible. Direct impacts will include job creation both on a temporary basis during construction and long-term employment once buildings and ancillary facilities are completed and become operational. It is anticipated that construction of a campus for a large semiconductor industrial tenant will occur over the course of a year or more. Most job opportunities created during construction will be filled by the local labor pool. However, it is anticipated that the development of the expanded Park will bring approximately 4,000 full-time high paying jobs to Onondaga County. The potential exists for many of these new jobs to be filled by people that are not currently living within the Syracuse Metropolitan Area, meaning that there could be a proportional increase in the number of households in the Syracuse metropolitan statistical area (MSA) as well as the need for new housing. It is estimated that the North Syracuse Central School District enrollment would increase by approximately 1.6%. This increase in school population is not anticipated to place an undue burden on local schools and educational facilities, mainly due to the recent decline in the Syracuse Metropolitan Area population and resulting decline in the student aged population. 7.2 Infrastructure-Induced Growth The development of the expanded Park will necessitate the construction of new infrastructure. The most important infrastructure improvements that are needed to support the proposed development include the traffic mitigation improvements described in Section 4.1.10, the installation of sewer force mains being designed to support the greater Oak Orchard District and a gas line as described in Chapter 3 and 4, Sections 3.4.1 and 4.4.1, respectively. Utility connections on-site will not result in substantial growth-inducing impacts since its effects will be in support of on-site uses, but these new utilities could encourage some new growth along their conveyance routes. The availability of public sewer has the potential to foster additional development in this portion of the Town of Clay, which remains relatively undeveloped at the present time. The ability to tap into the force mains is subject to State, County and Town of Clay review and approvals. As such, development will be managed by these entities and by the available capacity of wastewater treatment at the Oak Orchard Treatment Plant. Formation of a new sewer district to serve the Clay Business Park P a g e 7.1 Chapter 7 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 could help manage growth in the area. The County can service up to 4 million gallons per day (MGD) at Oak Orchard for the Park. Transportation improvements along the NYS Route 31 corridor could also accelerate and accommodate increased development activity. Traffic improvements will be required along NYS Route 31 as development occurs. Traffic mitigation improvements proposed to support the expanded Park are not likely to induce further growth alone without other improvements along the corridor. Development in the vicinity of the expanded Park could take several different forms at varying scales and densities depending on real estate market conditions and trends when new sewers come online. It is expected that future development in the vicinity of the Park will be in accordance with the Town of Clay Zoning Code and any related regulations or requirements in effect at the time. Under current zoning, this could translate into additional industrial development west of Caughdenoy Road and along NYS Route 31. Development of residential uses could also occur in the vicinity of the Park as the result of sewer availability. Residential uses, perhaps as new residential subdivisions along NYS Route 31 south and east of the Project site, may occur in areas presently zoned RA-100. All new development that occurs off-site will be subject to Town of Clay zoning requirements and site plan review. Such projects will also be subject to an environmental review under SEQRA conducted by the Town and/or other involved agencies at the time a specific project is proposed. Potential adverse environmental impacts will be identified, evaluated, and subject to project-specific mitigation measures on a case-by-case basis as part of the SEQRA review process. P a g e 7.2 Chapter 7 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 8.0 IRREVERSIBLE AND IRRETRIEVABLE COMMITMENT OF RESOURCES 8.1 Commitment of Resources Similar to the 2013 FGEIS, it is anticipated that the expansion of the Park and subsequent development of the Park will require similar commitments of various types of community resources by OCIDA, Onondaga County, and other entities including the private sector as investment and development of the Park progresses. The irreversible commitment of physical resources will include the conversion of approximately 4.0 million square feet of the expanded Park to building footprint and additional support facilities in support of potential industrial semiconductor uses. There will also be 50± acres of parking (which may include parking garages), loading areas, access and internal circulation roads at the expanded Park. As evaluated in the 2013 FGEIS, the prime developable area of the Park generally consists of fields, shrubland, and some woodland areas. Residential properties may now be part of the prime developable area given the proposed expanded footprint of the Park along Burnet Road. Also similar to the 2013 FGEIS, areas that are likely to remain mainly undeveloped generally consist of wooded upland, wetlands and NYSDEC wetland buffer areas. As analyzed in the 2013 FGEIS, development of the Park will require soil disturbance as well as the loss of vegetation and wildlife habitats. However, the goal will be to avoid wetlands and mature habitats to the maximum extent practicable by focusing development in the prime developable area (see Figure 1.1-2). Topsoil will be stockpiled for use on-site for landscaping, whenever possible. Trees removed for development will be considered for sale as timber and other vegetation cleared from the Project site will be recycled as mulch and landscaping, when practicable. The only difference from 2013 may be the amount of soil disturbance and trees impacts from development given the proposed expansion and greater Park acreage. Development will include the commitment and consumption of building and construction materials including concrete, asphalt, steel, lumber, plastics and other raw materials and finished products. Development will require the consumption of water, electricity, fuel (gas and diesel), oil and other petroleum products. Additional materials and energy resources will be consumed by tenants for industrial processes. The provision of utilities for water, sewer, electrical, natural gas, and telecommunications will be required throughout construction and operation of facilities. The use of materials and goods are expected to be met by the region’s supply. Nevertheless, as in 2013, this represents an irreversible and irretrievable commitment of these resources that will not be available for other uses. The proposed Action will also require public and private services, including, but not limited to, solid waste disposal, police, fire and emergency services, as expected with any large-scale development and as detailed in the 2013 FGEIS. Commitment of these resources is an anticipated outcome of an industrial park’s development. P a g e 8.1 Chapter 8 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 9.0 EFFECTS ON THE USE AND CONSERVATION OF ENERGY RESOURCES 9.1 Proposed Energy Sources Commitment and indication of adequate capacity from National Grid to support the expanded Park with natural gas and electric utility service was received. The expanded Project site is capable of supporting a mix of industrial and/or commercial use facilities located in a campus-like setting. The facilities will consume natural gas and electricity as a result of normal operations. It is anticipated that approximately 25 acres of the site could be used for a potential electrical substation and gas regulator station to support the energy needs of the expanded project site. This space has potential to be a central energy facility intended for energy distribution to the campus facilities and buildings, while minimizing the quantity of equipment needed and maximizing energy efficiency. 9.2 Anticipated Short-Term/Long-Term Energy Consumption Based on the targeted semiconductor industry, development of the expanded Park may employ up to 4,000 employees and operate up to 4 million square feet of facilities. Potential facilities include the following use types: • manufacturing/fabrication/assembly space • laboratory, research and development (R&D) space • logistics, warehousing, and/or shipping & receiving space • office and administration space • manufacturing support facilities, outdoor utility spaces, maintenance areas, waste facilities, and service/storage yards • on-site energy generation or electrical substation space • wastewater treatment systems or pump stations • paved area for parking (which may include parking garages), loading, internal road circulation and/or shipping/receiving areas Although the objective of the expanded Park is to develop the site for the semiconductor and manufacturing industry, the actual demand for energy can vary greatly according to the types of industries and businesses eventually located in the Park. US Energy Information Administration’s (EIA) 2018 Manufacturing Energy Consumption Survey identified that manufacturing facilities, on average, consume 95.1 kilowatt-hours (kWh) of electricity and 536,500 British thermal units (Btu) of natural gas per square foot annually. This average can increase or decrease significantly depending on the facility use type, manufactured product, and manufacturing process. P a g e 9.1 Chapter 9 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 9.3 Energy Codes and Executive Orders Buildings and uses designed for the expanded Park will be constructed utilizing equipment and systems in compliance with energy conservation and building code standards as set forth by New York State Construction Codes. New York State has several codes and NYS programs related to their building energy code. These include the State Energy Conservation Construction Code (“SECCC”), the NYS Executive Order No. 111, and The New York Energy Smart Program. The SECCC determines the minimum energy conservation requirements for new buildings including heating and ventilating, lighting, water heating, and power usage for appliances and building systems. Specific design requirements are related to the climate zone the building is located (Onondaga County, Zone 5A). Low energy and equipment buildings are exempt from the building thermal envelope provisions. The NYS Executive Order No. 111 provides the guidelines for energy use and environmental issues for New York State buildings and vehicles. While this Executive Order would not apply to Private Industry, it represents an Energy Conservation Model recognized within the state that can be referenced by private industry. Some of the goals are to increase the availability of renewable energy sources and premium efficiency products, reducing peak summer energy demand and creating a less oil dependent economy. For new construction equal to or greater than 20,000 gross square feet, the building must achieve at least a 20% improvement in energy efficiency performance, meet the criteria for a U.S. Green Building Council Leadership in Energy and Environmental Design (“LEED”) rating, and comply with the New York State Green Building Tax Credit requirements. 9.4 State and Local Energy Initiatives The following incentives are available to industry within NYS with a clear intent to promote and reward the use of energy efficient systems and policies. Several are available to industry located within Onondaga County and are promoted and coordinated by OCIDA. It is in the best interest of any industry locating at the expanded Park to be as energy efficient as possible to control operating costs as well as contribute to achievement of NYS initiatives and energy objectives. New facilities systems are expected to be designed to be highly energy efficient using the latest technologies in energy use and conservation which represent the most cost effective and responsible approach for the industry. OCIDA coordinates incentive packages for businesses through the New York State Energy Research and Development Authority (“NYSERDA”) commercial/industrial programs. These programs provide energy efficiency services for new construction, industrial facilities and vehicle fleets. NYSERDA services include new renewable, clean energy and energy efficient product manufacturing incentives and services designed to promote greater transportation, lighting and HVAC efficiencies. P a g e 9.2 Chapter 9 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 9.5 Energy Star and Industry Energy Responsibility Partnerships Energy Star is a voluntary partnership program of the U.S. Environmental Protection Agency (“EPA”). Its primary purpose is to help U.S. industry improve its competitiveness through increased energy efficiency and reduced environmental impact. Through Energy Star, the U.S. EPA encourages strong and strategic corporate energy management programs and provides energy management tools and strategies to assist companies implement such programs. There are several methods for designers, contractors, and building managers to be recognized by the EPA. The most notable is the Energy Star Building Certification which requires the building to meet strict energy performance standards set by EPA. These standards include energy performance indicators (“EPIs”) to calculate energy intensity and to score the facility on a 1-100 scale. A score of 75 or above is required for certification, but certification is not available for all building types and for all sectors of industry. For a building in the design phase, there is the Designed to Earn Energy Star Recognition, which signifies that the operating energy use of the building is designed to be in the top 25 percent as compared to similar buildings throughout the U.S. Industrial and manufacturing facilities that are not part of EPA’s Industries of Focus are eligible to participate and receive Energy Star’s Challenge for Industry Recognition which is designed to help energy managers and industrial sites improve energy performance and set goals. Industrial sites participate by committing to the pre- established goal of improving energy performance by 10 percent within 5 years or less. Currently, semiconductor manufacturing, including, but not limited to wafer fabrication and processing, is not eligible for an Energy Star Building Certification, but can be recognized through both the Designed to Earn Energy Star Recognition and Challenge for Industry Recognition. These programs offer advanced tools to assist manufacturers in assessing and tracking energy use and prescribing energy management and improvement initiatives with goals of energy reduction. Achievement of set energy reduction and environmental improvement goals results in receiving recognition. Unstable energy markets, increasing competition, and global regulation of greenhouse gas emissions are currently causing many U.S. manufacturers to implement energy management as a viable opportunity. A reduction in production cost can be achieved without negatively affecting the yield and quality of products by effectively reducing energy consumption and costs. This goal can often be met through investments in energy efficiency, which can include the implementation of plant-wide energy-efficiency practices and the purchase of energy-efficient technologies. These technologies can often offer additional benefits, such as quality improvement, increased production, and increased process efficiency. 9.6 LEED Design and Construction OCIDA promotes State and Federal incentives to encourage users to develop the Park with energy systems that are both energy efficient and environmentally friendly. This can be accomplished through the planning, design and construction of facilities that are consistent with Leadership in Energy and Environmental Design (LEED) certification standards. Standards include energy efficient heating, ventilation and air conditioning (HVAC) systems, and day-lighting of interior spaces. P a g e 9.3 Chapter 9 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 10.0 SOLID WASTE MANAGEMENT 10.1 Solid Waste The proposed expanded Park may employ up to 4,000 employees and operate up to 4 million square feet of facilities. As a result of the proposed Park expansion, there will be increased generation of solid and hazardous wastes, which represents a change from what was considered in the 2013 FGEIS. Statistics vary greatly on the amount and type of waste that is generated by industrial processes depending on types of industrial uses and materials. Based on a California study 1that was cited in the 2013 FGEIS, an estimated solid waste generation rate for typical manufacturing and warehousing facilities is 1.42 pounds per 100 square feet per day. Using this rate and the potential for approximately 4 million square feet of manufacturing and warehouse space at the expanded Park, approximately 56,800 pounds per day (28.4 tons per day) of solid waste could be generated. For perspective, a waste hauler truck that services businesses can fit up to 40 cubic yards of compacted waste or about 13.2 tons of waste. This would equate to about two truckloads per day of compacted solid waste leaving the Park. Given recent industry improvements in waste minimization, recycling, and reuse, it is anticipated that actual solid waste generation at the Project site would be less than 28.4 tons per day. According to a 2019 GLOBALFOUNDRIES Corporate Responsibility Report, their facilities generated an average of about 9- 12 tons per day of solid waste over a five-year period (assuming five manufacturing plants). Certain properties to be acquired along NYS Route 31 and Burnet Road contain existing structures and improvements that will ultimately be demolished and/or removed in furtherance of the future development of the expanded Park. Demolition activities will be conducted in accordance with Town of Clay requirements, including a demolition permit issued by the Town of Clay, and all debris will be disposed of at authorized off site facilities in accordance with applicable regulations. It is estimated that demolition of a 2000 square foot residential structure will generate about 100-120 tons of solid waste. 10.1.1 Solid Waste Impacts and Mitigation As described in the 2013 FGEIS, OCIDA will work with any future tenant to develop a solid waste management program that includes recycling and reuse of materials. Management and disposal of solid waste will be consistent with the goals established by the Onondaga County Resource Recovery Agency (OCRRA) in its September 2016 Solid Waste Management Plan Update. It is anticipated that the Town of Clay will incorporate solid waste management requirements (including reuse and recycling measures) into any zoning and land use approvals issued to a future tenant. These “best-management” practices are cost- effective alternatives to offsite disposal. Transportation and disposal of non-hazardous solid waste will be coordinated with a licensed solid waste hauling firm. It is anticipated that material will primarily be taken to OCRRA’s Waste to Energy Facility 1 Santa Barbara County Public Works Department. Guide to Solid Waste and Recycling Plans for Development Projects (May 1997). P a g e 10.1 Chapter 10 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 in Jamesville or an approved transfer station. OCRRA also has contingency plans for disposal of waste, if necessary, at facilities such as Seneca Meadows Landfill (Seneca County) or High Acres Landfill (Monroe County). Future development and operations within the Park will also be required to comply with Chapter 194 of the Town of Clay Town Code concerning solid waste. At the estimated solid waste generation rate, the potential impact is not anticipated to be significant in terms of the total service area and solid waste capacity. It is anticipated that local haulers will provide adequate services to the Park, as is currently being provided to other businesses and industrial users in the County. No additional mitigation is necessary since potential impacts due to solid waste generation are minimal. 10.2 Hazardous Materials Potential future industrial manufacturing activities at the Park could include the use and storage of petroleum, compressed specialty gases, and chemicals such as paints, solvents, chlorine, corrosive materials, and materials containing metals. Specialty gases that may be used or generated by a future tenant could include nitrogen, nitrogen trifluoride, oxygen, carbon dioxide, silane, nitrous oxide, helium, and argon. Various types of hazardous waste may be produced as a result of the potential manufacturing and wastewater treatment activities that could take place at the proposed expanded Park. Hazardous waste could be in solid, liquid or gaseous forms and considered hazardous because of its physical characteristics or the process that generated the waste. Potential waste streams may include solvents, isopropyl alcohol, acids, hydrogen fluoride, ethylene glycol, chlorine, wastewater sludge, metal slurries, and metal plating wastes. The use, generation, treatment, handling and storage of hazardous waste will be monitored and regulated in accordance with applicable permits administered by NYSDEC and USEPA in accordance with the Resource Conservation and Recovery Act (RCRA), or other applicable State and Federal laws and regulations. It is possible that up to approximately 60,000 tons of hazardous waste could be generated per year. 10.2.1 Hazardous Materials Impacts and Mitigation Off-site disposal of hazardous waste would be coordinated with a licensed hazardous waste hauler and one or more permitted treatment/disposal facilities. Permitted facilities in New York State that accept hazardous waste include Chemical Waste Management - Model City (Niagara County) and Durez Corporation (Niagara County). Alternatively, hazardous waste may be transported out-of-state using private vendors. The use, generation, treatment, handling and storage of hazardous materials and generation of waste products has the potential to create a small to moderate impact if not handled properly and in accordance with State and Federal regulations. However, any such impacts will be mitigated through the use of engineering controls, staff training, best-management practices, and compliance with State/Federal permits, laws, and regulations. P a g e 10.2 Chapter 10 19 British American Blvd Latham, NY 12110 P. 518.782.0882 www.jmt.com Prepared for: NEW YORK STATE ENVIRONMENTAL QUALITY REVIEW ACT (SEQRA) DRAFT SUPPLEMENTAL GENERIC ENVIRONMENTAL IMPACT STATEMENT VOLUME II: WHITE PINE COMMERCE PARK 5171 Route 31 Town of Clay, NY 13041 Lead Agency: Onondaga County Industrial Development Agency https://www.ongoved.com Robert M. Petrovich, Executive Director 333 W. Washington Street, Suite 130 Syracuse, New York 13202 315-435-3770 (Fax) 315-435-3669 Prepared by: JMT of New York, Inc 19 British American Boulevard Latham, NY 12110 518-782-0882 May 2021 Acceptance by the Lead Agency: _________________ Comments to be Submitted to OCIDA by: _________________ Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 APPENDIX A SEQRA Documentation and Agency Correspondence Upon review of the information recorded on this EAF, as noted, plus this additional support information Additional information concerning the proposed project. and considerinboth the magnitude and importance of each identified potential impact, it is the conclusion of the OnondagaCounty Industrial Development Agency as lead agency that: ❑ A. This project will result in no significant adverse impacts on the environment, and, therefore, an environmental impact statement need not be prepared. Accordingly, this negative declaration is issued. ❑ B. Although this project could have a significant adverse impact on the environment, that impact will be avoided or substantially mitigated because of the following conditions which will be required by the lead agency: There will, therefore, be no significant adverse impacts from the project as conditioned, and, therefore, this conditioned negative declaration is issued. A conditioned negative declaration may be used only for UNLISTED actions (see 6 NYCRR 617.7(d)). V C. This Project may result in one or more significant adverse impacts on the environment, and an environmental impact statement must be prepared to further assess the impact(s) and possible mitigation and to explore alternatives to avoid or reduce those impacts. Accordingly, this positive declaration is issued. Name of Action: Proposed White Pine Commerce Park Expansion Name of Lead Agency: Onondaga County Industrial Development Agency Name of Responsible Officer in Lead Agency: Robert Petrovich Title of Responsible Officer: Executive Director jr4.............‘ Signature of Responsible Officer in Lead Agency: Date: 12_ S(12ao Signature of Preparer (if different from Responsible Officer) Date: For Further Information: Contact Person: Robert Petrovich, Onondaga County Industrial Development Agency Address: 333 East Washington Street Telephone Number: 315435-3770 E-mail: economicdevelopment@ongov.net For Type 1 Actions and Conditioned Negative Declarations, a copy of this Notice is sent to: Chief Executive Officer ofthe political subdivision in which the action will be principally located (e.g., Town / City / Village of) Other involved agencies (if any) Applicant(if any) Environmental Notice Bulletin: http://www.dec.ny.gov/enb/enb.html PRINT FULL FORM Page 2 of2 NOTICE OF INTENT TO SERVE AS LEAD AGENCY AND PREPARE A DRAFT SUPPLEMENTAL GENERIC ENVIRONMENTAL IMPACT STATEMENT Project: White Pine Commerce Park (formerly known as Clay Business Park) 5171 Route 31 Town of Clay, New York December 8, 2020 This notice is provided pursuant to the State Environmental Quality Review Act (“SEQRA”), Article 8 of the Environmental Conservation Law and the regulations adopted thereunder at 6 NYCRR Part 617. The creation of the White Pine Commerce Park was previously determined to be a Type 1 Action under SEQRA and, because the action was found to potentially have a significant impact on the environment, the Onondaga County Industrial Development Agency (“OCIDA”), as lead agency, issued a positive declaration and required the preparation of a Draft Generic Environmental Impact Statement (“DGEIS”). Thereafter, in September 2013, OCIDA issued a Final GEIS (“FGEIS”) for the White Pine Commerce Park and issued its Findings Statement certifying that the requirements of SEQRA had been met and the White Pine Commerce Park was “[c]onsistent with social, economic and other essential considerations from among the reasonable alternatives available, the action is the one that avoids or minimizes adverse environmental impacts to the maximum extent practicable, and that adverse impacts will be avoided or minimized to the maximum extent practicable by incorporating as conditions to the decision those mitigation measures that were identified as practicable[.]” Project changes are now being proposed to the White Pine Commerce Park and there have been certain changes in circumstances since the 2013 GEIS and Findings Statement. OCIDA has, therefore, determined that it should resume its status as lead agency for the environmental review of these changes to the proposed Action and changed circumstances as described herein and that a Supplemental Generic Environmental Impact Statement will be prepared. SEQRA DESIGNATION: Type 1 Action PROJECT DESCRIPTION: OCIDA, as Project Sponsor, proposes to expand its business park known as the White Pine Commerce Park (“Park”) to approximately 1,253± acres (the “Project” or “Action”). The White Pine Commerce Park is located northeast of the intersection of NYS Route 31 and Caughdenoy Road in the Town of Clay, Onondaga County, New York. OCIDA currently owns approximately 450± acres and would acquire approximately 800± additional acres 1 21779919.1 to the east of the existing Park. The acreage to be acquired are parcels contiguous to the current Park, and are generally located along Route 31, and along the east and west sides of Burnett Road. The Project purpose is to enable OCIDA to market the Project to a larger, more diverse mix of potential industrial and commercial developers by making the site more attractive to a broader scope of industries. The expanded Park will be capable of supporting a mix of industrial and/or commercial uses with related office space, advanced state-of-the-art research, large- or small-scale manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. The expansion will provide an expanded and improved “shovel ready” facility, demonstrating to industrial and commercial prospects that governmental approvals needed for the infrastructure development and construction have already been secured, or can be readily secured within certain thresholds or permit criteria. Prior SEQRA Review In 2012, OCIDA undertook an environmental review of the original Park. As part of the prior environmental review for the Park, on March 6, 2012, OCIDA established itself as the Lead Agency and assumed the responsibilities for conducting the coordinated environmental review. OCIDA determined that the project was a Type 1 action requiring preparation of an Environmental Impact Statement (“EIS”). As specific tenants and uses within the Park were unknown at that time, OCIDA prepared a GEIS to analyze potential environmental impacts of the project. OCIDA coordinated the SEQRA review for the Park with the other involved agencies. A draft scoping document was prepared and made available for comment. Following a public comment period, OCIDA issued a Final Scoping Document which identified potential impacts and anticipated impacts to be addressed in the GEIS. A DGEIS was then prepared, subject to public comment, and accepted as complete on September 20, 2012. The DGEIS evaluated the potential impacts of the proposed multi-use industrial park, envisioning a certain setting which included, but was not limited to: • The Park would encompass a certain footprint, accommodating approximately 2 million sq. ft. of multi-use space without adverse impact. • The Park would accommodate uses such as manufacturing, research and development, warehousing, assembly, office, warehousing, distribution facilities, associated parking, and other on-site support buildings and structures. • The Park would maintain greenspace to protect wetlands. • Anticipated installation of underground utilities and infrastructure for on-site use (i.e. gas and electric utilities, water and sewer infrastructure). • Off-site improvements such as highway and road improvements, wastewater treatment infrastructure improvements, and water supply infrastructure improvements. • Tenants would obtain site or facility-specific permits, such as air permits and non- sanitary sewer discharge permits, as necessary for facility-specific operations. 2 21779919.1 A Public Hearing on the DGEIS was held on October 16, 2012, and the public comment period ended on October 29, 2012. Subsequently, a FGEIS was prepared by OCIDA and accepted as complete on September 10, 2013. The FGEIS incorporated the DGEIS by reference and responded to all substantive comments received on the DGEIS. Both the DGEIS and FGEIS addressed the potential impacts of the envisioned White Pine Commerce Park on environmental resources including: land use and zoning; community character; transportation; utilities and community services; topography, geology and soils; water resources; air resources; ecological resources; cultural and archeological resources; visual and noise resources. OCIDA thereafter issued its Findings Statement on October 8, 2013. The preferred development scenario from the alternatives evaluated in the DGEIS envisioned a certain development footprint within the Park that avoided construction north of the power lines, with accommodation of approximately 2-2.5 million sq. ft. of industrial development consisting of approximately 46 acres of buildings, approximately 6 acres of support facilities and approximately 58 acres of parking and roads or related infrastructure. The project would encompass or disturb approximately 182 acres, and off-site improvement impacts were evaluated and included road or intersection improvement on Route 31 and Caughdenoy Road, as well as improvements to the sanitary sewer infrastructure. OCIDA concluded that the action avoided or minimized adverse environmental impacts to the maximum extent practicable, and incorporated mitigation measures that were considered practicable. The Findings Statement also identified certain thresholds for future tenant-specific site use proposals and determined that if there were environmental conditions or impact thresholds that would be exceeded by the proposed tenant-specific use, a supplemental determination of significance or impact evaluation, along with additional mitigation measures beyond those thresholds identified in the DGEIS and FGEIS would be required. REASON FOR POSITIVE DECLARATION AND PREPARATION OF A SUPPLEMENTAL GEIS Pursuant 6 N.Y.C.R.R. § 617.9(7)(i), the Project Sponsor finds that a SGEIS is necessary due to changes proposed for the Park that are not adequately addressed in the prior DGEIS and FGEIS, as well as certain changes in circumstances since 2013. Project changes include, but are not limited to, an expansion of the geographic footprint of the Park to approximately 1253 ± acres, physical and/or environmental conditions that will be altered in furtherance of the Action, an expanded scope of potential uses that may be possible at the site, and the potential use by OCIDA of eminent domain, as necessary, to secure the land necessary for the Project. SUMMARY OF POTENTIAL ADVERSE IMPACTS TO BE ADDRESSED IN SUPPLEMENTAL GEIS. Potential impacts associated with the proposed action are identified in the Full Environmental Assessment Form. These impacts, which may be reasonably expected to result from the Project, have been compared to the criteria for determining significance identified in 6 N.Y.C.R.R. § 617.7(c)(1) and in accordance with 6 N.Y.C.R.R. § 617.7(c)(2) and (3). The discussion of 3 21779919.1 potentially significant adverse impacts and mitigation includes the following topics outlined below. For each impact category, appropriate mitigation measured will be identified and evaluated to determine how best to address potential adverse impacts associated with future development. Zoning and Land Use The Park is located in the Town of Clay’s Industrial 2 (I-2) zoning district, but the Project includes incorporating lands located in the Residential Agricultural District (RA-100) and one Family Residential (R-15) zoning district. This will require a zone change from the Town of Clay to permit the types of industrial uses necessary for OCIDA to effectively market the expanded Park. The anticipated zoning change will be evaluated in the context of surrounding land use conditions and relevant local plans and laws. Community Character Changes in community character and in local or regional demographics that could result from the Project will be explored. Changes in demographic and socioeconomic conditions resulting from the additional build-out of the site (due to a possible influx of new residents, for example) could have implications on local community services such as schools, police, fire, emergency services as well as taxes, property values, housing, and other community facilities. Transportation Potential impacts on transportation systems and local road networks due to expansion and development of the Park, particularly from increased vehicular traffic along NYS Route 31, will be reviewed. NYS Route 31 through the Towns of Clay and Cicero have experienced rapid development and increased traffic in recent years, and further increases are likely with or without the Project, based on recent corridor studies. The impact on traffic conditions along the NYS Route 31 corridor and intersections will be evaluated for existing, no-build and phased levels of Project build-out. Mitigation measures will be evaluated and will be determined following consultation with the NYSDOT and Onondaga County DOT. Energy and Utilities The FGEIS determined that with the exception of the lack of sanitary sewer and natural gas infrastructure for the Park, other utilities are anticipated to have sufficient capacity and be easily accessed to provide service to the Park. The expanded Project is anticipated to include an electrical substation within the Park. The SGEIS will analyze the available utilities and potential utility demands, and include verification from personal communications or other documentation from service providers regarding the ability of existing utilities to support the Project. Utility service thresholds, limits on capacities, or potential upgrades will be identified based upon information from providers as well as any related potential impacts and necessary mitigation. 4 21779919.1 Topography, Geology, Soils and Groundwater Impacts on natural features found on site, including topography, geologic features, groundwater and soils, will be identified and evaluated, and mitigation measures to avoid significant adverse impacts will be discussed. Subsurface soil, groundwater and bedrock conditions and how they relate to potential development of the site will be discussed based in part on past geotechnical investigations conducted in the former 2013 Project area. Silt/clay soils and shallow groundwater exist in portions of the 2013 Project area. These conditions may extend into the expanded site and could affect the design of building foundations and stormwater control features. In local areas that do not currently have municipal water service, the Project could increase demand on groundwater supplies if new or expanded residential development occurs to accommodate a larger workforce. The expanded Project encompasses a greater amount of land having agricultural value. The SGEIS will address potential reduction in acreage of prime agricultural land. Water Resources With the expansion of the Project area, the number and size of potentially impacted wetlands and natural water bodies has increased. The expanded site encompasses 17 National Wetland Inventory (NWI) mapped wetlands and two state-regulated wetlands. Classified waterbodies present onsite are tributaries to Oneida River. These surface waters are Class C, and are not considered protected; however, any disturbance would require prior approval from the United States Army Corps of Engineers (USACE) and/or the New York State Department of Environmental Conservation (NYSDEC). Potential impacts to state and federal wetlands will be identified, and efforts to avoid or minimize the extent of adverse impacts will be discussed with consideration of physical layout alternatives. Mitigation measures associated with the potential loss of wetlands will be established following consultation with the NYSDEC and USACE. It is assumed that any loss of wetlands will be mitigated both on and off-site through wetland restoration, creation, and enhancement. The area north of the existing electric transmission line right-of-way is thought to be a potentially viable area for on-site mitigation given the presence of State regulated wetlands. Other locations will be considered for mitigation. Potential impacts to water resources include impacts resulting from stormwater runoff. These impacts will be minimized with appropriate erosion and sediment controls during construction and permanent stormwater management features in the final buildout. The SGEIS will discuss soil conservation practices, stockpiling, re-vegetation and other best management practices to protect water quality in streams and wetlands and protect vegetation and natural habitats. Air Resources The expansion of the Project site is intended to accommodate larger and more diverse commercial and industrial uses. The determination of potential adverse impacts on air quality from Project will 5 21779919.1 depend on the types of industrial uses and emissions generated by tenants. Future tenants will need to obtain specific state and federal air quality permits according to the nature of the operations they conduct. State and federal air permits impose requirements for control devices to meet applicable air quality standards and impose limits on allowable emissions. The expanded Project is anticipated to accommodate a larger workforce, which will create a larger amount of local vehicular traffic. The potential changes in traffic conditions in the area may have implications for air quality if reduced levels of service at intersections along the NYS Route 31 corridor are projected. Traffic mitigation measures are anticipated to accommodate increased traffic levels. Although improved traffic flow will reduce potential vehicular emissions, mobile source emissions will be assessed and evaluated as appropriate. Climate Change The impacts from greenhouse gas emissions due to construction and potential site uses will be identified and analyzed in light of New York State’s recently enacted Climate Leadership and Community Protection Act (“CLCPA”). Potential impacts will be identified, and mitigation measures considered to avoid or minimize the Action’s impacts on climate change. The impacts will also be compared against the Onondaga County Climate Action Plan (updated 2017). Human Health Potential human health impacts from the Project will be considered. Potential impacts include dust generation during construction and air emissions during the operational phases of the Project. Sensitive receptors (a nursing home and a preschool) exist within 1500 feet of the expanded Project area. The anticipated increase in manufacturing, assembly and related high-tech industries contemplated under the expanded Project may generate greater volumes of solid waste and potentially hazardous waste. Anticipated waste volumes and regional disposal capacity will be evaluated. Ecological Resources Ecological impacts resulting from the Project are expected to be limited as a result of avoiding significant ecological resources onsite and along the proposed sewer line and road improvement areas to the extent practicable. Nevertheless, impacts from the Project may occur and mitigation necessary to reduce adverse impacts to ecological resources will be described. As the New York Natural Heritage Program (“NYNHP”) recommends a new assessment of a project area after one year from the date of the original findings to account for any new or updated information, it will be necessary to consult with NYNHP and United States Fish and Wildlife Service (“USFWS”) to evaluate the potential impacts of the Project on rare, threatened, and endangered species. Consultation with the agencies will identify previously reported species on and in the vicinity of the Project, and determine if additional field investigations may be warranted 6 21779919.1 to confirm the presence or absence or current use of potential habitat for identified species. The SGEIS will assess potential Project impacts and identify appropriate mitigation as necessary. The loss of forest and grasslands are considered irreversible ecological impacts. The larger project footprint increases the acreage of land clearance; thus, creating a larger impact on ecological resources. These impacts will also be considered and discussed in the SGEIS. Cultural and Archeological Resources Project impacts on cultural and archeological resources, including along the proposed sewer line and in areas of potential road improvements will be determined in consultation with NYS Office of Parks, Recreation and Historic Preservation (“OPRHP”) / State Preservation Officer (“SHPO”) under the New York State Historic Preservation Act. Particular emphasis will be on potential effects on resources listed on or eligible for inclusion on the State and National Register of Historic Places. The SGEIS will identify potential impacts and discuss appropriate mitigation measures. Mitigation may include resource avoidance, documentation, and/or removal. Consultation with NYS OPRHP / SHPO will also be warranted for concurrence regarding the prior archaeological/cultural resources survey report and if additional investigations and/or studies are deemed necessary. Visual The appearance of the planned development differs from the existing natural landscape of the area. Potential visual impacts associated with the Project will be described in general terms relative to anticipated changes in visual character and views of the site once development occurs. Mitigation alternatives to mitigate potentially adverse visual impacts on receptors and the NYS Route 31 corridor will be addressed according to levels of practicability and screening effectiveness. Impacts and mitigation will consider lighting and the maintenance or establishment of natural or other visual buffers and screening. More specific measures that can be implemented to mitigate specific visual aspects of the Project will be discussed and determined during the Town’s Site Plan review and approval process once specific development is proposed. Noise, Odor, and Light Potential noise impacts associated with the Project will be considered for both construction and operation of industrial uses. Impacts and mitigation measures to reduce adverse impacts on the nearby receptors will be described for both short-term and long-term periods. Best management construction practices to control noise generation will be identified. Mitigation may include recommendations for the location of staging areas, limits on hours of construction activity and establishing a complaint resolution process. The Project will be discussed in terms of compliance with current Town of Clay noise regulations. The nature of noise generated by the Project depends on the types of industrial activities conducted by future tenants. However, estimations of noise 7 21779919.1 levels, distances to sensitive receptors, and sources of noise based on the current proposed development scenario will be addressed and appropriate mitigation measures discussed. The SGEIS will address any potential impacts on odor, although there are no anticipated significant impacts on odor at this time. Site lighting for buildings, roads, parking, and utility areas will comply with Chapter 140 of the Town of Clay Code. Mitigation of potential off-site impacts from lighting will consider the placement of lighting and the types of fixtures to be used as recommended by the Illuminating Engineering Society of North America (IESNA) to reduce the potential for light pollution to the greatest extent practicable. REASONS SUPPORTING THIS LEAD AGENCY DETERMINATION OCIDA, as the Project sponsor and the agency most familiar with the Project area and potential future use of the land, has the broadest governmental powers for investigation of the impact of the proposed changes to the Action and the greatest capability for providing a thorough environmental assessment of the Action as presented. 8 21779919.1 NOTICE STATE ENVIRONMENTAL QUALITY REVIEW ACT LEAD AGENCY DESIGNATION ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY December 9, 2020 This notice is provided pursuant to the State Environmental Quality Review Act (“SEQRA”), Article 8 of the Environmental Conservation Law and the regulations adopted thereunder at 6 NYCRR Part 617. The Onondaga County Industrial Development Agency (“OCIDA”) intends to assume the role of Lead Agency for the purpose of conducting a coordinated environmental review under SEQRA for the following action . Project Name: Proposed Expansion of the White Pine Commerce Park Project Address: 5171 Route 31, Town of Clay, Onondaga County New York Description of Action: OCIDA, as Project Sponsor, proposes to expand its business park known as White Pine Commerce Park to approximately 1,253± acres (the “Project”). White Pine Commerce Park (the “Park”) is located at the northeast of the intersection of NYS Route 31 and Caughdenoy Road. OCIDA currently owns approximately 450± acres and would acquire approximately 800± additional acres to the east of the existing Park. The expanded Park will be capable of supporting a mix of industrial and/or commercial uses that may include industrially related office, research, manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. Based on its review of the Full Environmental Assessment Form (“FEAF”) prepared for the Project, and its knowledge of the Project generally, OCIDA has determined that the Project constitutes a Type I action as defined under SEQRA. As a recipient of this notice, your agency has been identified as one of the potentially involved agencies for the Project. Since the Lead Agency must be designated by agreement among the involved agencies, OCIDA requests your agreement regarding its assumption of the SEQRA Lead Agency role for this project. Within 30 days of the date of this notice, please notify OCIDA in writing at the address below of your agreement to OCIDA acting as lead agency and provide any comments or questions you may have concerning the Project. A lead agency consent form is found below. Robert Petrovich, Executive Director Onondaga County Industrial Development Agency 333 West Washington St., Suite 130 Syracuse, New York 13202 Email: economicdevelopment@ongov.net 1 21775836.1 Phone: (315) 435-3770 Fax: (315) 435-3669 A complete copy of the FEAF, including OCIDA’s Notice of Intent to Prepare a Supplemental Generic Environmental Impact Statement is enclosed herein. If no response is received within the 30 days of the date of this notice, it shall be assumed that your agency has no objection to OCIDA acting as Lead Agency and no specific concerns about the Project. _____________ SEQRA LEAD AGENCY DESIGNATION Project: White Pine Commerce Park (formerly known as Clay Business Park) 5171 Route 31 Town of Clay, New York The undersigned, on behalf of ____________________________________________________, concurs with the designation of the Onondaga County Industrial Development Agency as lead agency for the coordinated environmental review of the White Pine Commerce Park Expansion Project. By: _______________________________________ Title: ______________________________________ Date: ______________________________________ 2 21775836.1 Mailing List: Damian M. Ulatowski, Supervisor Town of Clay 4401 State Route 31 Clay, New York 13041 Edward Wisnowski, Chairman Town of Clay Zoning Board of Appeals 4401 State Route 31 Clay, NY 13041 Russ Mitchell, Chairman Town of Clay Planning Board 4401 State Route 31 Clay, New York 13041 Matthew Marko, Regional Director New York State Department of Environmental Conservation 615 Erie Boulevard West Syracuse, New York 13204-2400 Basil Seggos, Commissioner New York State Department of Environmental Conservation 625 Broadway Albany, NY 12233 Martin E. Voss, Commissioner Onondaga County Department of Transportation John H. Mulroy Civic Center 421 Montgomery Street, 11th Floor Syracuse, New York 13202 J. Ryan McMahon, II, County Executive John H. Mulroy Civic Center 421 Montgomery Street, 14th Floor Syracuse, New York 13202 Dan Kwasnowski, Planning Director Syracuse-Onondaga County Planning Agency John H. Mulroy Civic Center 421 Montgomery Street, 11th Floor Syracuse, New York 13202 3 21775836.1 Frank M. Mento, P.E., Commissioner Onondaga County Water Environment Protection 650 Hiawatha Boulevard Syracuse, New York 13204 Marie Therese Dominguez, Commissioner New York State Department of Transportation 50 Wolf Road Albany, NY 12232 David P. Smith, P.E., Regional Director New York State Department of Transportation State Office Building 333 E. Washington Street Syracuse, NY 13202 New York State Office of Parks, Recreation & Historic Preservation Erik Kulleseid, Commissioner 625 Broadway Albany NY 12207 Onondaga County Metropolitan Water Board Terence Mannion, Esq., Acting Chairman 4170 Route 31 Clay, NY 13041-8739 U.S. Army Corps of Engineers Lt. Col. Eli Adams, Commander Buffalo District 1776 Niagara Street Buffalo, NY 14207 U.S. Fish & Wildlife Service New York Field Office 3817 Luker Road Cortland, NY 13045 U.S. Fish & Wildlife Service Northeast Region 300 Westgate Center Dr. Hadley, MA 01035 4 21775836.1 Indu Gupta, M.D., MPH Commissioner of Health Onondaga County Department of Health Bureau of Public Health Engineering 421 Montgomery Street, 12th Floor Syracuse, NY 13202 James D’Agostino, Director Syracuse Metropolitan Transportation Council 126 North Salina Street 100 Clinton Square, Suite 100 5 21775836.1 NOTICE STATE ENVIRONMENTAL QUALITY REVIEW ACT LEAD AGENCY DESIGNATION ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY December 9, 2020 This notice is provided pursuant to the State Environmental Quality Review Act (“SEQRA”), Article 8 of the Environmental Conservation Law and the regulations adopted thereunder at 6 NYCRR Part 617. The Onondaga County Industrial Development Agency (“OCIDA”) intends to assume the role of Lead Agency for the purpose of conducting a coordinated environmental review under SEQRA for the proposed action below. Project Name Proposed Expansion of White Pine Commerce Park Project Address: 5171 Route 31, Town of Clay, Onondaga County New York Description of Action: OCIDA, as Project Sponsor, proposes to expand its business park known as White Pine Commerce Park to approximately 1,253± acres (the “Project”). White Pine Commerce Park (the “Park”) is located at the northeast of the intersection of NYS Route 31 and Caughdenoy Road. OCIDA currently owns approximately 450± acres and would acquire approximately 800± additional acres to the east of the existing Park. The expanded Park will be capable of supporting a mix of industrial and/or commercial uses that may include industrially related office, research, manufacturing, assembly, warehousing, data management, material processing and distribution facilities in a campus-like setting. Based on its review of the Environmental Assessment Form (“EAF”) prepared for the Project, and its knowledge of the Project generally, OCIDA has determined that the Project constitutes a Type I action as defined under SEQRA. As a recipient of this notice, your agency has been identified as one of the potentially interested agencies for the Project. A complete copy of the SEQRA Environmental Assessment Form, including OCIDA’s Notice of Intent to Prepare a Supplemental Generic Environmental Impact Statement is enclosed herein. Please direct any comments or questions to OCIDA at the following address: Robert Petrovich, Executive Director Onondaga County Industrial Development Agency 333 West Washington St., Suite 130 Syracuse, New York 13202 Email: economicdevelopment@ongov.net Phone: (315) 435-3770 Fax: (315) 435-3669 1 21775903.1 Mailing List: Bill Meyer, Supervisor Town of Cicero 8236 Brewerton Road Cicero, NY 13039 2 21775903.1 Onondaga County Industrial Development Agency March 5, 2021 333 West Washington St., Suite 130 Syracuse, NY 13202 economicdevelopment@ongov.net RE: White Pine Commerce Park, Response to SEQRA Lead Agency Coordination 5171 Route 31, Town of Clay, Onondaga County Dear Mr. Petrovich: The New York State Department of Environmental Conservation (DEC) received the submitted information for the above referenced project on January 8, 2021. This information was received by the Department on January 8, 2021. According to the provided materials, OCIDA, as the project sponsor, proposes to expand its existing 450 acres business park to approximately 1,253 acres to support a mix of industrial and/or commercial businesses. DEC has no objections to OCIDA continuing as lead agency and offers the following to be considered in addition to the impacts that were identified in the 2013 Final Generic Environmental Impact Statement. PROTECTION OF WATERS Eight tributaries of Oneida River and Youngs Creek (NYS Water Index#: ONT-66-11-14-4-1A, ONT-66- 11-14-2-1, ONT-66-11-14-1C, ONT-66-11-14-2, ONT-66-11-14-1B, ONT-66-11-14, ONT-66-11-14-4, ONT-66-11-14-4-1), all Class C streams, are located within close proximity to the identified project location. These natural resources should be preserved to the best extent possible. An Article 15, Protection of Waters, is required for excavating or placing fill in navigable waters of the state, below the mean high water level, including adjacent and contiguous marshes and wetlands. In New York State, applicants for a Federal license or permit for activities that may result in a discharge into waters of the United States are required to apply for and obtain a Water Quality Certification (WQC) from DEC indicating that the proposed activity will comply with New York State water quality standards. A WQC from DEC is most commonly required when a project also requires a permit from the U.S. Army Corps of Engineers under Section 404 of the Clean Water Act for the placement of fill in waters of the United States. Therefore, any of these impacts should be considered in your environmental review and incorporated into the design. Upon application to DEC, the project sponsor must provide a full delineation of all streams, and should include, but not limited to; stream width at Ordinary High Water Level (OHWL), colored photographs, a determination of its’ navigability, any proposed tree cutting along the stream corridor, and any fill or ground disturbance within 50 feet from OHWL. The project sponsor will be responsible for ensuring that any work shall not pollute any stream or waterbody, as it pertains to New York State’s water quality standards program, which includes federal (U.S. EPA) oversight. Care shall be taken to stabilize any disturbed areas promptly after any construction, and all necessary precautions shall be taken to prevent contamination of the stream or waterbody by silt, sediment, fuels, solvents, lubricants, or any other pollutant associated with the project. FRESHWATER WETLANDS Your project/site is near or within two Regulated Freshwater Wetlands; BRE-11, a Class III wetland, and BRE-14, a Class II Wetland. Under the Freshwater Wetlands Act, DEC regulates activities in freshwater wetlands and in their 100 foot adjacent areas. DEC regulates such activities to prevent impairment of wetland benefits and functions. Therefore, DEC recommends that any impacts to both the Freshwater Wetland and/or 100 foot adjacent area be considered in your environmental review, and strict avoidance incorporated into your design. In addition, a full delineation, and wetland report should be completed. Once completed, please contact our Bureau of Ecosystem Health, to have the delineation verified, at (607) 753-3095, ext. 206. Please also contact your town officials and the United States Army Corps of Engineers Auburn Field Office, at (315) 255-8090, for anything they might require. STATE-LISTED SPECIES DEC has reviewed the State's Natural Heritage records. We have determined that the site is located within or near record(s) for the following State-listed species: Sedge Wren (Cistothorus platensis), Threatened, and Indiana Bat (Myotis sodalis), Endangered. Please be aware, pursuant to Article 11, Title 5, Section 535 of the Environmental Conservation Law, Threatened and Endangered Species, an "Incidental Take" Permit may be required from the DEC for any project if it is determined that a take of a threatened or endangered species will occur. Regarding the Sedge Wren, DEC will require that a grassland breeding bird survey be conducted. DEC will review the results of this survey in order to determine the need for an incidental take permit. Regarding the Indiana Bat, to avoid adverse impacts, any project plans for construction activities on these parcels must specify that cutting of any and all known roost trees be avoided, and clearing of other trees must occur from October 31 through March 31. For more information on avoiding impacts to state-listed species referenced above, please contact Tom Bell with DEC’s Region 7 Division of Wildlife at (607) 753-3095, ext. 243. The absence of data does not necessarily mean that rare or state-listed species, natural communities or other significant habitats do not exist on or adjacent to the proposed site. Rather, our files currently do not contain information which indicates their presence. For most sites, comprehensive field surveys have not been conducted. We cannot provide a definitive statement on the presence or absence of all rare or state-listed species or significant natural communities. Depending on the nature of the project and the conditions at the project site, further information from on-site surveys or other sources may be required to fully assess impacts on biological resources. CULTURAL RESOURCES We have reviewed the statewide inventory of archaeological resources maintained by the New York State Museum and the New York State Office of Parks, Recreation, and Historic Preservation. These records indicate that the project is not located within an area considered to be sensitive with regard to archaeological resources. For more information, please visit the New York State Office of Historic Preservation website at http://www.nysparks.com/shpo/. Other permits from this Department or other agencies may be required for projects conducted on this property now or in the future. Applicants proposing complex, multi-residential, commercial or industrial projects are strongly encouraged to schedule a pre-application conference. This meeting with DEC allows the applicant to clarify project objectives and obtain DEC's recommendations. Such feedback can improve the project environmentally and shorten the application procedure. Also, regulations applicable to the location subject to this determination occasionally are revised and you should, therefore, verify the need for permits if your project is delayed or postponed. Applications may be downloaded from our website at https://www.dec.ny.gov/permits/6222.html. State Pollutant Discharge Elimination System (SPDES) If the project will disturb greater than one acre of soil, a SPDES General Permit for Stormwater Discharges from Construction Activity, Permit No. GP-0-20-001 (Stormwater Permit) will be required. The project is located within the Town of Clay, which is a regulated Municipal Separate Storm Sewer System (MS4) community. Therefore, the Stormwater Pollution Prevention Plan (SWPPP) must be reviewed and accepted by the MS4 prior to obtaining stormwater permit coverage. In addition to the MS4 review, DEC retains its authority to complete a SWPPP review of the project. Please notify DEC when the SWPPP for this project has been completed and is available for review. The proposed commerce park will most likely be serviced by the Oak Orchard Wastewater Treatment plant (WWTP). Depending on the estimated organic loads the facility (s) will produce, a pretreatment system should be considered. Many industrial developments typically have higher levels of total suspended solids and/or metals, and existing conditions at the treatment plant may not accommodate these increases. In addition to pretreatment, an upgrade to the WWTP should be considered to handle not only the increase in organic loads, but the increase in hydraulic loading. Proposed new outfalls were mentioned in the FEAF. Once available, DEC will need to review any new outfalls, as any discharges of wastewater will require a SPDES permit, and proper justification as to why the discharges cannot be sent to the Oak Orchard WWTP. With regards to any proposed sewer extensions, DEC strongly recommends being a co-reviewer along with Onondaga County Department of Health for any and all approvals for the installation of the force mains. Lastly, the groundwater elevation has been noted as 3 feet, and thus any dewatering action should be reviewed by DEC. These determinations are typically good for one year, therefore as plans progress please contact DEC to ensure your compliance with Environmental Conservation Law (ECL). Please contact this office if you have questions regarding the above information. Thank you. Sincerely, Trendon Choe Division of Environmental Permits, Region 7 Telephone No. (315) 426-7445 Cc: Matthew Marko – R7 Director T. Vigneault, V. Ellis, M. Kazmierski – R7 DOW T. Bell – R7 Wildlife T. Toukatly – R7 BEH E. Tracy – R7 RPA Town Supervisor From: dec.sm.NaturalHeritage To: Carroll, Alexandra Subject: [EXTERNAL] RE: Info Request Date: Tuesday, March 30, 2021 5:22:44 PM I see. We can review the project site, but it’s worth mentioning that for listed animals such as sedge wren and Indiana bat, we cannot divulge detailed information. We can report the distance from the project site and whether or not it is a breeding or nonbreeding location (for birds) and summer or winter location (for bats). And, you would still need to follow up with NYSDEC Regional Permits staff for additional guidance or permit considerations for any listed species. We do provide more detailed information for unlisted species and significant natural communities, should there happen to be any. I will keep this request in our queue for review. Sincerely, Heidi From: Carroll, Alexandra Sent: Tuesday, March 30, 2021 5:06 PM To: dec.sm.NaturalHeritage Subject: RE: Info Request Heidi, Thank you for your email.   I did use the EAF Mapper tool and USFWS IPaC tool and found that the project location could impact two species: Sedge wren and Indiana bat. I was hoping to gain more information on the known occurrences of these species as neither tool provides that information. Thanks again, Alexandra JMT of New York, Inc. An Employee-Owned Company Alexandra Carroll, GISP Associate Special Projects D. (518) 218-5925 P Please consider the environment before printing this e-mail From: dec.sm.NaturalHeritage Sent: Tuesday, March 30, 2021 4:25 PM To: Carroll, Alexandra Subject: [EXTERNAL] RE: Info Request Alexandra, Thank you for contacting the NY Natural Heritage Program. In your request you mention SEQR review. You can use the EAF Mapper, a NYSDEC online tool, to obtain the information you need. The EAF Mapper is the most efficient way to obtain answers to questions on the EAF. The EAF Mapper will automatically answer many of the EAF questions, including those regarding rare and endangered species (the tool provides specific species names) and significant natural communities. And when you use the EAF Mapper to fill in your EAF, submitting a project screening request to NY Natural Heritage is not necessary. Due to the volume of requests we are receiving, our turn-around time is currently longer than usual, at about 5-6 weeks response time from submission date. If you use the EAF Mapper in the meantime and are able to get what you need regarding rare and endangered species and significant natural communities, please let me know and I will remove this request from our queue. Sincerely, Heidi Krahling, Environmental Review Specialist (she/her) NY Natural Heritage Program 625 Broadway, 5th Floor Albany, NY 12233-4757 www.nynhp.org From: Carroll, Alexandra Sent: Friday, March 26, 2021 2:39 PM To: dec.sm.NaturalHeritage Subject: Info Request Importance: High Dear Information Services: JMT of New York, Inc. is preparing SEQR-related documents for a Draft Generic Environmental Impact Statement (DGEIS) for a proposed manufacturing site bound by NY-31 to the south and Caughdenoy Road to the west in Towns of Clay and Cicero, Onondaga County, New York. The attached Site Location Map depicts the project boundaries. Please review the project area for the presence of endangered, threatened, or special concern wildlife species, rare plant, animal or natural community occurrences, or other significant habitats. If you should have any questions or require additional information, please contact me at acarroll@jmt.com or (518) 218-5925. Kind regards, Alexandra JMT of New York, Inc. An Employee-Owned Company Alexandra Carroll, GISP Associate Special Projects 19 British American Boulevard Latham, New York 12110 D. (518) 218-5925 acarroll@jmt.com P Please consider the environment before printing this e-mail JMT 50th Anniversary JMT thanks you for helping us achieve 50 years in business! This message is intended for the use of the individual or entity to which it is addressed and may contain information that is confidential, privileged and exempt from disclosure under applicable law. If the reader of this message is not the intended recipient or the employee or agent of the intended recipient, you are hereby notified that any dissemination, distribution, or copying of this communication is strictly prohibited. If you have received this communication in error, please contact the sender immediately and delete it from your system. Thank You. United States Department of the Interior FISH AND WILDLIFE SERVICE New York Ecological Services Field Office 3817 Luker Road Cortland, NY 13045-9385 Phone: (607) 753-9334 Fax: (607) 753-9699 http://www.fws.gov/northeast/nyfo/es/section7.htm In Reply Refer To: April 13, 2021 Consultation Code: 05E1NY00-2021-SLI-2254 Event Code: 05E1NY00-2021-E-07085 Project Name: White Pine SGEIS Subject: List of threatened and endangered species that may occur in your proposed project location or may be affected by your proposed project To Whom It May Concern: The enclosed species list identifies threatened, endangered, proposed and candidate species, as well as proposed and final designated critical habitat, that may occur within the boundary of your proposed project and/or may be affected by your proposed project. The species list fulfills the requirements of the U.S. Fish and Wildlife Service (Service) under section 7(c) of the Endangered Species Act (ESA) of 1973, as amended (16 U.S.C. 1531 et seq.). This list can also be used to determine whether listed species may be present for projects without federal agency involvement. New information based on updated surveys, changes in the abundance and distribution of species, changed habitat conditions, or other factors could change this list. Please feel free to contact us if you need more current information or assistance regarding the potential impacts to federally proposed, listed, and candidate species and federally designated and proposed critical habitat. Please note that under 50 CFR 402.12(e) of the regulations implementing section 7 of the ESA, the accuracy of this species list should be verified after 90 days. This verification can be completed formally or informally as desired. The Service recommends that verification be completed by visiting the ECOS-IPaC site at regular intervals during project planning and implementation for updates to species lists and information. An updated list may be requested through the ECOS-IPaC system by completing the same process used to receive the enclosed list. If listed, proposed, or candidate species were identified as potentially occurring in the project area, coordination with our office is encouraged. Information on the steps involved with assessing potential impacts from projects can be found at: http:// www.fws.gov/northeast/nyfo/es/section7.htm Please be aware that bald and golden eagles are protected under the Bald and Golden Eagle Protection Act (16 U.S.C. 668 et seq.), and projects affecting these species may require development of an eagle conservation plan (http://www.fws.gov/windenergy/ eagle_guidance.html). Additionally, wind energy projects should follow the Services wind 04/13/2021 Event Code: 05E1NY00-2021-E-07085 2 energy guidelines (http://www.fws.gov/windenergy/) for minimizing impacts to migratory birds and bats. Guidance for minimizing impacts to migratory birds for projects including communications towers (e.g., cellular, digital television, radio, and emergency broadcast) can be found at: http:// www.fws.gov/migratorybirds/CurrentBirdIssues/Hazards/towers/towers.htm; http:// www.towerkill.com; and http://www.fws.gov/migratorybirds/CurrentBirdIssues/Hazards/towers/ comtow.html. We appreciate your concern for threatened and endangered species. The Service encourages Federal agencies to include conservation of threatened and endangered species into their project planning to further the purposes of the ESA. Please include the Consultation Tracking Number in the header of this letter with any request for consultation or correspondence about your project that you submit to our office. Attachment(s): ▪ Official Species List 04/13/2021 Event Code: 05E1NY00-2021-E-07085 1 Official Species List This list is provided pursuant to Section 7 of the Endangered Species Act, and fulfills the requirement for Federal agencies to "request of the Secretary of the Interior information whether any species which is listed or proposed to be listed may be present in the area of a proposed action". This species list is provided by: New York Ecological Services Field Office 3817 Luker Road Cortland, NY 13045-9385 (607) 753-9334 04/13/2021 Event Code: 05E1NY00-2021-E-07085 2 Project Summary Consultation Code: 05E1NY00-2021-SLI-2254 Event Code: 05E1NY00-2021-E-07085 Project Name: White Pine SGEIS Project Type: DEVELOPMENT Project Description: Development of Supplemental Generic Environmental Impact Statement Project Location: Approximate location of the project can be viewed in Google Maps: https:// www.google.com/maps/@43.188826750000004,-76.15214390820285,14z Counties: Onondaga County, New York 04/13/2021 Event Code: 05E1NY00-2021-E-07085 3 Endangered Species Act Species There is a total of 2 threatened, endangered, or candidate species on this species list. Species on this list should be considered in an effects analysis for your project and could include species that exist in another geographic area. For example, certain fish may appear on the species list because a project could affect downstream species. IPaC does not display listed species or critical habitats under the sole jurisdiction of NOAA Fisheries1, as USFWS does not have the authority to speak on behalf of NOAA and the Department of Commerce. See the "Critical habitats" section below for those critical habitats that lie wholly or partially within your project area under this office's jurisdiction. Please contact the designated FWS office if you have questions. 1. NOAA Fisheries, also known as the National Marine Fisheries Service (NMFS), is an office of the National Oceanic and Atmospheric Administration within the Department of Commerce. Mammals NAME STATUS Indiana Bat Myotis sodalis Endangered There is final critical habitat for this species. The location of the critical habitat is not available. Species profile: https://ecos.fws.gov/ecp/species/5949 Reptiles NAME STATUS Eastern Massasauga (=rattlesnake) Sistrurus catenatus Threatened No critical habitat has been designated for this species. Species profile: https://ecos.fws.gov/ecp/species/2202 Critical habitats THERE ARE NO CRITICAL HABITATS WITHIN YOUR PROJECT AREA UNDER THIS OFFICE'S JURISDICTION. ° mi 0 0.45 0.9 1.8 Unconfined, High Yield Confined, No Overlying Surfical Aquifer Kame, Outwash or Alluvium Primary Aquifer Region Unconfined, Mid Yield Confined, Unknown Depth and Thickness Moraine The New York Department of State (DOS) gives no warranty, expressed or implied, as to the accuracy, reliability, or completeness of data shown on this map product. DOS does not assume responsibility for the use or application of any information represented on this map nor responsibility for any error, omission or other discrepancy between the electronic and printed versions of documents. 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This map is intended for general planning purposes only. It should not be used to determine if a property is located in a SFHA. To determine if a property is located in a SFHA, refer to the FEMA Flood Insurance Rate Maps. 0 1 2 3 4 5 The hardcopy FIRM and the accompanying FISs are the official designation of SFHAs and Base Miles Flood Elevations (BFEs) for the NFIP. For the purposes of the NFIP, changes to the flood risk information published by FEMA may only be performed by FEMA and through the mechanisms NOTE: This map was created by the Syracuse-Onondaga County established in the NFIP regulation (44 CFR Parts 59-78). These digital data are produced in Planning Agency (SOCPA) GIS division using existing (1980's) and conjunction with the hardcopy FIRMs and generally match the hardcopy map exactly. However the hardcopy flood maps and flood profiles are the authoritative documents for the NFIP. preliminary (2016) FEMA floodplain data. No floodplains identified. Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 APPENDIX B Traffic Analysis Report and Data WHITE PINE COMMERCE PARK TRAFFIC IMPACT STUDY Submitted to: Onondaga County Industrial Development Agency (OCIDA) May 2021 WHITE PINE COMMERCE PARK Traffic Impact Study TABLE OF CONTENTS 1.0 Executive Summary .............................................................................................................................4 1.1 Proposed Project ..............................................................................................................................4 1.2 Summary of Traffic Impacts..............................................................................................................4 1.3 Mitigation of Traffic Impacts..............................................................................................................4 2.0 Introduction and Background ...............................................................................................................5 2.1 Study Purpose ..................................................................................................................................5 2.2 Project Description ...........................................................................................................................5 2.3 Impacted Traffic ARea ......................................................................................................................6 3.0 Existing Highway System & Conditions ...............................................................................................8 3.1 Functional Classification, Access Control, & Adjacent Land Use .....................................................8 3.2 Travel Speeds ................................................................................................................................10 3.3 Existing Traffic Control ...................................................................................................................10 3.4 Existing Facilities for Non-Motorized Traffic ...................................................................................12 3.5 Data Collection ...............................................................................................................................12 3.5.1 Existing Traffic Counts & Volume Data as AADT & Truck Percent .........................................13 3.5.2 Existing Traffic Volumes, Peak Periods, and Conditions ........................................................13 3.6 Growth Rates..................................................................................................................................17 3.7 Other Proposed Land Developments or Potential Changes...........................................................17 4.0 Proposed Development......................................................................................................................18 4.1 Project Description .........................................................................................................................18 4.2 Year 2021 Traffic Volumes .............................................................................................................18 4.3 Trip Generation & Distribution ........................................................................................................18 4.4 Year 2024 Background Development Volumes..............................................................................19 4.5 Year 2044 Background and Background Development Volumes ..................................................19 5.0 Capacity Analysis ...............................................................................................................................26 5.1 Methodology ...................................................................................................................................26 5.2 Year 2021 Existing and Year 2024 Background Condition ............................................................28 5.3 Year 2024 Background Development, Year 2024 Background Development Build Condition ......28 5.4 Year 2044 Background Development Build Condition ...................................................................29 5.5 Queue Analysis ..............................................................................................................................30 5.6 Peak Hour Travel Speeds ..............................................................................................................31 5.7 Capacity Improvement Measures ...................................................................................................33 5.7.1 NYS Route 31 and Lakeshore Road .......................................................................................35 5.7.2 Traffic Signal Warrant Analysis ...............................................................................................36 6.0 Crash Analysis ...................................................................................................................................60 6.1 Existing Crash Data ........................................................................................................................60 6.2 Analysis of Crash Data ...................................................................................................................60 6.3 Compare Rates to Accepted Values ..............................................................................................61 6.4 Additional Considerations ...............................................................................................................61 6.5 Crash Reduction Measures ............................................................................................................61 7.0 Conclusions and Recommendations..................................................................................................62 7.1 Proposed Project ............................................................................................................................62 7.2 Summary of Traffic Impacts............................................................................................................62 7.3 Mitigation of Traffic Impacts............................................................................................................63 WHITE PINE COMMERCE PARK Traffic Impact Study FIGURES FIGURE 1. PROJECT LOCATION/TRAFFIC STUDY AREA .......................................................................................... 7 FIGURE 2. FUNCTIONAL CLASSIFICATION ................................................................................................................. 9 FIGURE 3. EXISTING TRAFFIC CONTROL TYPE ....................................................................................................... 11 FIGURE 4. EXISTING AADT .......................................................................................................................................... 14 FIGURE 5. EXISTING TRUCK PERCENTAGE ............................................................................................................. 15 FIGURE 6. YEAR 2021 EXISTING TRAFFIC VOLUMES ............................................................................................. 16 FIGURE 7. YEAR 2024 BACKGROUND TRAFFIC VOLUMES .................................................................................... 20 FIGURE 8. TRIP DISTRIBUTION .................................................................................................................................. 21 FIGURE 9. NEW TRIPS ................................................................................................................................................. 22 FIGURE 10. YEAR 2024 BACKGROUND DEVELOPMENT VOLUMES ...................................................................... 23 FIGURE 11. YEAR 2044 BACKGROUND VOLUMES................................................................................................... 24 FIGURE 12. YEAR 2044 BACKGROUND DEVELOPMENT VOLUMES ...................................................................... 25 FIGURE 13. YEAR 2021 EXISTING LOS ...................................................................................................................... 55 FIGURE 14. YEAR 2024 BACKGROUND LOS ............................................................................................................. 56 FIGURE 15. YEAR 2024 BACKGROUND DEVELOPMENT LOS................................................................................. 57 FIGURE 16. YEAR 2024 BACKGROUND DEVELOPMENT BUILD LOS ..................................................................... 58 FIGURE 17. YEAR 2044 BACKGROUND DEVELOPMENT BUILD LOS ..................................................................... 59 TABLES TABLE 1. SPEED DATA ................................................................................................................................................ 10 TABLE 2. TRIP GENERATION ...................................................................................................................................... 19 TABLE 3. LEVEL OF SERVICE (LOS)........................................................................................................................... 27 TABLE 4. SIMTRAFFIC ARTERIAL SPEEDS (MPH)1................................................................................................... 32 TABLE 5. PROPOSED MITIGATION IMPROVEMENTS .............................................................................................. 34 TABLE 6. HCM AM PEAK HOUR INTERSECTION LEVEL OF SERVICE AND DELAY (S/VEH) & V/C2.................... 37 TABLE 7. HCM PM PEAK HOUR INTERSECTION LEVEL OF SERVICE AND DELAY (SEC/VEH) .......................... 42 TABLE 8. AM PEAK HOUR SIMTRAFFIC 95% QUEUES (FEET)1 .............................................................................. 47 TABLE 9. PM PEAK HOUR SIMTRAFFIC 95% QUEUES (FEET) 1 ............................................................................. 51 TABLE 10. STUDY AREA CRASH RATE COMPARISON ............................................................................................ 61 APPENDIX APPENDIX A VOLUME REPORT APPENDIX B MISCELLANEOUS CALCULATIONS & SUPPORTING DOCUMENTS APPENDIX C YEAR 2021 EXISTING CONDITION CAPACITY ANALYSIS OUTPUT APPENDIX D YEAR 2024 BACKGROUND CONDITION CAPACITY ANALYSIS OUTPUT APPENDIX E YEAR 2024 BACKGROUND DEVELOPMENT CONDITION CAPACITY ANALYSIS OUTPUT APPENDIX F YEAR 2024 BACKGROUND DEVELOPMENT BUILD CAPACITY ANALYSIS OUTPUT APPENDIX G YEAR 2044 BACKGROUND DEVELOPMENT BUILD CONDITION ANALYSIS OUTPUT APPENDIX H CRASH ANALYSIS DIAGRAMS/TABLES Page 3 WHITE PINE COMMERCE PARK Traffic Impact Study 1.0 EXECUTIVE SUMMARY 1.1 PROPOSED PROJECT This study was prepared for Onondaga County Industrial Development Agency (OCIDA) by JMT of New York, Inc. (JMT) as part of the Draft Supplemental Generic Environmental Impact Statement (SGEIS). This report includes a Traffic Impact Study (TIS) of the impacts of the proposed expansion of the White Pine Commerce Park (“Park”), a planned industrial development that is proposed in the Town of Clay located north of the City of Syracuse in Onondaga County. For the purposes of this Draft SGEIS, the Park is assumed to be operational by year 2024. This report was prepared in accordance with Chapter 5 of the New York State Department of Transportation (NYSDOT) Highway Design Manual (HDM). This report is based on the NYSDOT TIS Shell dated September 2014 as well as the NYSDOT TIS Typical Elements dated March 2015. 1.2 SUMMARY OF TRAFFIC IMPACTS Since the preparation of the 2012 TIS that was part of the 2012 Draft GEIS and finalized in the 2013 Final GEIS, traffic roadway changes include: • The addition of exclusive eastbound and westbound left turn lanes along NYS Route 31 at Henry Clay Boulevard; • The unsignalized intersections of NYS Route 31/Caughdenoy Road and NYS Route 31/Legionnaire Drive/Lawton Road were signalized; • The Caughdenoy Road/NYS Route 31 intersection was also recommended for right and left turn lane additions; however, the current development assumptions have changed with multiple site entrances. During the Year 2024 (See Section 4.4), the addition of the proposed future development assumed traffic causes delay increases at most intersections. During this scenario, the intersections along the NYS Route 31 corridor that have LOS E or F movements include: Henry Clay Boulevard, US Route 11, I-81 southbound off ramp, I-81 northbound off ramp, and Lakeshore Road. 1.3 MITIGATION OF TRAFFIC IMPACTS Capacity analysis was performed, and the following capacity improvement measures are recommended to address LOS, travel speeds, delay, and safety: • NYS Route 31 at Henry Clay Boulevard: Construct a northbound left turn lane, • NYS Route 31 at US Route 11: Construct an additional left turn lane to provide for westbound dual left turn lanes and modify left turn phasing from permissive/protected to protected, • NYS Route 31 at I-81 Southbound Ramps: Construct an additional left turn lane to provide westbound double left turn lanes and change westbound left turn phasing from permissive/protected to protected and widen to two lanes on the on-ramp before merging to a single lane prior to the merge on to I-81. Page 4 WHITE PINE COMMERCE PARK Traffic Impact Study • NYS Route 31 at I-81 Northbound/ Pardee Road: On I-81 northbound off ramp construct an additional left and right turn lane. • NYS Route 31 at Site Entrance 2: An addition of a left turn lane along NYS Route 31 eastbound and a right turn lane along NYS Route 31 at the site entrance. A left and right turn will be provided out of the site. A traffic signal is recommended at the intersection. • Caughdenoy Road at Site Entrance 1: A right and left turn lane will be provided from the site entrance and along Caughdenoy Road. • NYS Route 31 at Lakeshore Road: Concepts have been developed and coordination will take place with NYSDOT for future consideration. A crash analysis was performed for three locations from the 2017-2019 HAL list. Between May 1, 2015 and April 31, 2018, there were 462 total crashes at the three study area segments. The proposed recommendations include mitigation measures at each of these locations based on a review of capacity analysis and collision type. Overall, the transportation network with Development and Build improvements will operate better than existing conditions. With the proposed recommendations, the study area will maintain an acceptable Level of Service of D or better in design year 2024. 2.0 INTRODUCTION AND BACKGROUND 2.1 STUDY PURPOSE This study was prepared for OCIDA by JMT as part of the Draft SGEIS. This report includes a TIS of the impacts of the Park development located within the NYS Route 31 and Caughdenoy Road intersection and its impact on the surrounding transportation network. 2.2 PROJECT DESCRIPTION White Pine Commerce Park is an existing undeveloped industrial park development in the Town of Clay located north of the City of Syracuse in Onondaga County that is proposed to be expanded to attract development. A new TIS was prepared to evaluated potential traffic impacts associated with the proposed expanded Park area. Due to the generic nature of this review, the TIS includes more generic as opposed to specific development details. The anticipated bounds of the project site are shown on Figure 1. This study follows the assumptions to develop the traffic impact of the proposed expansion and potential development, which include supporting between 3,750 to 4,000 employees (4,000 used for analysis); having a minimum of two driveways for site access: one driveway will be connected to Caughdenoy Road and the other will be connected to NYS Route 31; operating 24 hours a day and seven days a week with three equally sized rotating working shifts; and development of the Project site will be completed and operational by the year 2024. Page 5 WHITE PINE COMMERCE PARK Traffic Impact Study 2.3 IMPACTED TRAFFIC AREA The Park is located in the Town of Clay north of the City of Syracuse. The site is located on the northeast corner of Caughdenoy Road and NYS Route 31. The impacted traffic area includes both Town of Clay and Town of Cicero in in New York. A total of 14 intersections along NYS Route 31 were studied from the western limits of NYS Route 481 to the eastern limits of CR 123 (Lakeshore Road) and southern limits of Caughdenoy Road at Maple Road/NYS Route 481. Minor stop-controlled side streets were not evaluated. See Figure 1 for the study location map and study area. The intersections include: 1. NYS Route 31/NYS Route 481 Southbound Off Ramp/Soule Road 2. NYS Route 31/NYS Route 481 Northbound Ramps 3. NYS Route 31/Marketfair Plaza 4. NYS Route 31/Great Northern Mall West Driveway/Water Board Lane 5. NYS Route 31/Great Northern Mall East Driveway/La-Z-Boy Driveway 6. NYS Route 31/Morgan Road (CR 46) 7. NYS Route 31/Henry Clay Boulevard (CR 265/CR 121) 8. NYS Route 31/CR 49 (Caughdenoy Road) 9. NYS Route 31/Legionnaire Drive/Lawton Road 10. NYS Route 31/US Route 11 11. NYS Route 31/I-81 Southbound Ramps 12. NYS Route 31/I-81 Northbound Off Ramp/CR 253 (Pardee Road) 13. NYS Route 31/CR 123 (Lakeshore Road) (unsignalized) 14. CR 49 (Caughdenoy Road)/CR 197 (Maple Road)/NYS Route 481 Northbound Off-ramp (unsignalized) Page 6 Henry Clay Boulevard NYS Route 481 Morgan Road Mall West Mall East PROJECT SITE Legionnaire Drive Pardee Road US Route 11 Ma So d oa Caughdenoy Road ll W ule reR o est Ro sh I-81 ke a La d Ma Lawton Road ple Ro a d LEGEND TRAFFIC STUDY AREA STUDY INTERSECTIONS PROJECT SITE 0 5,000 10,000 20,000 30,000 Feet New York State, Earthstar Geographics WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com TRAFFIC STUDY AREA PROJ No.: 20-03861 Date: 4/22/2021 SCALE: 1" = 5,500 FT FIGURE: 1 WHITE PINE COMMERCE PARK Traffic Impact Study 3.0 EXISTING HIGHWAY SYSTEM & CONDITIONS The existing roadway features described in this section were obtained from data collected in the field and a review of existing documents. These documents are referenced in this section. In addition to local knowledge of the area, JMT staff conducted field investigations starting on March 13, 2021 to observe intersection operations during various times of the day. Field observations of NYS Route 31 within the project limits include: • Motorists passing in the shoulder around left-turning vehicles; • Varying speed limits along the corridor and high travel speeds; • Newer signals have mast arm mounted signs while older signals have post mounted signs; • Worn pavement markings; • Limited roadway lighting during nighttime operations; • Varying land uses (i.e. residential, commercial, retail) with inconsistent driveways; • Long queues in the eastbound direction approaching I-81; • The eastbound and westbound left turn lanes at I-81 do not have enough storage and long queues occur with vehicles spilling into the through lanes, which causes weaving especially in the westbound direction near I-81; • The I-81 queuing affects Lakeshore Road with additional weaving of approaching vehicles access at business driveways or getting around vehicles waiting to get onto the ramps; and • The skewed approaches of Lakeshore Road and Maple Road/NYS Route 481 Northbound Off Ramp Intersection forces confusion and quick decision making. 3.1 FUNCTIONAL CLASSIFICATION, ACCESS CONTROL, & ADJACENT LAND USE The functional classifications for major streets are identified in the May 2017 NYSDOT Region 3 Functional Classification Map. The roadway of NYS Route 31 is classified as a Principal Arterial Other from NYS Route 481 to I-81 and classified Minor Arterial from I-81 to Lakeshore Road. NYS Route 31 is located within an Urban Area. The major intersecting roadways along NYS Route 31 are also classified. They are: NYS Route 481 classified as a Principal Arterial Expressway, Caughdenoy Road is classified as a Major Collector, US Route 11 is classified as a Minor Arterial, I-81 is classified as a Principal Arterial Interstate and Lakeshore Road is classified as a Major Collector. See Figure 2 for a detailed map of the roadway functional classifications. The existing typical section on NYS Route 31 is described below: • From NYS Route 481 to east of Morgan Road is a 4-lane divided roadway with 12-foot travel lanes and varying width marked medians. • From east of Morgan Road to west of US Route 11 is a 2-lane undivided roadway with 11-foot travel lanes between the Henry Clay Boulevard and Legionnaire Drive roadway segment. • From west of US Route 11 to Lakeshore Road is a 4-lane divided roadway with 12-foot travel lanes and center two way left turn lanes (TWLTL). Page 8 LEGEND PRINCIPAL ARTERIAL INTERSTATE PRINCIPAL ARTERIAL EXPRESSWAY N PRINCIPAL ARTERIAL OTHER MINOR ARTERIAL MAJOR COLLECTOR MINOR COLLECTOR LOCAL FHWA URBAN AREA 2010 PROJECT SITE WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com NYSDOT FUNCTIONAL CLASSIFICATION PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 2 WHITE PINE COMMERCE PARK Traffic Impact Study The posted speed limit varies along the corridor and the speed limit segments are identified below: • Along NYS Route 31: o NYS Route 481 to east side of Morgan Road is 40 mph. o East side of Morgan Road to Grange Road is 55 mph. o Grange Road to east side of Caughdenoy Road is 40 mph. o East side of Caughdenoy Road to east side of Barcaldine Drive/Legionnaire Drive is 55 mph. o East side of Barcaldine Drive/Legionnaire Drive to west side of US Route 11 is 45 mph. o West side of US Route 11 to Lakeshore Road is 35 mph. • Along Caughdenoy Road: o NYS Route 31 to Maple Road is 35 mph. Adjacent land surrounding the Park has gradually changed from what was once a rural area made up of agriculture and farmland to a more suburban character of development. The land uses immediately adjacent to the Park includes a mix of vacant land, agriculture, as well as some residential, commercial, and public service uses. The density of development increases significantly south of NYS Route 31 with suburban residential neighborhoods and some commercial activity along NYS Route 31. Further to the west of the Park, a similar suburban development pattern is also prevalent, although not as dense as south of NYS Route 31. North of the Park is mainly agricultural and vacant land, with some scattered residential uses. East of the Park is a mix of mainly commercial, residential and vacant land uses along the I-81 corridor. 3.2 TRAVEL SPEEDS The posted speed limit and the off-peak 85th percentile speed were determined based on NYSDOT Highway Design Manual Chapter 5, Section 5.2 and are shown in Table 1 below. Average operating speeds in both directions were collected from the NYSDOT Traffic Data Viewer and summarized below. Additional speed analysis is performed in Section 5.5. Table 1. Speed Data Average Operating Street Name Limits (From – To) Posted Speed Speed NYS Route 31 NYS Route 481 to Morgan Road 40 mph 42 mph NYS Route 31 Van Hoesen Road to Caughdenoy Road 40 mph 35 mph Caughdenoy Rd Dandelion Way to NYS Route 31 35 mph 43 mph Caughdenoy Rd Davis Road to Dandelion Way 35 mph 39 mph 3.3 EXISTING TRAFFIC CONTROL There are 12 signalized intersections within the study area and no flashing beacons. There are two stop- controlled intersections that were analyzed in the study area. These are located at NYS Route 31/Lakeshore Road and NYS Route 481 Off-Ramp/Caughdenoy Road/Maple Ave. All other intersections and commercial driveways within the study area are stop controlled. Signal control exists between the I-81 Ramp intersections and existing timing data for all signalized intersections is included in Appendix B. See Figure 3 for the existing lane designations at intersections, traffic control type, and speed limits along the study area. Page 10 NYS ROUTE 481 WEGMANS EAST SB OFF-RAMP NYS ROUTE 481 COU NB ON-RAMP ENTRANCE NTY MALL WEST MORGAN RD MALL EAST (45 MPH) N ROU TE 5 7 375' 150' 380' 150' 300' 300' 300' 520' 330' 340' 520' 300' 340' 150' 150' 230' 300' NYS ROUTE 31 (40 MPH) (40 MPH) (40 MPH) 330' (40 MPH) (40 MPH) (55 MPH) 300' 430' 300' 270' 330' 500' 500' 475' 175' 260' 350' 220' 560' 250' 250' 270' WATER BOARD LN COU MARKETFAIR FURNITURE NYS ROUTE 481 NYS ROUTE 481 LAZYBOY NB OFF-RAMP CARLING N TY SB ON-RAMP RD EXT PLAZA (40 MPH) ROU TE 5 7 CAUGHDENOY RD LEGIONAIRE DR BURNET RD US ROUTE 11 HENRY CLAY BLVD P ON-RAM I-81 SB OFF-RAM (35 MPH) (35 MPH) I-81 NB (45 MPH) P 175' 325' 150' 475' STOP 250' 500' 130' NYS ROUTE 31 NYS ROUTE 31 (55 MPH) (35 MPH) (35 MPH) 100' (35 MPH) (55 MPH) (45 MPH) (35 MPH) 425' (55 MPH) (40 MPH) (40 MPH) (55 MPH) 225' 225' 150' 190' 110' 600' 300' CAUGHDENOY RD LAWTON RD (30 MPH) (35 MPH) ON-RAMP I-81 SB RD OFF-RAMP I-81 NB O RE ) H SH MP KE 5 MA LA (3 (35 PLE MP RD H) STOP LAKESHORE STOP SPUR RD LEGEND STOP CA (LANE LENGTH) STOP 190' UG NYS ROUTE 31 HD PROJECT LIMITS 250' EN (35 MPH) OY 220' RD CNS HIGH SCHOOL NYS RT 481 NB ADESA WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com EXISTING LANE DESIGNATIONS AND TRAFFIC CONTROL PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 3 WHITE PINE COMMERCE PARK Traffic Impact Study 3.4 EXISTING FACILITIES FOR NON-MOTORIZED TRAFFIC Sidewalks exist along limited sections of NYS Route 31, but are missing from large sections of the road. Sidewalk is present from just west of US Route 11 to Lakeshore Road, along both sides of the road. Sidewalk is also present on the south side only of Legionnaire Drive and Lawton Road, and a small portion of sidewalk exists near the at-grade railroad crossing and Weller Canning Road along the north side only. Sidewalk is also located starting from the east side of Morgan Road to East Mall Entrance along the north side only. As shown above, there are large gaps of missing sidewalk along NYS Route 31. There are no pavement marked or unmarked bike lanes along NYS Route 31 within the Project limits. NYS Route 31 is designated as State Bicycle Route 5 as a signed on-road bicycle route that extends 365 miles from Niagara Falls across New York to the Massachusetts state line. Bicyclists can share the road with motorists along the roadway network. 3.5 DATA COLLECTION This section of the report presents the data that was obtained for this study. For the purposes of this study, it was determined that existing traffic count data could be used, and also new count data would also be required. Following NYSDOT Traffic Data Collection Guidance during COVID-19 Pandemic Memo dated August 11, 2020 which states traffic count data older than 5 years would need to be collected again, JMT reviewed and have used an adjustment factor created to help balance and match existing traffic volume data. Turning Movement Counts (TMCs) is a collection of vehicle data to determine the traffic flow through an intersection and collecting data during peak hours times when traffic volumes are the highest. Existing TMC data for AM and PM peak hours was already collected within the past 5 years for 9 intersections within the project limits. Therefore, new turning movement counts were collected by JMT on 03/16/21 for 5 locations. The counts were collected using Miovision cameras that recorded 13 hours of data from 6 a.m. to 7 p.m. and include processing of peak hour data from 7:00 a.m. to 10:00 a.m., 11:00 a.m. to 1:00 p.m., and 3:00 p.m. to 6:00 p.m. Saturday analysis is typically performed if near shopping malls, with specific facilities having peak hours occurring during midday operation. Since the assumed development of the Park has peaks in AM/PM occurring during employee shifts, the Saturday peak analysis was not performed as directed by NYSDOT. The raw traffic count data for existing intersections and roadway segments and new 5 intersections are included in Appendix A. Additionally, existing signal timing and phase data was collected to build and calibrate the traffic analysis model. The intersections were observed in the field during various time of day and during peak hours to note traffic operations. This is done to provide context and identify issues and to help calibrate the traffic analysis model. Page 12 WHITE PINE COMMERCE PARK Traffic Impact Study 3.5.1 Existing Traffic Counts & Volume Data as AADT & Truck Percent Annual Average Daily Traffic (AADT) is a measurement of the busyness of a road. It is the total volume of vehicle traffic of a roadway segment in both directions for a year divided by 365 days. Existing AADT information was available from the NYSDOT Traffic Data Viewer website. Additionally, truck percentage information is also available and is useful in determining additional traffic impact factors. The existing AADT and Truck Percentages are graphically shown in Figure 4 and Figure 5. 3.5.2 Existing Traffic Volumes, Peak Periods, and Conditions The process to meet varying traffic volumes and establish 2021 Base Year volumes is described below. 1. The existing count data for 9 intersections performed in 2017 and existing roadway segment counts from 2017 & 2019 were grown to 2021 using a growth factor as described in Section 3.7 below. 2. The new traffic counts for the 5 intersections performed in 2021 were reviewed and adjusted following the NYSDOT Memo described in Section 3.5 above. 3. The counts for all intersections were brought to 2021 Base Year were then reviewed and compared. Traffic volumes were balanced so vehicles were not disappearing between intersections and driveways or side streets were noted to account for significant volume change. 4. The study area was reviewed for other additional approved developments and their impacts were applied to the network. The developments are described in Section 3.8 below. 5. The 2021 Base Year counts were then grown to Future Year 2024 using a growth factor. The Site Development and future traffic volumes are described in Section 4.0. The 2021 existing traffic volumes are shown in Figure 6. The processing timeframes described above are to encompass morning peak and evening peak hour vehicle volumes. However, after processing the data, the peak times used for analysis were 7:15 to 8:15 AM and 4:15 to 5:15 PM. Page 13 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP WEGMANS EAST ENTRANCE N MALL WEST MALL EAST MORGAN RD 7,131 4,602 4,879 26,798 NYS ROUTE 31 19,177 10,407 MARKETFAIR PLAZA NYS ROUTE 481 NB OFF-RAMP NYS ROUTE 481 SB ON-RAMP CARLING RD EXT LAZYBOY FURNITURE WATER BOARD LN 15,000 10,546 8,891 FF-RAMP HENRY CLAY BLVD LAKESHORE CAUGHDENOY RD I-81 NB LEGIONAIRE DR SPUR RD US ROUTE 11 3,622 RD 12 1,680 1,035 7,861 6,788 8,201 ORE I-81 SB O O 4,6 N-RAMP ESH LAK 10,407 NYS ROUTE 31 34,385 12,779 I-81 SB ON-RA AMP 6,788 LAWTON RD I-81 NB OFF-R 8,820 8,943 1,919 1,035 16,644 MA MP PL E RD 1, 96 5 CA UG HD E NO 1, YR 97 D 0 AADT 3,4 0 - 2,000 74 30,357 NYS RT 481 NB 2,001 - 5,000 5,001 - 15,000 15,001 - 50,000 WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com 2019 AADT ON NYS ROUTE 31 PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 4 SOURCE: NYSDOT TRAFFIC DATA VIEWER NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP WEGMANS EAST ENTRANCE N MALL WEST MALL EAST MORGAN RD 6% 6% 3% 3% NYS ROUTE 31 3% 4% MARKETFAIR PLAZA NYS ROUTE 481 NB OFF-RAMP NYS ROUTE 481 SB ON-RAMP CARLING RD EXT LAZYBOY FURNITURE WATER BOARD LN 3% 6% 4% FF-RAMP HENRY CLAY BLVD LAKESHORE CAUGHDENOY RD I-81 NB LEGIONAIRE DR SPUR RD US ROUTE 11 RD 7% 5% 6% 9% 4% 4% ORE I-81 SB O O N-RAMP ESH LAK 4% NYS ROUTE 31 10% 5% I-81 SB ON-RA AMP 4% LAWTON RD I-81 NB OFF-R 14% 5% 2% 6% 9% MA MP PL E RD 6% CA UG HD EN 3% O YR D TRUCK PERCENTAGE 0% - 2% NYS RT 481 NB 3% - 5% 6% - 9% 10% OR GREATER WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 2019 TRUCK PERCENTAGE ON NYS ROUTE 31 P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 5 SOURCE: NYSDOT TRAFFIC DATA VIEWER NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 220 (172) 188 (116) 79 (169) 22 (229) 197 (91) 126 (25) 39 (69) 10 (41) 18 (60) 70 (38) 22 (18) 12 (12) 2 (29) 0 (2) 10 (45) 19 (83) 2 (16) 544 (1414) 146 (249) 674 (1084) 9 (45) 594 (847) 313 (509) 343 (432) 282 (524) 537 (943) 7 (45) 659 (899) 28 (15) 74 (94) 135 (80) NYS ROUTE 31 415 (886) 125 (207) 650 (1164) 41 (257) 10 (42) 50 (259) 6 (25) 630 (633) 650 (1000) 30 (109) 609 (957) 541 (920) 360 (439) 255 (419) 149 (158) 138 (282) 104 (196) 2 (50) 56 (37) 50 (23) 57 (72) 86 (227) 291 (1054) 0 (3) 60 (197) 37 (149) 65 (133) 42 (262) 9 (108) 2 (0) 68 (36) 190 (274) 196 (129) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP PLAZA CAUGHDENOY RD LAKESHORE LEGIONAIRE DR SPUR RD US ROUTE 11 P ON-RAM I-81 SB OFF-RAM I-81 NB RD P RE O ) 5) 56 (174) 85 (155) ESH ) 130 (115 170 (85) 124 (135 19 (12) 54 (18) 50 (90) 20 (80) 74 (24) (31 4 (16) 7 (27) 9 (24) 4 (9) LAK 16 (26) 5 (47) 600 25 (35) 90 (155) 328 (463) 275 (480) 315 (500) 548 (940) 78 (195) 576 (719) 11 (15) NYS ROUTE 31 35 (150) 235 (400) 750 (326) 1011 (836) 650 (850) 10 (17) 16 (31) 4 (7) 35 (45) 473 (933) 98 (271) 160 (520) 770 (890) 350 (452) 550 (420) 650 (450) 465 (195) 504 (797) 661 (927) 41 (34) 165 (495) 11 (44) 14 (95) 2 (4) 26 (270) 38 (31) 27 (34) 90 (60) 41 (25) 22 (131) 0 (15) 4 (39) 117 (345) 317 (650) 31 (102) 21 (32) 10 (31) 35 (85) 127 (63) ADESA ON-RAMP MA OFF-RAMP I-81 SB LAWTON RD 7 (2) I-81 NB PL ER D 9( 92 3 ( 6 ) 34 51) (78 (76 ) ) LEGEND CA AM (PM) UG 13 (62) 24 (136) 37 (219) HD EN PROJECT LIMITS OY RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 YEAR 2021 EXISTING TRAFFIC VOLUMES P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/26/2021 SCALE: N.T.S. FIGURE: 6 WHITE PINE COMMERCE PARK Traffic Impact Study 3.6 GROWTH RATES Growth rates for this project were used to bring existing and new traffic counts to a similar base year and to growth volumes to a future year. Growth rates are based on historical volume and trends and were agreed upon with NYSDOT to be 0.75% per year. 3.7 OTHER PROPOSED LAND DEVELOPMENTS OR POTENTIAL CHANGES The study area was reviewed for future developments. The following approved developments were included as part of the 2024 Background volumes: 1. Chick-fil-A – a 5,000 SF building fast food restaurant was approved to replace an existing 6,400 sf Uno Pizzeria restaurant located just west of the NYS Route 31 and NYS Route 481 southbound off ramp. Based on the hours of service for this facility, the PM peak hour trip generation was adjusted to reflect the restaurant closing. The existing pizza restaurant’s PM peak hour trip generation was subtracted from the Chick-fil-A trip generation to reflect the total new trips. 2. Brewerton Road Development (8697 and 8699 Brewerton Road) - a 60-unit senior housing facility was approved and will be located on US Route 11 near Meltzer Court, a mile north of NYS Route 31. The following background development was not included, in consultation with NYSDOT, because it is not yet approved: 3. Clay Marketplace – this development is anticipated to consist of 30,000 SF mixed-use including apartment, retail, restaurant, and office. The site is located on a 14.9-acre parcel near the intersection of NYS Route 31 and Henry Clay Boulevard. It will be a 96-unit apartment complex with 176 parking spaces and 60 garage spaces, 30,000 SF of commercial space, and access from 3 driveways. This site is anticipated to include roadway addition of turn lanes for the northbound (NB) and southbound (SB) approaches on Henry Clay Boulevard which were not assumed as part of this study. Page 17 WHITE PINE COMMERCE PARK Traffic Impact Study 4.0 PROPOSED DEVELOPMENT 4.1 PROJECT DESCRIPTION The proposed Park is an existing undeveloped industrial park located in the Town of Clay, which is near Syracuse NY in Onondaga County. The study assumptions include up to 4,000 employees and have a minimum of 2 entrances for site access. The development is anticipated to operate 24 hours a day and 7 days a week, 365 days a year with a minimum of 3 rotating equally sized work shifts. 4.2 YEAR 2021 TRAFFIC VOLUMES To help support the change to the transportation area the use of future travel demand models was also used. The model is the first step to understand the shift in vehicle trips across the network based on future land use maps and other data. The Syracuse Metropolitan Transportation Council (SMTC) provided from their travel demand model a select link analysis based on the site development for the particular Traffic Analysis Zone (TAZ). The select link analysis data is provided in Appendix B and the percent of adjusted trips across the network are shown in Figure 7. 4.3 TRIP GENERATION & DISTRIBUTION The proposed expansion of the Park and presumed proposed development as described in Section 1.1.5 of the Draft SGEIS will add trips to the transportation network. The development discussed within the Draft SGEIS is focused on developing the Park for potential industrial and commercial developers with a focus on a tenant or tenants in the semiconductor industry. The trips can be estimated from known site assumptions and from using the Institute of Transportation Engineers (ITE) Trip Generation Manual, 10th Edition. The known site data description follows Land Use Code 140: Manufacturing. Trip generation rates utilized the average rate approach and Land Use Code 140 as described below. ITE Trip Generation Code - 140 Manufacturing A manufacturing facility is an area where the primary activity is the conversion of raw materials or parts into finished products. Size and type of activity may vary substantially from one facility to another. In addition to the actual production of goods, manufacturing facilities generally also have office, warehouse, research, and associated functions. Based on these factors, the total estimated trips were determined to be 493 tips in the AM peak hour and 440 trips in the PM peak hour. See Table 2 for more information. The additional trips are shown in Figure 8 and Figure 9. Additional supporting data and calculations are provided in Appendix B. Page 18 WHITE PINE COMMERCE PARK Traffic Impact Study Table 2. Trip Generation Morning Peak Hour Evening Peak Hour In Out Total In Out Total Shift Entering 365 128 493 268 172 440 Shift Leaving 128 365 493 172 268 440 TOTAL 493 493 986 440 440 880 New trips from approved developments in the vicinity of the Park and described in Section 3.8 were also generated and distributed and are shown in Appendix B. Following the NYSDOT HDM, it is assumed that construction traffic would be scheduled outside peak travel times where feasible and would determine detour routes around the proposed work zone. Therefore, additional analysis for construction traffic is not merited. Additionally, the I-81 Viaduct Project in Syracuse is still under review, but that project is not anticipated to affect this analysis. For more information on that project, see https://www.dot.ny.gov/i81opportunities. The analysis of other forms of transportation including, but not limited to, bus transit, ride share or carpool, that could impact single vehicle trips is not part of this study. 4.4 YEAR 2024 BACKGROUND DEVELOPMENT VOLUMES The Year 2021 volumes were grown to Year 2024 using a growth factor of 0.75% per year as described in Section 3.6. The development site trips were added to the background volumes to create Year 2024 Background Development volumes. The Year 2024 Background Development traffic volumes are shown in Figure 10. 4.5 YEAR 2044 BACKGROUND AND BACKGROUND DEVELOPMENT VOLUMES The Year 2024 volumes were grown to Future Year 2044 (See Section 5.3) using the same growth factor of 0.75% per year as described in Section 3.6. The Year 2044 development site trips were added to the background volumes to create Year 2044 Background Development volumes. The Year 2044 traffic volumes are shown in Figure 11 and Figure 12. Page 19 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 225 (176) 192 (119) 81 (173) 22 (234) 201 (93) 129 (26) 40 (71) 10 (42) 18 (61) 72 (39) 22 (18) 12 (12) 2 (30) 0 (2) 10 (46) 19 (85) 2 (16) 556 (1446) 149 (255) 689 (1109) 9 (46) 607 (866) 320 (521) 351 (442) 288 (536) 549 (964) 7 (46) 674 (919) 29 (15) 76 (96) 138 (82) NYS ROUTE 31 424 (906) 128 (212) 665 (1190) 42 (263) 10 (43) 51 (265) 6 (26) 644 (647) 665 (1023) 31 (111) 623 (979) 553 (941) 368 (449) 261 (428) 152 (162) 141 (288) 106 (200) 2 (51) 57 (38) 51 (24) 58 (74) 88 (232) 298 (1078) 0 (3) 61 (201) 38 (152) 66 (136) 43 (268) 9 (110) 2 (0) 70 (37) 194 (280) 200 (132) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP PLAZA CAUGHDENOY RD LAKESHORE LEGIONAIRE DR SPUR RD US ROUTE 11 P ON-RAM I-81 SB OFF-RAM I-81 NB RD P ORE ) 2) 57 (178) 87 (159) ESH ) 133 (118 174 (87) 19 (12) 55 (18) 51 (92) 20 (82) 76 (25) 127 (138 (32 4 (16) 7 (28) 9 (25) 4 (9) LAK 16 (27) 5 (48) 614 26 (36) 92 (159) 335 (473) 281 (491) 322 (511) 560 (961) 80 (199) 589 (735) 11 (15) 36 (153) 240 (409) 767 (333) 1034 (855) 665 (869) 10 (17) NYS ROUTE 31 16 (32) 4 (7) 36 (46) 484 (954) 100 (277) 164 (532) 787 (910) 358 (462) 562 (430) 665 (460) 476 (199) 515 (815) 676 (948) 42 (35) 169 (506) 11 (45) 14 (97) 2 (4) 27 (276) 39 (32) 28 (35) 92 (61) 42 (26) 32 (104) 120 (353) 22 (134) 0 (15) 324 (665) 4 (40) 21 (33) 10 (32) 36 (87) 130 (64) ADESA ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA 7 (2) PL ER D 94 3 (6 ) 9( ( 80 35 52) ) (78 ) CA LEGEND UG 13 (63) 25 (139) 38 (224) HD E NO AM (PM) Y RD PROJECT LIMITS NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 YEAR 2024 BACKGROUND TRAFFIC VOLUMES P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/26/2021 SCALE: N.T.S. FIGURE: 7 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 4% 10% 4% 14% 14% 14% 25% 10% 14% 11% 9% NYS ROUTE 31 10% 14% 14% 14% 14% 14% 11% 25% 9% WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY CAUGHDENOY RD NB OFF-RAMP PLAZA 12% 12% 7% LAKESHORE LEGIONAIRE DR ENTRANCE 2 ENTRANCE 1 SPUR RD P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB 9% RD P ORE ESH 27% 54% LAK 7% 4% 3% 27% 44% 44% 39% 35% 10% 7% 7% 35% NYS ROUTE 31 14% 4% 3% 27% 54% 49% 35% 10% 7% 25% 5% 2% 8% 5% ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL ER D LEGEND CA UG 10% HD XX% - ENTERING TRAFFIC EN OY PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 TRIP DISTRIBUTION P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 8 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 20 (18) 49 (44) 20 (18) 69 (62) 69 (62) 69 (62) 123 (110) 49 (44) 69 (62) 54 (48) 44 (40) NYS ROUTE 31 49 (44) 69 (62) 69 (62) 69 (62) 69 (62) 69 (62) 123 (110) 54 (48) 44 (40) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY CAUGHDENOY RD NB OFF-RAMP PLAZA 59 (52) 59 (52) 35 (31) LAKESHORE LEGIONAIRE DR ENTRANCE 2 ENTRANCE 1 SPUR RD US ROUTE 11 P ON-RAM I-81 SB OFF-RAM I-81 NB 45 (40) RD P 173 (154 ORE 132 (119) 267 (238) ESH 35 (31) 20 (18) ) (13 LAK 15 132 (119) 218 (194) 218 (194) 193 (172) 173 (154) ) 49 (44) 34 (31) 35 (31) 171 (154) NYS ROUTE 31 69 (62) 20 (18) 15 (13) 132 (119) 267 (238) 242 (216) 173 (154) 49 (44) 34 (31) 10 (9) 124 (110) 39 (35) 25 (22) 25 (22) ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL ER D LEGEND CA UG 49 (44) HD AM (PM) - ENTERING TRAFFIC EN OY PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com NEW TRIPS PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 9 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 245 (194) 194 (120) 84 (175) 22 (234) 201 (93) 129 (26) 40 (71) 10 (42) 18 (61) 72 (39) 24 (19) 12 (12) 2 (30) 0 (2) 10 (46) 19 (85) 2 (16) 620 (1496) 169 (273) 770 (1176) 9 (46) 688 (933) 394 (585) 474 (552) 288 (536) 610 (1013) 7 (46) 755 (986) 29 (15) 130 (144) 182 (122) NYS ROUTE 31 488 (957) 131 (213) 746 (1258) 42 (263) 10 (43) 53 (266) 8 (27) 654 (652) 746 (1091) 31 (111) 704 (1047) 634 (1009) 442 (513) 384 (538) 152 (162) 112 (122) 110 (176) 146 (290) 109 (201) 2 (51) 57 (38) 51 (24) 301 (1079) 0 (3) 61 (201) 38 (152) 96 (236) 43 (268) 9 (110) 0 (1) 2 (0) 70 (37) 199 (283) 203 (133) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP CAUGHDENOY RD PLAZA 59 (52) 59 (52) 35 (31) LAKESHORE LEGIONAIRE DR ENTRANCE 2 ENTRANCE 1 SPUR RD P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB 45 (40) RD P ORE 267 (238) 132 (119) ) 5) 63 (184) 87 (159) ESH ) 153 (136 174 (87) 127 (138 54 (43) 55 (18) 51 (92) 20 (82) 76 (25) (33 4 (16) 7 (28) 9 (25) 4 (9) LAK 16 (27) 5 (48) 629 26 (36) 92 (159) 467 (592) 218 (194) 499 (685) 515 (683) 733 (1115) 80 (199) 589 (735) 11 (15) 363 (515) 36 (153) 240 (409) 767 (333) 1083 (899) 699 (900) 10 (17) 51 (63) 171 (154) NYS ROUTE 31 4 (7) 36 (46) 553 (1016) 120 (295) 179 (545) 787 (910) 490 (581) 455 (506) 829 (668) 907 (676) 649 (353) 564 (859) 710 (979) 42 (35) 169 (506) 21 (54) 28 (35) 2 (4) 39 (32) 81 (61) 92 (61) 39 (141) 30 (282) 22 (134) 244 (463) 4 (40) 32 (104) 324 (665) 21 (33) 10 (32) 61 (109) ADESA ON-RAMP OFF-RAMP 130 (64) I-81 SB LAWTON RD I-81 NB MA 7 (2) PL ER D 9( 94 3 ( 6 (80 ) 35 52) ) (7 8 ) LEGEND CA UG AM (PM) 13 (63) 74 (183) 38 (224) HD E NO Y PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 YEAR 2024 BACKGROUND DEVELOPMENT P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 10 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 261 (204) 223 (138) 234 (108) 94 (201) 26 (272) 150 (30) 46 (82) 12 (49) 21 (71) 83 (45) 26 (21) 14 (14) 2 (34) 0 (2) 12 (53) 23 (99) 2 (19) 646 (1679) 173 (296) 800 (1287) 11 (53) 705 (1006) 372 (604) 407 (513) 335 (622) 638 (1120) 8 (53) 738 (1068) 33 (18) 88 (112) 160 (95) NYS ROUTE 31 493 (1052) 148 (246) 772 (1382) 49 (305) 12 (50) 59 (308) 7 (30) 748 (752) 772 (1188) 36 (129) 723 (1136) 642 (1093) 428 (521) 303 (498) 177 (188) 102 (270) 11 (128) 164 (335) 124 (233) 50 (311) 2 (59) 59 (27) 77 (158) 346 (1252) 67 (44) 0 (4) 71 (234) 68 (86) 44 (177) 2 (0) 81 (43) 226 (325) 233 (153) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP PLAZA CAUGHDENOY RD LAKESHORE LEGIONAIRE DR SPUR RD P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB RD P 202 (101 ORE 101 (184) ) 4) 59 (107) 67 (207) ESH ) 154 (137 147 (160 23 (14) 64 (21) 11 (29) 24 (95) 88 (29) (37 5 (19) 8 (32) 5 (11) LAK 19 (31) 6 (56) 713 30 (42) 107 (184) 390 (550) 327 (570) 374 (594) 651 (1116) 93 (232) 684 (854) ) 13 (18) 42 (178) 279 (475) 891 (387) 1201 (993) 772 (1009) 12 (20) 19 (37) NYS ROUTE 31 5 (8) 42 (53) 562 (1108) 116 (322) 190 (618) 914 (1057) 416 (537) 653 (499) 772 (534) 552 (232) 599 (946) 785 (1101) 49 (40) 13 (52) 107 (71) 196 (588) 17 (113) 2 (5) 32 (40) 31 (321) 45 (37) 49 (30) 26 (156) 5 (46) 0 (18) 139 (410) 37 (121) 376 (772) 25 (38) 12 (37) 42 (101) ADESA ON-RAMP OFF-RAMP 151 (75) I-81 SB LAWTON RD I-81 NB MA 8 (2) PL ER D 10 4 11 9 ( (7 ) 40 (61) 93 (90 ) ) LEGEND CA UG AM (PM) 15 (74) 14 (260) 29 (162) HD E NO Y PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 YEAR 2044 BACKGROUND P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 11 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 281 (222) 225 (139) 234 (108) 97 (203) 26 (272) 150 (30) 46 (82) 12 (49) 21 (71) 83 (45) 28 (22) 14 (14) 2 (34) 0 (2) 12 (53) 23 (99) 2 (19) 710 (1729) 193 (314) 881 (1354) 11 (53) 786 (1073) 446 (668) 530 (623) 335 (622) 699 (1169) 8 (53) 864 (1135) 33 (18) 142 (160) 204 (135) NYS ROUTE 31 557 (1103) 151 (247) 853 (1450) 49 (305) 12 (50) 61 (309) 9 (31) 758 (757) 853 (1256) 36 (129) 804 (1204) 723 (1161) 502 (585) 426 (608) 177 (188) 122 (134) 121 (198) 110 (274) 11 (128) 169 (337) 127 (234) 50 (311) 2 (59) 59 (27) 349 (1253) 67 (44) 0 (4) 71 (234) 44 (177) 2 (0) 81 (43) 231 (328) 236 (154) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP CAUGHDENOY RD PLAZA 59 (52) 59 (52) 35 (31) LEGIONAIRE DR ENTRANCE 2 ENTRANCE 1 LAKESHORE P US ROUTE 11 ON-RAM I-81 SB OFF-RAM SPUR RD I-81 NB 45 (40) RD P 202 (101 RE 267 (238) O 132 (119) 101 (184) ) LAK ) 59 (107) 73 (213) ESH ) 174 (155 7 147 (160 58 (45) 64 (21) 11 (29) 24 (95) 88 (29) (38 5 (19) 8 (32) 5 (11) 19 (31) 30 (42) 107 (184) 6 (56) 728 522 (669) 218 (194) 545 (764) 567 (766) 824 (1270) 93 (232) 684 (854) ) 13 (18) 422 (599) 42 (178) 279 (475) 891 (387) 1250 (1037) 806 (1040) 12 (20) 54 (68) 171 (154) NYS ROUTE 31 5 (8) 42 (53) 631 (1170) 136 (340) 205 (631) 914 (1057) 548 (656) 528 (588) 920 (737) 1014 (750) 725 (386) 648 (990) 819 (1132) 49 (40) 107 (71) 196 (588) 23 (61) 2 (5) 88 (65) 32 (40) 34 (237) 5 (46) 45 (37) 42 (157) 26 (156) 263 (520) 37 (121) 376 (772) 25 (38) 12 (37) 67 (123) ADESA ON-RAMP OFF-RAMP 151 (75) I-81 SB LAWTON RD I-81 NB MA 8 (2) PL ER D 10 4 11 9 ( (7 ) 40 (61) 93 (90 ) ) LEGEND CA UG AM (PM) 15 (74) 78 (206) 44 (260) HD E NO Y PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com YEAR 2044 BACKGROUND DEVELOPMENT PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 12 WHITE PINE COMMERCE PARK Traffic Impact Study 5.0 CAPACITY ANALYSIS 5.1 METHODOLOGY The purpose of conducting capacity analysis is to understand operations along the corridor, how the development will impact those operations and determine the level of improvement needed to mitigate degradation in operations to the background condition. Capacity analysis was conducted for the following five scenarios: 1. Year 2021 Existing 2. Year 2024 Background 3. Year 2024 Background with Development 4. Year 2024 Background with Development and Build Improvements 5. Year 2044 Background with Development and with 2024 Build Improvements Intersection and arterial Level of Service (LOS) was determined for each scenario. The Level of Service calculation procedures are provided in the Highway Capacity Manual 6th edition (HCM) published by the Transportation Research Board, 2016. Synchro 11, developed by Trafficware, was utilized to determine the HCM LOS for the study intersections and arterial roadway, determine operational deficiencies and aid in determining appropriate mitigation. SimTraffic traffic simulation software was used to determine queue lengths. Synchro outputs for each scenario are shown in Appendix C to Appendix G. The HCM quantifies the quality of traffic flow in terms of levels of service (LOS). See Table 3 for the six levels of service, with LOS A indicating very low levels of delays and LOS F indicating high levels of delays associated with congestion. These represent a qualitative measure of operational conditions within a traffic stream, and the perception of conditions by motorists and/or passengers. LOS and capacity for signalized intersections are calculated for each lane group (a lane group may be one or more movements), each intersection approach, and the entire intersection. The intersection LOS is merely a weighted average of the individual approaches and may not be considered a valid measure of the quality or acceptability of an intersection design since it can conceal poor operating conditions on individual approaches. LOS at unsignalized intersections are only calculated for minor movements since the through movement on the major street is not affected by intersection traffic control. Note that turn lanes additions are recommended for capacity improvements only along with signal operation adjustments to address crash safety. Additional improvements to be reviewed during design and construction that could improve safety, reduce delay and queueing further include, but are not limited, to wider shoulders that could assist with disabled vehicles or snow storage during winter months, relocated stop bars to help trucks complete wide turns, and/or access improvements to minor side streets and major driveways. Page 26 WHITE PINE COMMERCE PARK Traffic Impact Study Table 3. Level of Service (LOS) HCM Signalized Intersection Level of Service LOS by Volume-to-Capacity Ratio (v/c) Control Delay (s/veh) v/c ≤1.0 v/c >1.0 ≤10 A F >10-20 B F >20-35 C F >35-55 D F >55-80 E F >80 F F HCM Unsignalized Intersection Level of Service LOS by Volume-to-Capacity Ratio (v/c)a, b Control Delay (s/veh) v/c ≤1.0 v/c >1.0 ≤10 A F >10-15 B F >15-25 C F >25-35 D F >35-50 E F >50 F F The following assumptions were made when conducting the capacity analysis: 1. Existing timings were used and modified to account for volume increases. 2. A few select driveways were added to help balance the volumes between signalized intersections to help prevent vehicles from appearing or disappearing inside the network. 3. The peak hour factor was 0.95 for all scenarios. This value was used since traffic counts taken during the pandemic are lower compared to normal conditions. 4. Models were run based on 2004 FHWA standards and each simulation was run for two hours with a 30-minute seeding period. Ten simulation runs were performed for each model to obtain SimTraffic results. 5. Caughdenoy Road and Site Entrance 1 was modeled as a stop-controlled intersection (westbound approach stop-controlled), and NYS Route 31 and Site Entrance 2 was modeled as a signalized intersection (See Section 5.6.1). The Entrance placement and number of entrances are part of the assumptions and could change. 6. Site Entrances have a 10% Heavy Vehicles shown in the analysis. 7. A LOS D or better is acceptable per NYSDOT and NYSDOT HDM requirements. Page 27 WHITE PINE COMMERCE PARK Traffic Impact Study 5.2 YEAR 2021 EXISTING AND YEAR 2024 BACKGROUND CONDITION This section describes operations during the Year 2021 Existing and Year 2024 Background conditions. Existing Conditions represents operations throughout the study area presently. The Year 2024 Background condition includes regional traffic growth (Section 3.6) and trips from approved developments (Section 3.7). During the 2021 Existing Conditions, the capacity analysis results for the AM and PM peak hour show most signalized intersections will operate at LOS D or better and all movements are to operate at LOS D or better except: • NYS Route 31/I-81 southbound ramp left turn movement operates at LOS E for PM peak hours. • NYS Route 31/I-81 northbound off ramp right turn movement operates at LOS E for PM peak hours. • NYS Route 31/Lakeshore Road southbound right operates at LOS F for AM and PM peak hours. By the year 2024 background condition, the capacity analysis results for the AM and PM peak hour show most signalized intersections will continue to operate at LOS D or better and all movements are to operate at LOS D or better except: • NYS Route 31/I-81 southbound off ramp left turn movement operates at LOS E for PM peak hours. • NYS Route 31/I-81 northbound off ramp right turn movement operates at LOS E for PM peak hours. • NYS Route 31/Lakeshore Road southbound right operates at LOS F for AM and PM peak hours. The Year 2021 Existing and Year 2024 Background condition intersection LOS results are shown in Table 6 and Table 7 and displayed on Figure 13 and Figure 14. 5.3 YEAR 2024 BACKGROUND DEVELOPMENT, YEAR 2024 BACKGROUND DEVELOPMENT BUILD CONDITION This section describes operations during the Year 2024 Background Development and Year 2024 Background Development Build conditions. During the 2024 Background Development, the addition of the development traffic causes delay increases slightly at most intersections. The two proposed site entrances are both expected to operate at LOS A (Section 5.6.1). There are three intersections that degrade in LOS: • NYS Route 31/Henry Clay Boulevard intersection reduces from LOS B to LOS C in AM peak hour and LOS C to LOS D in PM peak hour. • NYS Route 31/I-81 southbound intersection reduces from LOS C to LOS D in AM peak hour. • NYS Route 31/I-81 northbound off ramp intersection from LOS D to LOS F in PM peak hour. All movements are expected to operate at LOS D or better except: Page 28 WHITE PINE COMMERCE PARK Traffic Impact Study • NYS Route 31/Henry Clay Boulevard – the northbound approach operates at E for AM peak hour. • NYS Route 31/US Route 11 – the southbound left operates at LOS E for PM peak hour. • NYS Route 31/I-81 southbound off ramp intersection the southbound left operates at LOS E for AM and PM peak hours, the eastbound thru movement operates at LOS F for AM peak hour and westbound left operates at LOS E for PM peak hour. • NYS Route 31/I-81 northbound off ramp the eastbound left movement operates at LOS F for PM peak hour and northbound right turn movement operates at LOS E for PM peak hours. • NYS Route 31/ Lakeshore Road southbound right operates at LOS F for AM and PM peak hours. The 2024 Background Development Build includes the addition of the build improvements that address traffic delay for most intersections. The improvements are targeted to address movements that are LOS D or lower as described above and are further detailed in Section 5.7. NYSDOT is considering various options for Lakeshore Road improvements as outlined in the Traffic Impact Study in Appendix B. Year 2024 Background Development and Year 2024 Background Development Build LOS results are shown in Table 6 and Table 7 and displayed on Figure 15 and Figure 16. 5.4 YEAR 2044 BACKGROUND DEVELOPMENT BUILD CONDITION The 2044 Background Development Build provides an outlook of how well the network operates in the future and holds up over time and includes the build improvements, which were developed to address traffic delay for most intersections. The improvements are further detailed in Section 5.7. The Year 2044 scenario is performed per HDM Exhibit 5-1b, which is for project work type that includes intersection reconstruction, the analysis requires an Estimated Time of Completion (ETC) plus twenty years or ETC+20. This scenario serves as an evaluation of how well improvements operate over time to Year 2044. There are four intersections that degrade in LOS Year 2044 scenario compared to the 2024 Background Development Build condition: • NYS Route 31/NYS Route 481 northbound intersection reduces from LOS C to LOS D in PM peak hour. • NYS Route 31/Morgan Road intersection reduces from LOS C to LOS D in PM peak hour. • NYS Route 31/US Route 11 intersection reduces from LOS C to LOS D in PM peak hour. • NYS Route 31/I-81 southbound intersection reduces from LOS B to LOS C in AM peak hour. Year 2044 Background Development Build condition intersection LOS results are shown in Table 6 and Table 7 and displayed on Figure 17. Page 29 WHITE PINE COMMERCE PARK Traffic Impact Study 5.5 QUEUE ANALYSIS The 95th percentile queue lengths were compiled from Trafficware’s SimTraffic for the five scenarios: 2021 Existing, 2024 Background, 2024 Background Development, 2044 Background and 2044 Background Build. Simtraffic was used to determine queues over Synchro since microsimulation models are more effective in evaluating heavily congested conditions. These lengths were compiled and compared to existing storage lengths for the purpose of the analysis to identify locations where queues will exceed available storage because of the additional development traffic. These results are the average output of ten SimTraffic runs. Results are summarized in Table 8 and Table 9, for the AM and PM peak hours, respectively. The following is summary of the deficiencies identified prior to the additional development traffic: • AM Peak Hour o NYS Route 31/I-81 northbound ramp - northbound right turn exceeds available storage. o NYS Route 31/I-81 southbound ramp - westbound left exceeds available storage. o NYS Route 31/Lakeshore Road - extensive queues along Lakeshore Road approaching NYS Route 31. • PM Peak Hour o NYS Route 31/I-81 northbound ramp - eastbound left exceeds available storage. o NYS Route 31/I-81 northbound ramp - northbound left exceeds available storage. o NYS Route 31/I-81 southbound ramp - westbound left exceeds available storage. o NYS Route 31/Lakeshore Road - eastbound left exceeds available storage and causes queues on the I-81 NB off-ramp. The southbound right queues are excessive. The following is summary of the deficiencies identified because of the additional development traffic: • AM Peak Hour o Extensive queues along NYS Route 31 eastbound, which is caused by the high eastbound right turn volume onto the I-81 southbound on-ramp. • PM Peak Hour o Extensive queues along NYS Route 31 eastbound, which is caused by the high eastbound right turn volume onto the I-81 southbound on-ramp. The 2024 Background Development Build includes the addition of the build improvements that also address traffic queuing resulting from extended delay for most intersections. Page 30 WHITE PINE COMMERCE PARK Traffic Impact Study 5.6 PEAK HOUR TRAVEL SPEEDS NYS Route 31 speeds along six sections were analyzed using SimTraffic. The purpose of this analysis is to compare operating speeds with the posted speed limits to view delay and travel operations between the signalized intersections. Simtraffic is preferred compared to HCM output since Simtraffic, which is a microscopic model is more effective at representing congested conditions. The six sections were segmented based on the posted speed limit and the various scenarios were compiled and compared in Table 4. The 2024 Background Development condition was compared to the 2024 Background condition to determine the change in speed through the corridor with the additional development traffic. The results show the speeds will reduce throughout the corridor, especially around Segment 4 and 5. Along Segment 4, the speeds reduce by 7 MPH during both the AM and PM peak hours. For Segment 5, during the AM peak hour, the speeds will reduce by 26 MPH and during the PM Peak hour, speeds will reduce by 23 MPH. These reduced speeds are due to excessive queues throughout the I-81 interchange area. The 2024 Background Development Build includes the addition of the build improvements that also address traffic travel speeds resulting from extended delay for most intersections. Page 31 WHITE PINE COMMERCE PARK Traffic Impact Study Table 4. SimTraffic Arterial Speeds (MPH)1 Segment 1 Segment 2 Segment 3 Segment 4 Segment 5 Segment 6 NYS Route 481 East side of Grange Road to East side of East side of West side of US to east side of Morgan Rd to East side of Caughdenoy Rd Barcaldine Route 11 to Morgan Rd Grange Rd Caughdenoy Rd to East side of Dr/Legionnaire Dr Lakeshore Rd Barcaldine Dr/ to West side of US Legionnaire Dr Route 11 Speed Limit (MPH) 40 55 40 55 45 35 EB WB EB WB EB WB EB WB EB WB EB WB AM Peak Hour 2021 Existing 24.0 26.0 42.0 45.0 35.0 35.0 49.0 51.0 32.0 40.0 13.0 16.0 2024 Background 24.0 26.0 42.0 45.0 35.0 35.0 49.0 51.0 32.0 40.0 13.0 14.0 2024 Background + Dev. 22.0 25.0 39.0 43.0 33.0 35.0 31.0 44.0 6.0 39.0 8.0 13.0 Change -2.0 -1.0 -3.0 -2.0 -2.0 0.0 -18.0 -7.0 -26.0 -1.0 -5.0 -1.0 2024 Build Alternative 1 22.0 25.0 41.0 44.0 33.0 35.0 44.0 44.0 31.0 39.0 15.0 17.0 Change -2.0 -1.0 -1.0 -1.0 -2.0 0.0 -5.0 -7.0 -1.0 -1.0 2.0 3.0 2044 Build Alternative 1 19.0 23.0 39.0 43.0 32.0 34.0 43.0 43.0 29.0 38.0 13.0 13.0 PM Peak Hour 2021 Existing 21.0 19.0 39.0 42.0 34.0 34.0 49.0 50.0 31.0 38.0 11.0 10.0 2024 Background 20.0 19.0 39.0 42.0 34.0 34.0 49.0 50.0 31.0 38.0 10.0 9.0 2024 Background + Dev. 19.0 18.0 30.0 39.0 32.0 34.0 41.0 43.0 8.0 38.0 7.0 7.0 Change -1.0 -1.0 -9.0 -3.0 -2.0 0.0 -8.0 -7.0 -23.0 0.0 -3.0 -2.0 2024 Build Alternative 1 19.0 18.0 39.0 42.0 31.0 34.0 44.0 43.0 30.0 37.0 14.0 14.0 Change -1.0 -1.0 0.0 0.0 -3.0 0.0 -5.0 -7.0 -1.0 -1.0 4.0 5.0 2044 Build Alternative 1 15.0 14.0 36.0 42.0 28.0 32.0 38.0 43.0 10.0 37.0 6.0 8.0 1Speeds shown help to assess whether the traffic volumes reflect a forced-flow condition or a free-flow condition in potentially congested areas. Page 32 WHITE PINE COMMERCE PARK Traffic Impact Study 5.7 CAPACITY IMPROVEMENT MEASURES Identifying deficiencies that exist prior to the build condition and identifying those that are from the development are different. However, applying capacity improvement measures is required for the proposed build condition to meet minimum LOS conditions. These mitigation improvements start with selecting the most cost-effective improvements. These improvements from NYSDOT can include: • Retiming traffic signals or adjusting signal phasing. • Signage or striping to prevent turning movements at intersections. • Addition of turn lanes to increase capacity. • Installation of traffic signals. • Conversion of a signalized or unsignalized intersection to a roundabout. Proposed mitigation measures were developed to improve operations to Year 2024 volumes with Background levels (no Park development) and meet acceptable LOS D or better operations. The aforementioned operational deficiencies during the AM and PM peak hour along with a summary of the improvements are summarized in Table 5. Capacity analysis was conducted with the proposed mitigation improvements and results are summarized on Table 6 and Table 7. Queue results are summarized in Table 8 and 9, for the AM and PM peak hours, respectively, while speed results are shown in Table 4. Results of the capacity analysis show movements will operate better compared to 2024 Background levels and meet acceptable LOS D or better. These improvements will provide better operations through the year 2044. Queueing deficiencies will be mitigated, especially the extensive queues at the I-81 interchange. Furthermore, speeds will improve along the east side of the study area with the proposed improvements. Circulation to the site is projected and modeled based upon Section 4.0. If changes occur to how the Park is accessed and volumes increase on Caughdenoy Road beyond those currently projected and modeled, then further mitigation would be recommended to construct an eastbound left turn lane along NYS Route 31 to help with through movement from being delayed by turning vehicles. As the level of service analysis shows, there are intersections and movements that are projected to fail by 2044. The main areas of concern are at the NYS Route 481 interchange and NYS Route 31 between US Route 11 and the Interstate 81 ramps. These areas are projected to be failing or near failing by 2044. Any improvements beyond 2024 need to be reviewed for mitigation at a later time. Page 33 WHITE PINE COMMERCE PARK Traffic Impact Study Table 5. Proposed Mitigation Improvements Location AM Peak Hour PM Peak Hour Mitigation Benefit NYS Route • Intersection reduces from LOS Construct northbound left turn PM peak hour LOS improves to C 31/Henry C to LOS D. lane. and intersection delay is improved Clay Blvd • Northbound approach operates compared to 2024 Background at E. condition. Northbound approach improves from E to D. NYS Route • Southbound left operates at Construct westbound dual left turn All movements operate at LOS D 31/US LOS E lanes (existing single left) and or better. Route 11 modify left turn phasing from E/P to protected. Allocate additional green time to southbound left. NYS Route • Intersection degrades from • SB left turn movement Construct westbound double left All movements operate at LOS D 31/I-81 LOS C to LOS D. operates at LOS E. turn lanes (existing single left) and or better and overall intersection Southbound • SB left turn movement • WB movements operate at change westbound left turn LOS improves to B. Queues are Ramps operates at LOS E. LOS E. phasing from permissive/protected within available storage. • EB thru movement operates at • WB left exceeds available to protected. The dual lefts will LOS F. storage and I-81 NB off-ramp require the I-81 southbound on- • WB left exceeds storage. left turn exceeds available ramp be widened to two lanes and • Queues along eastbound, storage. return to a single lane before the I- which is caused by the high EB • EB queues along caused by 81 merge. right turn volume onto the I-81 the high EB right volume to the SB on-ramp. I-81 SB on-ramp. • Reduced travel speeds • Reduced travel speeds NYS Route • Right turn exceeds available • Eastbound left movement Provide an additional left and right Intersection improves from LOS F 31/I-81 storage. operates at LOS F. turn lane on the I-81 northbound off to LOS C. Northbound • NB right turn movement ramp to provide dual LT lanes and Ramp operates at LOS E. RT lanes • EB left exceeds storage. NYS Route • Southbound right operates at • Southbound right operates at Various concepts developed and See results 31/ LOS F. LOS F. in progress with NYSDOT. See on Lakeshore • Extensive queues along • EB left at the exceeds available the following page for a description Road Lakeshore Road storage and causes queues on of preliminary Alternatives. the I-81 NB off-ramp. • SB right queues are excessive. WHITE PINE COMMERCE PARK Traffic Impact Study 5.7.1 NYS Route 31 and Lakeshore Road The intersection of NYS Route 31 and Lakeshore Road is currently experiencing capacity and safety issues. To address this, five alternatives were developed. The final mitigation alternative will be reviewed and decided in the future in coordination with NYSDOT. The Alternatives include: • Alternative A – Provide a signalized double right from Lakeshore Road westbound at NYS Route 31 by converting the eastbound lane. The existing left turn movement will be relocated to the signalized Lakeshore Road Spur intersection approximately 300 feet to the east. NYS Route 31 westbound traffic will be stopped at the existing Lakeshore Road intersection but NYS Route 31 eastbound traffic will free flow. The signal could be timed such that the NYS Route 31 eastbound left at the Lakeshore Road Spur could operate at the same time as the Lakeshore Road westbound double right. No right-of-way should be required. • Alternative B – Realign Lakeshore Road at NYS Route 31 so that the westbound right turn free flows on to NYS Route 31 westbound. The left turn from NYS Route 31 eastbound to Lakeshore Road eastbound will take place at a more 90-degree movement instead of the existing skew. There could be some right-of way take in the northeast quadrant. • Alternative C – A signalized double right would be provided on Lakeshore Road westbound like Alternative A. This alternative would have the left turn from NYS Route 31 eastbound to Lakeshore Road eastbound occur in the same manner as the existing condition. Widening would take place along the east side of Lakeshore Road. Widening is shown along the north side of NYS Route 31 between the Lakeshore Road and the Lakeshore Road Spur to provide additional capacity at the Lakeshore Road intersection. Right-of-way appears to be needed. The NYS Route 31 eastbound traffic would still free flow through the Lakeshore Road intersection. • Alternative D – The left turn from NYS Route 31 eastbound to Lakeshore Road will remain at its exiting location. Lakeshore Road westbound will be terminated at the Lakeshore Road Spur. Lakeshore Road westbound motorists will take a left turn after stopping, on to the Lakeshore Road Spur. Once on Lakeshore Road Spur, the southbound right will be channelized to provide a free flow condition on the NYS Route 31. Widening will take place on the north side between the Lakeshore Road Spur and Lakeshore Road which will require right-of-way. Another option to this is to provide a double right from the Lakeshore Road Spur and widen NYS Route 31 westbound east of the Lakeshore Road Spur intersection. The NYS Route 31 eastbound through movement will free flow at the Lakeshore Road intersection. • Alternative E – Lakeshore Road would be a cul-de sac at NYS Route 31. All Lakeshore Road westbound traffic will turn left at the Lakeshore Spur Road. Lakeshore Road eastbound traffic will also turn at the Lakeshore Road Spur signalized intersection. The southbound right along the Lakeshore Road Spur be channelized to provide a free flow condition on the NYS Route 31 westbound. Widening will take place on the north side between the Lakeshore Spur Road and Lakeshore Road which will require right-of-way. The option to this is to provide a double right from the Lakeshore Road Spur and widen NYS Route 31 westbound east of the Lakeshore Road Spur intersection. The left turn movement from Lakeshore Road westbound onto the Lakeshore Road Spur is assumed to be free flow, but additional signage will be needed to alert motorists that the road is a cul-de-sac at NYS Route 31. WHITE PINE COMMERCE PARK Traffic Impact Study 5.7.2 Traffic Signal Warrant Analysis A traffic signal warrant analysis was performed at the following two study area intersections based on the 2009 Manual on Uniform Traffic Control Devices (MUTCD) in conjunction with the 2011 NYSDOT MUTCD: • NYS Route 31/Entrance 2 • NYS Route 481 Northbound Off Ramp/Caughdenoy Road/Maple Road The signal warrant analysis illustrates that a signal is warranted at the NYS Route 31/Entrance 2 intersection but not at the NYS Route 481 Northbound Off Ramp/Caughdenoy Road/Maple Road intersection. However, this intersection may be a good candidate for a roundabout, which may reduce the occurrence of right-angle crashes as discussed in Section 6.5. A summary of the warrant analysis is provided in with supporting calculations included in Appendix B. Page 36 WHITE PINE COMMERCE PARK Traffic Impact Study Table 6. HCM AM Peak Hour Intersection Level of Service and Delay (s/veh) & V/C2 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C T C 20.7 0.37 C 22.0 0.41 C 22.7 0.46 C 22.7 0.46 C 28.7 0.63 EB R B 13.8 0.54 B 14.3 0.57 B 14.3 0.57 B 14.3 0.57 B 17.7 0.71 Approach B 16.6 B 17.4 B 17.9 B 17.9 C 22.3 L C 27.9 0.71 C 28.5 0.72 C 28.3 0.72 C 28.3 0.72 C 33.6 0.82 WB T A 5.9 0.32 A 6.5 0.35 A 7.9 0.38 A 7.9 0.38 A 9.5 0.48 Approach B 13.4 B 13.9 B 14.3 B 14.3 B 17.2 NYS Route 31 & L C 28.9 0.29 C 28.0 0.30 C 27.9 0.29 C 27.9 0.29 C 24.6 0.27 NYS Route 481 NB R C 31.3 0.10 C 31.3 0.10 C 31.6 0.17 C 31.6 0.17 C 32.8 0.40 SB/Soule Rd Approach C 30.4 C 30.0 C 30.2 C 30.2 C 29.6 L C 20.5 0.39 B 19.7 0.38 B 19.9 0.42 B 19.9 0.42 B 17.3 0.42 T C 33.9 0.24 C 34.0 0.24 C 34.0 0.24 C 34.0 0.24 C 34.1 0.28 SB R C 33.2 0.05 C 33.2 0.06 C 33.2 0.06 C 33.2 0.06 C 33.2 0.07 Approach C 25.0 C 24.5 C 24.4 C 24.4 C 22.7 Intersection Overall B 18.0 0.61 B 18.4 0.64 B 18.7 0.64 B 18.7 0.64 C 21.3 0.77 L A 3.4 0.23 A 3.0 0.25 A 2.7 0.26 A 2.7 0.26 A 3.5 0.34 EB T A 2.9 0.27 A 2.7 0.28 A 2.5 0.31 A 2.5 0.31 A 2.7 0.36 Approach A 3.0 A 2.7 A 2.5 A 2.5 A 2.9 T A 6.0 0.28 A 6.2 0.29 A 6.4 0.32 A 6.4 0.32 A 7.1 0.38 WB R A 2.3 0.10 A 2.3 0.11 A 2.4 0.12 A 2.4 0.12 A 2.5 0.14 NYS Route 31 & Approach A 5.2 A 5.4 A 5.5 A 5.5 A 6.1 NYS Route 481 NB L D 35.8 0.63 D 35.6 0.64 D 35.6 0.64 D 35.6 0.64 D 35.7 0.67 LT D 35.8 0.63 D 35.9 0.64 D 35.9 0.64 D 35.9 0.64 D 36.1 0.67 NB R C 29.0 0.03 C 28.7 0.03 C 28.7 0.03 C 28.7 0.03 C 27.7 0.04 Approach C 34.9 C 34.9 C 34.9 C 34.9 C 34.9 Intersection Overall A 9.8 0.36 A 9.7 0.37 A 9.2 0.40 A 9.2 0.40 A 9.7 0.46 T A 0.7 0.26 A 0.7 0.27 A 0.7 0.29 A 0.7 0.29 A 0.8 0.34 EB R A 0.0 0.02 A 0.0 0.02 A 0.0 0.02 A 0.0 0.02 A 0.0 0.02 Approach A 0.7 A 0.7 A 0.7 A 0.7 A 0.7 NYS Route 31 & L A 0.7 0.01 A 0.7 0.01 A 0.8 0.01 A 0.8 0.01 A 1.0 0.02 Marketfair Plaza WB T A 0.9 0.24 A 0.7 0.25 A 0.8 0.27 A 0.8 0.27 A 1.0 0.31 Approach A 0.9 A 0.7 A 0.8 A 0.8 A 1.0 L D 38.0 0.15 D 38.0 0.15 D 38.0 0.15 D 38.0 0.15 D 38.0 0.19 NB R D 35.7 0.00 D 35.7 0.00 D 35.7 0.00 D 35.7 0.00 D 35.6 0.00 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C Approach D 37.6 D 37.6 D 37.6 D 37.6 D 37.7 Intersection Overall A 1.1 0.26 A 1.1 0.27 A 1.1 0.30 A 1.1 0.30 A 1.2 0.34 L D 46.5 0.22 D 46.2 0.22 D 46.1 0.22 D 46.1 0.22 D 43.5 0.21 EB TR A 0.5 0.23 A 0.5 0.24 A 0.5 0.26 A 0.5 0.26 A 0.5 0.30 Approach A 3.4 A 3.3 A 3.1 A 3.1 A 3.0 L A A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 T A 1.6 0.29 A 1.5 0.30 A 1.5 0.33 A 1.5 0.33 A 1.8 0.38 NYS Route 31 & WB R A 2.4 0.01 A 2.4 0.01 A 2.4 0.01 A 2.4 0.01 A 2.7 0.01 Mall West/ Approach A 1.6 A 1.6 A 1.5 A 1.5 A 1.8 Water Board Lane NB LTR (Approach) A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 LT D 37.3 0.15 D 37.3 0.15 D 37.3 0.15 D 37.3 0.15 D 37.3 0.17 SB R C 32.8 0.08 C 32.8 0.08 C 32.8 0.08 C 32.8 0.08 C 31.7 0.08 Approach C 34.3 C 34.3 C 34.3 C 34.3 C 33.5 Intersection Overall A 3.2 0.30 A 3.2 0.32 A 2.9 0.35 A 2.9 0.35 A 3.1 0.40 L A 2.9 0.02 A 3.3 0.02 A 3.2 0.02 A 3.2 0.02 A 5.2 0.03 EB TR A 3.5 0.24 A 3.8 0.26 A 3.7 0.28 A 3.7 0.28 A 5.7 0.33 Approach A 3.5 A 3.8 A 3.6 A 3.6 A 5.7 L A 4.7 0.06 A 4.8 0.06 A 4.8 0.07 A 4.8 0.07 A 5.6 0.09 WB TR A 5.6 0.28 A 5.7 0.29 A 5.9 0.32 A 5.9 0.32 A 7.0 0.38 NYS Route 31 & Approach A 5.6 A 5.7 A 5.9 A 5.9 A 6.9 Mall East/ L C 34.7 0.42 C 34.6 0.43 C 34.6 0.43 C 34.6 0.43 C 34.5 0.48 Lazy B Furniture NB TR C 32.6 0.03 C 32.5 0.03 C 32.5 0.03 C 32.5 0.03 C 32.1 0.04 Approach C 33.7 C 33.6 C 33.6 C 33.6 C 33.4 LT C 32.6 0.02 C 32.5 0.01 C 32.5 0.01 C 32.5 0.01 C 32.0 0.01 SB R C 30.0 0.01 C 29.9 0.01 C 29.9 0.01 C 29.9 0.01 C 28.6 0.01 Approach C 30.2 C 30.1 C 30.1 C 30.1 C 28.9 Intersection Overall A 7.2 0.30 A 7.3 0.32 A 7.1 0.34 A 7.1 0.34 A 8.5 0.40 L C 23.5 0.18 C 24.0 0.19 C 24.4 0.18 C 24.4 0.18 C 25.3 0.22 T C 28.5 0.48 C 29.3 0.50 C 31.8 0.56 C 31.8 0.56 C 34.2 0.62 EB NYS Route 31 & R B 18.7 0.11 B 19.0 0.11 C 20.3 0.11 C 20.3 0.11 C 21.0 0.13 Morgan Road Approach C 25.0 C 25.6 C 28.0 C 28.0 C 29.7 L C 21.6 0.28 C 22.1 0.29 C 22.0 0.47 C 22.0 0.47 C 24.2 0.55 WB TR C 26.1 0.41 C 26.8 0.41 C 27.8 0.45 C 27.8 0.45 C 29.7 0.50 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C Approach C 25.3 C 25.9 C 26.4 C 26.4 C 28.4 L B 18.9 0.44 B 19.0 0.46 C 21.5 0.50 C 21.5 0.50 C 24.3 0.66 T C 22.6 0.12 C 22.6 0.12 C 25.0 0.13 C 25.0 0.13 C 21.0 0.12 NB R B 18.4 0.04 B 18.4 0.04 B 19.2 0.07 B 19.2 0.07 B 15.8 0.08 Approach B 19.7 B 19.7 C 21.3 C 21.3 C 20.8 L B 12.5 0.11 B 12.5 0.12 B 14.5 0.12 B 14.5 0.12 B 19.3 0.16 SB TR C 28.9 0.69 C 29.4 0.70 C 32.9 0.71 C 32.9 0.71 D 40.9 0.82 Approach C 26.3 C 26.8 C 30.0 C 30.0 D 37.6 Intersection Overall C 24.6 0.55 C 25.1 0.57 C 27.0 0.61 C 27.0 0.61 C 29.8 0.71 L B 11.9 0.01 B 12.1 0.02 B 12.6 0.02 B 10.1 0.02 B 10.7 0.02 EB TR B 18.6 0.58 B 19.2 0.60 C 23.3 0.70 B 18.6 0.67 C 21.9 0.73 Approach B 18.5 B 19.1 C 23.2 B 18.5 C 21.8 L A 8.2 0.30 A 8.6 0.31 B 12.0 0.49 A 9.0 0.44 B 12.9 0.56 WB TR B 11.3 0.36 B 11.6 0.37 B 13.2 0.47 B 10.3 0.45 B 11.5 0.49 NYS Route 31 & Approach B 10.4 B 10.8 B 12.9 A 10.0 B 11.9 Henry Clay Blvd L - - - - - - - - - D 36.4 0.60 D 50.6 0.74 NB TR - - - - - - - - - C 29.4 0.20 C 32.4 0.25 Approach C 31.8 0.65 C 33.8 0.68 D 46.8 0.79 C 32.4 0.78 D 40.3 0.90 SB LTR (Approach) C 25.8 0.40 C 26.5 0.40 C 30.9 0.39 C 32.1 0.51 D 36.0 0.55 Intersection Overall B 18.5 0.57 B 19.3 0.59 C 23.5 0.71 B 18.6 0.63 C 22.2 0.72 EB LTR (Approach) A 4.5 0.37 A 4.5 0.38 A 6.5 0.57 A 6.5 0.57 A 7.0 0.62 WB LTR (Approach) A 4.3 0.34 A 4.3 0.35 A 5.5 0.47 A 5.5 0.47 A 5.7 0.51 NYS Route 31 & NB LTR (Approach) B 15.4 0.31 B 15.7 0.31 B 16.6 0.31 B 16.6 0.31 B 18.0 0.35 Caughdenoy Road SB LTR (Approach) B 16.0 0.37 B 16.2 0.38 B 16.5 0.30 B 16.5 0.30 B 18.1 0.36 Intersection Overall A 6.5 0.37 A 6.5 0.38 A 8.1 0.51 A 8.1 0.51 A 8.7 0.56 L A 5.5 0.01 A 5.5 0.01 A 4.6 0.01 A 4.6 0.01 A 5.1 0.01 EB TR A 6.8 0.59 A 9.9 0.60 B 12.4 0.75 B 12.4 0.75 B 16.0 0.82 Approach A 9.8 A 9.9 B 12.4 B 12.4 B 16.0 NYS Route 31 & L A 5.0 0.09 A 5.1 0.10 A 6.9 0.13 A 6.9 0.13 B 10.3 0.18 Legionnaire Dr/ WB TR A 6.5 0.30 A 6.5 0.31 A 6.2 0.45 A 6.2 0.45 A 7.0 0.48 Lawton Rd Approach A 6.3 A 6.4 A 6.3 A 6.3 A 7.2 L C 22.4 0.17 C 22.6 0.17 C 32.3 0.22 C 32.3 0.22 D 35.4 0.22 NB TR C 21.8 0.07 C 22.0 0.07 C 31.2 0.07 C 31.2 0.07 C 34.3 0.08 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C Approach C 21.9 C 22.1 C 31.5 C 31.5 C 34.6 L C 23.7 0.34 C 23.9 0.35 C 34.6 0.44 C 34.6 0.44 D 37.6 0.43 SB TR C 21.7 0.05 C 21.8 0.05 C 31.1 0.06 C 31.1 0.06 C 34.2 0.06 Approach C 23.2 C 23.4 C 33.8 C 33.8 D 36.8 Intersection Overall B 10.9 0.52 B 11.0 0.53 B 12.6 0.67 B 12.6 0.67 B 15.3 0.73 L A 9.3 0.07 A 9.6 0.07 A 9.4 0.08 D 53.0 0.49 D 51.5 0.46 EB TR B 13.5 0.37 B 13.9 0.38 B 15.7 0.52 B 15.4 0.52 C 20.4 0.63 Approach B 13.3 B 13.7 B 15.5 B 16.7 C 21.6 L A 5.9 0.46 A 6.2 0.47 A 8.4 0.57 D 42.3 0.58 D 43.6 0.62 WB TR A 4.9 0.19 A 4.9 0.20 A 5.9 0.28 A 7.0 0.30 A 8.7 0.36 Approach A 5.3 A 5.3 A 6.6 B 17.0 B 18.9 NYS Route 31 & L D 45.9 0.12 D 45.9 0.12 D 46.6 0.31 D 46.2 0.30 D 45.2 0.29 US Route 11 T D 48.1 0.19 D 48.2 0.20 D 49.5 0.27 D 49.5 0.27 D 49.7 0.30 NB R D 42.7 0.59 D 42.2 0.58 D 41.9 0.58 D 43.4 0.60 D 44.8 0.66 Approach D 43.6 D 43.2 D 43.6 D 44.6 D 45.5 L D 39.2 0.43 D 39.3 0.44 D 41.8 0.49 D 41.4 0.47 D 37.0 0.42 SB TR D 43.3 0.15 D 43.3 0.15 D 46.1 0.21 D 46.1 0.21 D 43.5 0.19 Approach D 41.1 D 41.2 D 43.9 D 43.7 D 40.2 Intersection Overall B 16.5 0.49 B 16.7 0.51 B 17.3 0.58 C 21.8 0.54 C 24.6 0.61 EB TR (Approach) D 43.3 0.87 D 44.2 0.89 F 89.6 1.10 C 25.2 0.84 C 32.2 0.94 L C 28.0 0.93 C 32.5 0.96 C 34.9 0.97 B 14.8 0.66 B 17.2 0.81 WB T A 3.1 0.20 A 3.1 0.21 A 2.2 0.27 A 2.4 0.29 A 2.5 0.33 NYS Route 31 & Approach B 17.4 C 20.1 B 18.9 A 8.8 B 10.1 I-81 SB Ramps LT E 74.0 0.81 E 77.4 0.83 E 77.4 0.83 D 54.6 0.68 D 54.5 0.70 SB R D 46.1 0.09 D 46.1 0.09 D 46.2 0.10 D 44.2 0.10 D 43.1 0.12 Approach E 59.7 E 61.4 E 60.3 D 49.0 D 48.3 Intersection Overall C 31.5 0.95 C 33.4 0.98 D 51.3 1.00 B 19.2 0.74 C 22.5 0.86 L A 4.1 0.21 A 4.1 0.21 C 22.6 0.31 A 7.2 0.31 A 8.9 0.39 EB T A 1.3 0.19 A 1.4 0.20 A 7.3 0.24 A 2.9 0.24 A 3.1 0.28 NYS Route 31 & Approach A 1.8 A 1.8 A 10.0 A 3.6 A 4.1 I-81 NB Ramps WB TR (Approach) B 19.1 0.61 B 19.5 0.63 C 24.1 0.71 B 19.6 0.65 C 25.4 0.79 /Pardee Road L D 45.8 0.55 D 45.9 0.56 D 51.0 0.78 D 40.2 0.45 D 39.4 0.46 NB T D 41.8 0.17 D 41.7 0.17 D 35.3 0.12 D 37.7 0.13 D 36.8 0.14 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS 1 Delay V/C R D 42.3 0.23 D 42.1 0.24 D 36.3 0.24 D 47.3 0.73 D 50.9 0.80 Approach D 43.1 D 43.1 D 42.3 D 43.9 D 45.6 SB R (Approach) D 39.8 0.54 D 40.2 0.55 D 45.4 0.63 D 51.7 0.71 D 53.4 0.76 Intersection Overall C 20.9 0.59 C 21.2 0.60 C 26.0 0.71 C 23.1 0.68 C 26.3 0.78 NYS Route 31 & EB L A 2.0 0.19 B 10.2 0.20 B 10.6 0.23 B 10.6 0.23 B 12.1 0.30 Lakeshore Road SB R F 252.8 1.48 F 284.2 1.55 F 350.4 1.70 F 350.4 1.70 F 656.2 2.38 (unsignalized)7 Intersection Overall F 252.8 1.48 F 284.2 1.55 F 350.4 1.70 F 350.4 1.70 F 656.2 2.38 Caughdenoy Road/ EB LT A 0.2 0.00 A 0.2 0.00 A 0.2 0.00 A 0.2 0.00 A 0.3 0.00 Maple Rd & NYS Route NB LR A 9.4 0.05 A 9.4 0.05 A 10.0 0.12 A 10.0 0.12 B 10.2 0.13 481 Off Ramp SB LTR B 10.6 0.18 B 10.7 0.19 B 11.4 0.20 B 11.4 0.20 B 12.2 0.24 (unsignalized)7 Intersection Overall B 10.6 0.18 B 10.7 0.19 B 11.4 0.20 B 11.4 0.20 B 12.2 0.24 L - - - - - - B 10.5 0.05 B 10.5 0.05 B 10.7 0.06 Caughdenoy Road & WB R - - - - - - A 8.8 0.06 A 8.8 0.06 A 8.9 0.06 Entrance 1 Approach - - - - - - A 9.5 A 9.5 A 9.6 (unsignalized)1 SB L - - - - - - A 7.6 0.04 A 7.6 0.04 A 7.6 0.04 Intersection Overall - - - - - - A 9.5 A 9.5 B 10.7 L - - - - - - B 10.4 0.48 B 10.4 0.48 B 10.9 0.52 EB T - - - - - - B 11.4 0.61 B 11.4 0.61 B 12.3 0.66 Approach - - - - - - B 11.1 B 11.1 B 11.9 T - - - - - - A 9.8 0.48 A 9.8 0.48 B 10.2 0.52 NYS Route 31 & WB R - - - - - - A 8.1 0.16 A 8.1 0.16 A 8.0 0.16 Entrance 2 Approach - - - - - - A 9.2 A 9.2 A 9.5 L - - - - - - B 14.3 0.56 B 14.3 0.56 B 16.0 0.57 SB R - - - - - - B 11.2 0.09 B 11.2 0.09 B 12.5 0.09 Approach - - - - - - B 13.3 B 13.3 B 14.9 Intersection Overall - - - - - - B 10.9 0.58 B 10.9 0.58 B 11.7 0.62 WHITE PINE COMMERCE PARK Traffic Impact Study Table 7. HCM PM Peak Hour Intersection Level of Service and Delay (s/veh) 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C T C 33.7 0.76 D 35.1 0.79 D 36.9 0.83 D 36.9 0.83 D 51.9 0.97 EB R C 20.5 0.67 C 21.4 0.70 C 21.4 0.70 C 21.4 0.70 C 28.9 0.84 Approach C 28.2 C 29.4 C 30.6 C 30.6 D 42.5 L C 30.4 0.86 C 30.4 0.88 C 29.2 0.88 C 29.2 0.88 D 35.3 1.00 WB T A 6.4 0.72 A 6.4 0.74 A 6.8 0.77 A 6.8 0.77 A 7.3 0.88 Approach B 12.9 B 12.9 B 12.7 B 12.7 B 14.7 NYS Route 31 & L D 51.3 0.78 D 53.3 0.80 D 53.3 0.80 D 53.3 0.80 E 73.4 0.93 NYS Route 481 NB R D 35.3 0.29 D 35.4 0.31 D 35.4 0.31 D 35.4 0.31 D 35.7 0.39 SB/Soule Rd Approach D 44.8 D 46.0 0.33 D 46.0 D 46.0 E 58.1 L C 26.5 0.32 C 26.4 C 26.7 0.36 C 26.7 0.36 C 27.3 0.42 T D 43.8 0.44 D 43.9 0.45 D 43.9 0.45 D 43.9 0.45 D 44.5 0.51 SB R D 42.0 0.11 D 42.0 0.12 D 42.0 0.12 D 42.0 0.12 D 42.1 0.13 Approach D 35.8 D 35.8 D 35.6 D 35.6 D 36.0 Intersection Overall C 23.5 0.77 C 24.0 0.79 C 24.4 0.80 C 24.4 0.80 C 30.6 0.93 L B 19.5 0.79 C 24.4 0.83 C 26.2 0.85 C 26.2 0.85 D 50.6 0.99 EB T B 11.9 0.54 B 12.4 0.56 B 12.6 0.60 B 12.6 0.60 B 17.1 0.73 Approach B 13.2 B 14.4 B 14.8 B 14.8 C 22.6 T C 24.1 0.72 C 25.6 0.75 C 24.5 0.79 C 24.5 0.79 D 49.4 1.00 WB R B 19.0 0.17 B 19.8 0.17 B 15.3 0.18 B 15.3 0.18 C 26.1 0.21 NYS Route 31 & Approach C 23.0 C 24.4 C 22.5 C 22.5 D 44.4 NYS Route 481 NB L D 46.9 0.91 D 48.0 0.91 D 48.0 0.91 D 48.0 0.91 E 57.3 0.97 LT D 47.1 0.91 D 48.0 0.91 D 48.0 0.91 D 48.0 0.91 E 57.6 0.97 NB R C 23.8 0.38 C 23.5 0.38 C 23.5 0.38 C 23.5 0.38 C 21.9 0.42 Approach D 42.4 D 43.1 D 43.1 D 43.1 D 50.4 Intersection Overall C 26.7 0.85 C 27.8 0.88 C 27.0 0.90 C 27.0 0.90 D 39.3 1.00 T A 2.7 0.49 A 2.9 0.50 A 3.4 0.53 A 3.4 0.53 A 3.9 0.62 EB R A 0.3 0.07 A 0.8 0.07 A 0.8 0.07 A 0.8 0.07 A 0.3 0.08 Approach A 2.5 A 2.7 A 3.2 A 3.2 A 3.6 NYS Route 31 & L A 4.0 0.13 A 4.2 0.14 A 5.8 0.15 A 5.8 0.15 A 6.9 0.22 Marketfair Plaza WB T A 2.5 0.40 A 2.6 0.41 A 3.2 0.43 A 3.2 0.43 A 3.3 0.51 Approach A 2.6 A 2.6 A 3.3 A 3.3 A 3.5 L D 50.0 0.65 D 50.1 0.66 D 50.1 0.66 D 50.1 0.66 D 50.7 0.69 NB R D 37.4 0.02 D 37.3 0.02 D 37.3 0.04 D 37.3 0.04 D 36.3 0.11 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C Approach D 46.0 D 46.0 D 46.1 D 46.1 D 46.2 Intersection Overall A 5.2 0.51 A 5.3 0.53 A 5.8 0.55 A 5.8 0.55 A 6.1 0.64 L D 48.7 0.59 D 48.4 0.60 D 47.6 0.60 D 47.6 0.60 D 44.7 0.64 EB TR A 0.7 0.39 A 0.7 0.40 A 2.0 0.42 A 2.0 0.42 A 3.8 0.49 Approach B 10.9 B 10.7 B 11.2 B 11.2 B 12.1 L A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 A 0.0 0.00 T A 9.8 0.48 A 10.0 0.49 B 10.3 0.52 B 10.3 0.52 B 11.8 0.62 NYS Route 31 & WB R A 1.1 0.03 A 1.1 0.03 A 0.8 0.03 A 0.8 0.03 A 1.1 0.04 Mall West/ Approach A 9.4 A 9.5 A 9.9 A 9.9 B 11.4 Water Board Lane NB LTR (Approach) D 48.4 0.03 D 48.4 0.03 D 48.4 0.03 D 48.4 0.03 D 48.4 0.03 LT D 45.0 0.35 D 45.0 0.36 D 45.0 0.36 D 45.0 0.36 D 45.0 0.40 SB R C 35.0 0.43 C 34.9 0.43 C 34.9 0.43 C 34.9 0.43 C 34.1 0.47 Approach D 36.5 D 36.5 D 36.5 D 36.5 D 35.8 Intersection Overall B 13.2 0.48 B 13.1 0.49 B 13.3 0.52 B 13.3 0.52 B 14.3 0.59 L A 0.7 0.09 A 0.8 0.10 A 0.6 0.11 A 0.6 0.11 A 0.8 0.15 EB TR A 0.9 0.36 A 1.0 0.37 A 0.9 0.40 A 0.9 0.40 A 1.1 0.46 Approach A 0.9 A 1.0 A 0.9 A 0.9 A 1.1 L A 4.3 0.04 A 4.3 0.04 A 4.4 0.05 A 4.4 0.05 A 4.8 0.07 WB TR A 5.9 0.38 A 6.0 0.40 A 6.2 0.42 A 6.2 0.42 A 7.0 0.49 NYS Route 31 & Approach A 5.9 A 6.0 A 6.2 A 6.2 A 7.0 Mall East/ L D 44.9 0.38 D 44.8 0.38 D 44.8 0.38 D 44.8 0.38 D 44.8 0.42 Lazy B Furniture NB TR D 43.0 0.04 D 42.9 0.04 D 42.9 0.04 D 42.9 0.04 D 42.5 0.05 Approach D 44.1 D 44.0 D 44.0 D 44.0 D 43.8 LT D 44.6 0.33 D 44.5 0.34 D 44.5 0.34 D 44.5 0.34 D 44.3 0.36 SB R D 38.3 0.03 D 38.3 0.03 D 38.3 0.04 D 38.3 0.04 D 37.9 0.03 Approach D 40.5 D 40.4 D 40.4 D 40.4 D 40.0 Intersection Overall A 6.2 0.39 A 6.2 0.40 A 6.1 0.43 A 6.1 0.43 A 6.6 0.49 L C 26.4 0.76 C 30.4 0.80 C 34.7 0.82 C 34.7 0.82 D 51.9 0.91 T C 24.2 0.39 C 25.9 0.43 C 28.1 0.50 C 28.1 0.50 C 29.5 0.55 EB R B 13.5 0.16 B 14.5 0.17 B 14.9 0.17 B 14.9 0.17 B 14.7 0.19 NYS Route 31 & Approach C 21.8 C 23.9 C 26.3 C 26.3 C 31.2 Morgan Road L C 23.6 0.31 C 23.4 0.30 C 24.3 0.46 C 24.3 0.46 C 26.6 0.54 WB TR C 32.0 0.66 C 34.5 0.70 D 38.9 0.79 D 38.9 0.79 D 49.4 0.90 Approach C 30.9 C 32.9 D 36.3 D 36.3 D 45.5 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C L C 24.1 0.70 C 25.2 0.72 C 25.0 0.70 C 25.0 0.70 D 41.3 0.87 T C 25.4 0.36 C 25.3 0.36 C 25.1 0.35 C 25.1 0.35 C 28.1 0.42 NB R B 19.0 0.05 B 17.9 0.05 B 17.1 0.08 B 17.1 0.08 B 18.9 0.09 Approach C 23.9 C 24.3 C 23.5 C 23.5 C 32.7 L C 26.5 0.12 C 26.3 0.12 C 28.0 0.13 C 28.0 0.13 C 30.0 0.15 SB TR C 34.0 0.49 C 34.2 0.51 D 35.9 0.52 D 35.9 0.52 D 43.1 0.66 Approach C 32.9 C 33.0 C 34.6 C 34.6 D 41.1 Intersection Overall C 25.7 0.79 C 27.4 0.82 C 29.4 0.82 C 29.4 0.82 D 36.6 0.95 L B 17.2 0.08 B 17.7 0.09 C 20.2 0.12 B 11.0 0.08 B 12.6 0.10 EB TR C 32.6 0.77 C 34.0 0.79 D 46.0 0.90 C 23.3 0.76 C 27.9 0.83 Approach C 31.9 C 33.3 D 45.0 C 22.9 C 27.3 L B 16.7 0.34 B 18.8 0.36 D 39.6 0.76 B 12.9 0.42 B 19.3 0.59 WB TR C 23.0 0.59 C 25.2 0.60 C 30.2 0.71 B 16.4 0.59 B 18.7 0.65 NYS Route 31 & Approach C 22.0 C 24.2 C 31.8 B 15.8 B 18.8 Henry Clay Blvd L - - - - - - - - - D 36.6 0.66 D 40.7 0.68 NB TR - - - - - - - - - D 39.6 0.74 D 50.1 0.83 Approach D 41.0 0.87 D 46.3 0.89 E 60.5 0.95 D 38.5 D 46.5 SB LTR (Approach) C 20.5 0.08 C 21.2 0.08 C 23.5 0.08 C 27.9 0.13 C 31.3 0.18 Intersection Overall C 30.2 0.79 C 33.8 0.81 D 43.9 0.91 C 24.7 0.73 C 29.7 0.81 EB LTR (Approach) A 4.7 0.48 A 4.8 0.49 A 7.8 0.67 A 7.8 0.67 A 9.6 0.74 WB LTR (Approach) A 4.6 0.45 A 4.6 0.46 A 6.2 0.57 A 6.2 0.57 A 7.1 0.64 NYS Route 31 & NB LTR (Approach) B 18.6 0.43 B 18.8 0.44 B 19.8 0.44 B 19.8 0.44 C 22.1 0.52 Caughdenoy Road SB LTR (Approach) B 17.1 0.21 B 17.2 0.20 B 18.1 0.18 B 18.1 0.18 B 19.5 0.21 Intersection Overall A 6.4 0.47 A 6.4 0.48 A 8.8 0.62 A 8.8 0.62 B 10.2 0.70 L A 8.4 0.02 A 8.5 0.02 A 7.6 0.02 A 7.6 0.02 A 8.2 0.03 EB TR B 13.0 0.55 B 13.3 0.56 B 15.9 0.72 B 15.9 0.72 B 18.5 0.77 Approach B 13.0 B 13.2 B 15.8 B 15.8 B 18.4 L A 4.6 0.27 A 4.7 0.28 A 7.8 0.37 A 7.8 0.37 B 10.9 0.48 NYS Route 31 & WB TR A 7.9 0.49 A 8.0 0.50 A 8.8 0.62 A 8.8 0.62 B 10.2 0.68 Legionnaire Dr/ Approach A 7.2 A 7.3 A 8.7 A 8.7 B 10.3 Lawton Rd L C 25.4 0.21 C 25.6 0.22 C 33.0 0.24 C 33.0 0.24 D 35.8 0.26 NB TR C 24.4 0.06 C 24.6 0.06 C 31.7 0.06 C 31.7 0.06 C 34.3 0.07 Approach C 24.8 C 24.9 C 32.1 C 32.1 C 34.8 SB L C 30.2 0.56 C 30.8 0.57 D 41.6 0.63 D 41.6 0.63 D 51.7 0.72 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C TR C 24.8 0.13 C 25.0 0.14 C 32.2 0.15 C 32.2 0.15 C 34.9 0.17 Approach C 28.3 C 28.7 D 38.2 D 38.2 D 45.5 Intersection Overall B 12.6 0.53 B 12.8 0.54 B 15.1 0.68 B 15.1 0.68 B 17.7 0.75 L C 24.0 0.16 C 24.7 0.17 C 23.8 0.18 D 51.0 0.45 D 53.4 0.54 EB TR C 32.6 0.51 C 33.9 0.53 D 38.2 0.74 C 31.4 0.64 D 38.2 0.78 Approach C 31.9 C 33.2 D 37.4 C 32.5 D 39.1 L C 24.4 0.73 C 25.5 0.75 D 41.6 0.86 D 42.7 0.71 D 47.3 0.81 WB TR B 13.9 0.39 B 14.5 0.40 B 14.4 0.49 B 14.5 0.54 B 16.4 0.65 Approach B 17.9 B 18.7 C 23.3 C 23.7 C 26.7 NYS Route 31 & L C 31.4 0.33 C 31.2 0.33 C 32.9 0.52 C 31.5 0.48 C 29.6 0.51 US Route 11 T D 45.8 0.72 D 45.6 0.73 D 45.8 0.73 D 45.8 0.73 D 46.9 0.78 NB R C 29.0 0.74 C 28.3 0.74 C 28.0 0.74 D 42.4 0.86 D 52.5 0.94 Approach C 34.5 C 34.1 C 34.1 D 41.8 D 47.5 L D 40.3 0.72 D 41.3 0.74 E 59.0 0.83 D 41.4 0.74 D 54.1 0.85 SB TR D 35.4 0.28 D 35.1 0.28 D 36.1 0.30 D 35.5 0.30 C 34.4 0.33 Approach D 37.3 D 37.4 D 44.6 D 37.7 D 41.8 Intersection Overall C 28.3 0.75 C 28.8 0.77 C 32.3 0.86 C 32.4 0.75 D 37.2 0.86 EB TR (Approach) D 36.8 0.88 D 37.4 0.89 D 38.5 0.95 B 19.1 0.78 C 22.8 0.89 L D 51.1 0.50 D 52.1 0.52 E 65.8 0.59 C 20.5 0.45 B 17.9 0.54 WB T A 1.0 0.34 A 1.0 0.35 A 2.9 0.40 A 5.1 0.42 A 7.3 0.48 NYS Route 31 & Approach B 13.9 B 14.2 B 17.4 A 8.6 A 9.7 I-81 SB Ramps LT E 55.1 0.69 E 55.7 0.70 E 55.7 0.70 D 53.7 0.68 D 54.4 0.71 SB R D 44.0 0.08 D 43.9 0.08 D 44.0 0.09 D 43.7 0.09 D 44.1 0.32 Approach D 50.0 D 50.3 D 49.9 D 48.7 D 49.4 Intersection Overall C 27.1 0.70 C 27.5 0.71 C 29.6 0.79 B 16.8 0.68 B 19.1 0.78 L D 47.4 0.93 D 51.1 0.95 F 53.2 1.02 C 29.9 0.86 D 43.6 0.95 EB T A 7.1 0.44 A 7.3 0.46 A 5.6 0.48 A 5.1 0.41 A 6.4 0.50 Approach B 17.3 B 18.5 B 17.8 B 11.5 B 15.9 NYS Route 31 & WB TR (Approach) D 44.0 0.89 D 48.1 0.92 D 54.0 0.96 C 30.0 0.76 D 50.7 0.97 I-81 NB Ramps L C 25.2 0.53 C 24.9 0.53 C 29.3 0.70 C 32.1 0.50 C 30.4 0.51 /Pardee Road T C 20.8 0.15 C 20.5 0.15 C 20.5 0.15 C 29.1 0.21 C 27.2 0.22 NB R E 60.8 0.97 E 65.6 0.99 E 69.2 1.00 D 46.2 0.87 D 51.2 0.93 Approach D 45.9 D 48.6 D 50.1 D 39.4 D 41.5 SB R (Approach) D 43.6 0.38 D 43.7 0.39 D 43.7 0.39 D 41.3 0.34 D 40.4 0.37 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Background w/ 2024 Background, 2044 Background, Intersection Approach Movement 2021 Existing 2024 Background Development Development w/ Build Development w/ Build LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C LOS Delay V/C Intersection Overall D 35.9 0.96 D 38.5 0.98 F 40.7 1.02 C 27.5 0.88 D 36.0 0.96 NYS Route 31 & EB L B 10.6 0.81 D 34.9 0.86 E 44.1 0.92 E 44.1 0.92 F 208.8 1.38 Lakeshore Road SB R F 125.7 1.12 F 150.7 1.18 F 206.1 1.32 F 206.1 1.32 F 559.5 2.12 (unsignalized)1 Intersection Overall F 125.7 1.12 F 150.7 1.18 F 206.1 1.32 F 206.1 1.32 F 559.5 2.12 Caughdenoy Road/ EB LT A 8.4 A 8.4 A 8.6 A 8.6 A 8.9 Maple Rd & NYS NB LR A 8.1 A 8.1 A 8.5 A 8.5 A 9.0 Route 481 Off Ramp SB LTR A 8.4 A 8.3 A 8.4 A 8.4 A 8.7 (unsignalized)1 Intersection Overall A 8.4 A 8.4 A 8.6 A 8.6 A 9.0 L - - - - - - B 10.6 0.05 B 10.6 0.05 B 10.8 0.05 Caughdenoy Road & WB R - - - - - - A 9.1 0.06 A 9.1 0.06 A 9.2 0.06 Entrance 1 Approach - - - - - - A 9.7 A 9.7 A 9.8 (unsignalized)1 SB L - - - - - - A 7.7 0.04 A 7.7 0.04 A 7.8 0.04 Intersection Overall - - - - - - A 9.7 A 9.7 A 9.8 L - - - - - - B 10.3 0.52 B 10.3 0.52 B 19.3 0.57 EB T - - - - - - B 10.1 0.59 B 10.1 0.59 B 15.3 0.09 Approach - - - - - - B 10.1 B 10.1 B 18.0 T - - - - - - B 10.2 0.60 B 10.2 0.60 B 13.6 0.61 NYS Route 31 & WB R - - - - - - A 7.1 0.14 A 7.1 0.14 B 11.2 0.64 Entrance 2 Approach - - - - - - A 9.4 A 9.4 B 11.7 L - - - - - - B 17.3 0.57 B 17.3 0.57 B 11.5 0.66 SB R - - - - - - B 13.6 0.09 B 13.6 0.09 A 7.1 0.14 Approach - - - - - - B 16.0 B 16.0 B 10.4 Intersection Overall - - - - - - B 11.1 0.59 B 11.1 0.59 B 12.3 0.63 1 Signalized and Unsignalized follow different LOS and Delay results. See TIS Section 5n for more information. Worst approach delay and LOS reported as the overall unsignalized intersection operation. 2 Volume to Capacity (V/C) Ratio; LOS F when V/C > 1 Legend LOS A – C LOS D LOS E LOS F Page 46 WHITE PINE COMMERCE PARK Traffic Impact Study Table 8. AM Peak Hour SimTraffic 95% Queues (feet)1 2024 2044 2024 Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build T - 193 200 210 - 225 265 EB R - 205 215 205 - 205 255 NYS Route 31 L 340 140 145 135 - 145 140 WB & T - 143 150 140 - 150 175 NYS Route L 260 93 100 100 - 100 105 NB 481 SB/Soule R - 74 75 80 - 80 80 Rd L 300 167 170 180 - 190 190 SB T - 72 70 70 - 70 65 R 150 55 60 60 - 65 65 L 150 84 85 90 - 90 95 EB T - 110 105 110 - 105 120 NYS Route 31 T - 121 125 135 - 135 160 & WB R 330 44 45 45 - 50 50 NYS Route L 350 144 150 150 - 150 175 481 NB NB LT - 187 190 195 - 190 200 R 220 62 55 60 - 55 65 T - 11 9 10 - 10 10 EB NYS Route 31 R 250 2 1 5 - 0 0 & L 150 18 20 25 - 20 20 WB Marketfair T - 23 20 25 - 25 30 Plaza L - 29 25 25 - 25 30 NB R - 11 10 10 - 10 10 L 330 16 35 35 - 35 35 NYS Route 31 EB TR - 8 10 15 - 10 15 & L 150 0 0 0 - 0 0 Mall West/ WB T - 51 55 60 - 60 50 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 2044 2024 Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build Water Board R 150 5 5 5 - 5 5 Lane NB LTR - 0 0 0 - 0 0 LT - 31 30 30 - 30 30 SB R - 39 40 35 - 35 40 L 300 20 20 20 - 20 20 EB TR - 94 100 105 - 100 155 NYS Route 31 L 210 35 35 35 - 40 40 & WB TR - 86 90 100 - 95 115 Mall East/ L - 85 85 85 - 85 100 Lazy B NB TR - 55 55 55 - 55 65 Furniture LT - 11 10 10 - 10 15 SB R - 40 40 40 - 40 40 L 275 61 60 70 - 90 115 EB T - 196 195 260 - 265 305 R 275 85 90 90 - 95 120 L 300 82 80 140 - 130 115 NYS Route 31 WB TR - 118 120 155 - 155 135 & L 550 126 130 145 - 150 155 Morgan Road NB T - 73 75 80 - 80 75 R 250 40 40 50 - 50 45 L 400 96 125 75 - 105 80 SB TR - 334 360 305 - 320 370 NYS Route 31 L 425 17 20 20 - 20 15 EB & TR - 255 250 365 - 380 325 Henry Clay L 475 95 95 130 - 130 140 WB Blvd TR - 152 145 210 - 210 180 NB L - - - - 300 135 175 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 2044 2024 Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build TR - 162 175 230 - 240 110 SB LTR - 129 120 135 - 145 145 NYS Route 31 EB LTR - 132 130 235 - 225 185 & WB LTR - 123 125 170 - 165 145 Caughdenoy NB LTR - 67 70 95 - 100 95 Road SB LTR - 63 60 85 - 85 80 L 250 13 10 115 - 15 20 EB TR - 171 195 3300 - 235 210 NYS Route 31 L 250 44 45 50 - 55 50 & WB TR - 94 100 160 - 145 150 Legionnaire L 130 47 50 60 - 55 60 Dr/ NB TR - 69 70 110 - 80 75 Lawton Rd L - 67 70 85 - 70 80 SB TR 175 36 35 35 - 35 35 L 225 65 50 125 - 80 55 EB TR - 250 260 >3500 - 410 290 L 500 136 145 205 450 (double left) 130 130 WB NYS Route 31 TR - 94 100 135 - 175 205 & L 190 30 30 70 - 65 80 US Route 11 NB T - 54 55 60 - 55 55 R - 188 190 180 - 195 230 L 325 119 125 130 - 120 135 SB TR - 60 60 70 - 70 80 NYS Route 31 EB TR - 171 160 >3500 - 680 175 & L 130 190 185 190 130 (double left) 195 215 WB I-81 SB T - 355 330 360 - 120 140 Ramps SB LT - 206 200 225 - 165 250 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 2044 2024 Storage 2021 2024 Proposed Storage Background Background Intersection Approach Lane Group Background Length Existing Background Length 2 Development Development Development Build Build R 200 114 110 130 - 90 150 L 100 48 50 90 - 80 65 EB NYS Route 31 T - 65 70 120 - 80 85 & WB TR - 335 390 585 - 520 370 I-81 NB L 450 162 160 285 200 (double left) 185 185 Ramps NB T - 113 120 115 - 85 80 /Pardee Road R 100 136 135 130 125 (double right) 240 270 SB R - 1035 1020 250 - 200 220 NYS Route 31 EB L 250 90 100 95 - 115 115 & SB R - 420 440 425 - 440 430 Lakeshore Rd Caughdenoy EB LT - 0 0 0 - 5 5 Road/Maple NB LR 250 40 40 45 - 45 50 Rd & NYS Route SB LTR 50 60 65 65 - 65 70 481 Off Ramp L - - - 50 - 45 45 Caughdenoy WB R - - - 50 - 50 50 Road & NB R - - - 5 - 5 5 Entrance 1 SB L - - - 25 - 30 20 L - - - 165 - 155 165 EB T - - - 210 - 205 210 NYS Route 31 T - - - 170 - 155 165 & WB R - - - 95 - 85 85 Entrance 2 L - - - 205 - 210 215 SB R - - - 85 - 75 85 1Reported (in feet) from SimTraffic. Synchro underestimate queues in oversaturated conditions. 2Proposed storage lengths at mitigated locations only; additional locations need to be reviewed in the future. WHITE PINE COMMERCE PARK Traffic Impact Study Table 9. PM Peak Hour SimTraffic 95% Queues (feet) 1 2024 Proposed Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage Length 2024 Build 2044 Build Length Background 2 + Dev T - 410 445 485 - 480 570 EB R - 265 280 285 - 295 570 L 340 225 195 220 - 210 150 NYS Route 31 WB T - 210 205 215 - 225 215 & L 260 220 220 230 - 225 250 NYS Route 481 NB R - 120 100 120 - 110 180 SB/Soule Rd L 300 155 155 165 - 170 180 SB T - 105 115 110 - 115 150 R 150 125 135 135 - 140 170 L 150 115 175 175 - 175 175 EB T - 210 200 200 - 200 270 NYS Route 31 T - 350 350 370 - 365 340 & WB R 330 75 85 115 - 125 85 NYS Route 481 L 350 410 425 435 - 440 450 NB NB LT - 515 570 600 - 630 780 R 220 350 355 350 - 355 335 T - 140 145 85 - 85 105 EB R 250 35 35 25 - 20 25 NYS Route 31 L 150 60 60 70 - 65 60 & WB T - 120 115 105 - 105 130 Marketfair Plaza L - 130 135 130 - 125 145 NB R - 45 45 50 - 50 45 L 330 125 130 125 - 125 135 NYS Route 31 EB TR - 20 25 70 - 75 110 & L 150 0 0 0 - 0 0 Mall West/ WB T - 155 170 180 - 185 135 Water Board R 150 35 45 50 - 55 20 Lane NB LTR - 10 10 10 - 10 15 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Proposed Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage Length 2024 Build 2044 Build Length Background 2 + Dev LT - 75 75 75 - 70 80 SB R - 165 165 160 - 160 195 L 300 40 40 40 - 40 40 EB TR - 65 65 110 - 100 85 NYS Route 31 L 210 30 30 30 - 30 30 & WB TR - 135 125 140 - 150 95 Mall East/ L - 70 75 75 - 80 75 Lazy B NB TR - 50 45 50 - 50 55 Furniture LT - 65 70 65 - 70 70 SB R - 60 60 60 - 60 55 L 275 200 200 225 - 215 210 EB T - 210 215 255 - 255 240 R 275 95 100 105 - 105 115 L 300 95 95 125 - 130 115 NYS Route 31 WB TR - 210 215 240 - 245 215 & L 550 215 220 230 - 220 200 Morgan Road NB T - 155 160 160 - 160 200 R 250 40 45 50 - 50 55 L 400 60 60 60 - 60 70 SB TR - 195 190 215 - 210 265 L 425 45 45 280 - 210 45 NYS Route 31 EB TR - 365 370 915 - 745 375 & L 475 80 80 130 - 140 90 Henry Clay Blvd WB TR - 260 260 365 - 360 210 NB L - - - - 300 185 250 TR - 375 370 430 - 450 325 SB LTR - 55 60 65 - 55 65 EB LTR - 185 200 350 - 360 260 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Proposed Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage Length 2024 Build 2044 Build Length Background 2 + Dev NYS Route 31 WB LTR - 170 160 230 - 245 200 & NB LTR - 80 75 115 - 105 105 Caughdenoy - SB LTR - 50 50 65 65 65 Road L 250 25 20 65 - 30 20 EB TR - 200 215 720 - 285 235 NYS Route 31 L 250 95 95 110 - 110 135 WB & TR - 145 155 200 - 210 190 Legionnaire Dr/ L 130 55 60 60 - 60 60 NB Lawton Rd TR - 60 60 65 - 70 70 L - 90 100 115 - 110 115 SB TR 175 65 65 75 - 75 80 L 225 100 120 220 - 150 95 EB TR - 310 315 >3500 - 750 255 L 500 220 225 225 450 (double left) 170 190 WB NYS Route 31 TR - 150 150 200 - 240 145 & L 190 155 155 180 - 180 205 US Route 11 NB T - 280 280 295 - 310 445 R - 310 320 340 - 380 485 L 325 185 205 320 - 215 195 SB TR - 130 130 205 - 130 140 EB TR - 160 170 >3500 - 340 180 NYS Route 31 L 130 210 205 200 130 (double left) 135 130 WB & T - 345 345 355 - 225 265 I-81 SB Ramps LT - 165 165 175 - 170 195 SB R 200 85 75 95 - 90 110 NYS Route 31 L 100 170 170 180 - 165 170 EB & T - 360 365 360 - 235 265 WHITE PINE COMMERCE PARK Traffic Impact Study 2024 Proposed Storage 2024 Intersection Approach Lane Group 2021 Existing Background Storage Length 2024 Build 2044 Build Length Background 2 + Dev I-81 NB Ramps WB TR - 520 575 610 - 420 490 /Pardee Road L 450 465 480 580 200 (double left) 215 220 NB T - 806 860 1215 - 150 145 R 100 170 165 165* 125 (double right) 500 570 SB R - 120 130 170 - 115 125 NYS Route 31 EB L 250 320 350 370 - 360 355 & - SB R - 190 245 385 170 245 Lakeshore Rd Caughdenoy EB LT - 50 50 50 - 50 50 Road/Maple Rd NB LR 250 90 95 85 - 75 145 & - NYS Route 481 SB LTR 50 55 55 55 55 60 Off Ramp L - - - 45 - 45 40 Caughdenoy WB R - - - 50 - 50 50 Road & NB R - - - 5 - 5 5 Entrance 1 SB L - - - 35 - 35 35 L - - - 160 - 160 170 EB T - - - 205 - 190 215 NYS Route 31 T - - - 190 - 180 190 & WB R - - - 85 - 80 75 Entrance 2 L - - - 210 - 200 205 SB R - - - 85 - 90 85 1Reported (in feet) from SimTraffic. Synchro underestimate queues in oversaturated conditions. 2Proposed storage lengths at mitigated locations only; additional locations need to be reviewed in the future. NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N B A A NYS ROUTE 31 A A C B C C A B A C C WATER BOARD LN MARKETFAIR FURNITURE NYS ROUTE 481 NYS ROUTE 481 LAZYBOY NB OFF-RAMP SB ON-RAMP PLAZA CAUGHDENOY RD LEGIONAIRE DR P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB LAKESHORE RD SPUR RD P ORE ESH LAK A B B C C F A B NYS ROUTE 31 C C D F LEGEND ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL AM ER D LOS PM LOS B A - LOS A - LOS B CA UG HD - LOS C E NO Y RD - LOS D - LOS E NYS RT 481 NB - LOS F PROJECT LIMITS WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 YEAR 2021 EXISTING - LOS P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 13 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N B A A NYS ROUTE 31 A A C B C C A B A C C WATER BOARD LN MARKETFAIR FURNITURE NYS ROUTE 481 NYS ROUTE 481 LAZYBOY NB OFF-RAMP SB ON-RAMP PLAZA CAUGHDENOY RD LEGIONAIRE DR P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB LAKESHORE RD SPUR RD P ORE ESH LAK A B B C C F A B NYS ROUTE 31 C C D F LEGEND ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL AM ER D LOS PM LOS B A - LOS A - LOS B CA UG HD - LOS C E NO Y RD - LOS D - LOS E NYS RT 481 NB - LOS F PROJECT LIMITS WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com YEAR 2024 BACKGROUND - LOS PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. FIGURE: 14 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N B A A NYS ROUTE 31 A A C C C C A B A C D WATER BOARD LN CAUGHDENOY RD MARKETFAIR FURNITURE NYS ROUTE 481 NYS ROUTE 481 LAZYBOY NB OFF-RAMP SB ON-RAMP PLAZA A LEGIONAIRE DR ENTRANCE 2 A ENTRANCE 1 P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB LAKESHORE RD SPUR RD P ORE ESH LAK A B B B D C F A B B NYS ROUTE 31 C C F F LEGEND ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL AM ER D LOS PM LOS B A - LOS A - LOS B CA UG HD - LOS C E NO Y RD - LOS D - LOS E NYS RT 481 NB - LOS F PROJECT LIMITS WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 YEAR 2024 BACKGROUND DEVELOPMENT - LOS P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/26/2021 SCALE: N.T.S. FIGURE: 15 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N B A A NYS ROUTE 31 A A C B C C A B A C C WATER BOARD LN CAUGHDENOY RD MARKETFAIR FURNITURE NYS ROUTE 481 NYS ROUTE 481 LAZYBOY NB OFF-RAMP SB ON-RAMP PLAZA A LEGIONAIRE DR ENTRANCE 2 A ENTRANCE 1 P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB LAKESHORE RD SPUR RD P ORE ESH LAK A B B C B C F A B B NYS ROUTE 31 C B C F *SEE NOTE 1 LEGEND ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL AM ER D LOS PM LOS B A - LOS A - LOS B CA UG HD - LOS C E NO Y RD NOTE 1: SEE SECTION 5.7.1 FOR ADDITIONAL ANALYSIS - LOS D - LOS E NYS RT 481 NB - LOS F PROJECT LIMITS WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com YEAR 2024 BACKGROUND DEVELOPMENT BUILD - LOS PROJ No.:20-03861 DATE: 4/26/2021 SCALE: N.T.S. FIGURE: 16 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N C A A NYS ROUTE 31 A A C C C D A B A D C WATER BOARD LN CAUGHDENOY RD MARKETFAIR FURNITURE NYS ROUTE 481 NYS ROUTE 481 LAZYBOY NB OFF-RAMP SB ON-RAMP PLAZA A LEGIONAIRE DR ENTRANCE 2 A ENTRANCE 1 P US ROUTE 11 ON-RAM I-81 SB OFF-RAM I-81 NB LAKESHORE RD SPUR RD P ORE ESH LAK A B B C C C F B B B NYS ROUTE 31 D B D F *SEE NOTE 1 LEGEND ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL AM ER D LOS PM LOS B A - LOS A - LOS B CA UG HD - LOS C E NO Y RD NOTE 1: SEE SECTION 5.7.1 FOR ADDITIONAL ANALYSIS - LOS D - LOS E NYS RT 481 NB - LOS F PROJECT LIMITS WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 P: 518-782-0882| F: 518-782-0973| jmt.com YEAR 2044 BACKGROUND DEVELOPMENT BUILD - LOS PROJ No.:20-03861 DATE: 4/26/2021 SCALE: N.T.S. FIGURE: 17 WHITE PINE COMMERCE PARK Traffic Impact Study 6.0 CRASH ANALYSIS The purpose of this crash analysis is to identify safety problems by studying and quantifying crashes within the project study area and identifying patterns and clusters. A crash cluster is defined as an abnormal occurrence of similar crash types occurring at approximately the same location or involving the same geometric features. The severity of the crashes was also considered. A history of crashes is an indication that further analysis is required to determine the causes of the crashes and to identify what actions, if any, could be taken to mitigate the accidents. A three-year crash history review was performed for the period from May 1, 2015 to April 31, 2018 for the project study area. There are High Accident Locations (HAL’s) within the project limits, so a crash analysis is required. Based on a preliminary review of the crash history, all procedures of the Full Crash Analysis were completed with the exception of the Safety Benefits Evaluation Form and the Benefit Cost Ratio form. Several solutions to mitigate high crash locations were already accounted for in the future improvements planned throughout the project area as a result of intersection capacity analysis. 6.1 EXISTING CRASH DATA The project study area includes 14 intersections along an approximately 6.5-mile segment of NYS Route 31 between NYS Route 481 and Lakeshore Road. The study area includes both the Town of Clay and Town of Cicero. NYSDOT provided crash data for the period of May 1, 2015 to April 31, 2018. Of the 462 total crashes at the three study area segments, there were 90 crashes that resulted in injury and 232 crashes that resulted in property damage only. One of the crashes resulted in a fatality because of defective breaks on an oversized vehicle. Three of the crashes involved a bicycle, one crash involved a motorcycle, and one crash involved a snowmobile. One crash occurred in 2008 involving a motorcycle, which resulted in a fatality. This crash was not included in calculations for this study. 6.2 ANALYSIS OF CRASH DATA A crash analysis was performed in accordance with the NSYDOT HDM Chapter 5. According to the crash summary for the project limits provided by NYSDOT, there are four locations that appear on the 2017 HAL list and three locations that appear on the 2018 and 2019 HAL list. All area Priority Investigation Locations (PILs). The intersection of NYS Route 31 at Henry Clay Boulevard (RM 31-3309-1205 to 31-3309-1207) appears on the 2017 HAL list as a PIL and was not included in this study since it was not on the HAL list from all three of the most recent horizon years. The following locations from the 2017-2019 HAL list were analyzed as part of the project. Crash data summary tables (Form TE-213), collision diagrams (Form TE- 56), and Highway Safety Investigation Reports (HSIPs) are provided in Appendix H. NYS Route 31 from Wegmans Driveway East to Marketfair Plaza (segment RM 31-3309-1186 to 31- 3309-1191). The crashes mostly consisted of rear end collisions as a result of driver inattention and following too closely. A HSIP was not completed at this location. Page 60 WHITE PINE COMMERCE PARK Traffic Impact Study NYS Route 31 from US Route 11 to East of the I-81 NB Ramps (segment RM 31-3309-1249 to 31-3309- 1252. The crashes mostly consisted of rear end and left turn crash types. These crashes were a result of failure to yield and of following too closely. This segment was ranked 4th out of 127 locations on the 2017 PIL list so NYSDOT completed a HSIP. NYS Route 31 from Lakeshore Road to Lakeshore Road Spur (segment RM 31-3309-1253 to 31-3309- 1255). The crashes mostly consisted of rear end collisions because of driver inattention and following too closely. This segment was ranked 7th out of 127 locations on the 2017 PIL list, so NYSDOT completed a HSIP. 6.3 COMPARE RATES TO ACCEPTED VALUES The crash rate for the three study segments and one intersection were compared to the statewide crash rate for similar facilities. The segment rates were calculated in Crashes per Million Vehicle Miles (ACC/MVM) and the intersection rate was calculated in Crashes per Million Entering Vehicles (ACC/MEV). Table 11 compares the crash rates for 2019. Table 10. Study Area Crash Rate Comparison Calculated Statewide No. Type Location Comparison Rates Rates NYS Route 31 from Wegmans 1 Segment 12.27 2.94 Above East Entrance to Marketfair Plaza NYS Route 31 from US Route 11 2 Segment 23.95 2.94 Above to East of I-81 NB Ramps NYS Route 31 from Lakeshore 3 Segment 10.23 2.94 Above Road to Lakeshore Road Spur 6.4 ADDITIONAL CONSIDERATIONS An additional intersection of concern was reviewed with most of the crashes were right angle. The intersection of NYS Route 481 Northbound Off-Ramp/Caughdenoy Road/Maple Road, an unsignalized, two- way stop-controlled has a crash rate of 1.86 ACC/MEV compared to the statewide average of 0.31 ACC/MEV. 6.5 CRASH REDUCTION MEASURES The crash rates at the four study areas (three segments and one intersections) are well above the 2019 statewide average. The proposed project includes mitigation measures to address some of these locations plus provide a safe condition at the site entrance. Based on the crash types, the following crash reduction measures typically include: • Installing of turn lanes along NYS Route 31 and along Caughdenoy Road at the site entrances to reduce rear end crashes; • Constructing left turn lane on Henry Clay Boulevard northbound to reduce rear end crashes; Page 61 WHITE PINE COMMERCE PARK Traffic Impact Study • Readjusting signal timings to provide protected phasing to reduce left turn crashes along NYS Route 31 westbound at US Route 11 and NYS Route 31 westbound at the I-81 southbound ramps; • At NYS Route 31 and Lakeshore Road, the alternatives developed should assist in reducing the number of rear end crashes both along Lakeshore Road and NYS Route 31. • Converting a partially stop-controlled intersection into a roundabout to reduce right angle crashes is one option at NYS Route 481 off ramp at Caughdenoy Road at Maple Road and NYS 481 Northbound Off Ramp. 7.0 CONCLUSIONS AND RECOMMENDATIONS 7.1 PROPOSED PROJECT This study was prepared for Onondaga County Industrial Development Agency (OCIDA) by JMT of New York, Inc. (JMT) as part of the Draft Supplemental Generic Environmental Impact Statement (SGEIS). This report includes a Traffic Impact Study (TIS) of the impacts of the proposed expansion of the White Pine Commerce Park (“Park”), a planned industrial development that is proposed in the Town of Clay located north of the City of Syracuse in Onondaga County. For the purposes of this Draft SGEIS, the Park is assumed to be operational by year 2024. This report was prepared in accordance with Chapter 5 of the New York State Department of Transportation (NYSDOT) Highway Design Manual (HDM). This report is based on the NYSDOT TIS Shell dated September 2014 as well as the NYSDOT TIS Typical Elements dated March 2015. 7.2 SUMMARY OF TRAFFIC IMPACTS Since the preparation of the 2012 TIS that was part of the 2012 Draft GEIS and finalized in the 2013 Final GEIS, traffic roadway changes include: • The addition of exclusive eastbound and westbound left turn lanes along NYS Route 31 at Henry Clay Boulevard. • Intersections Caughdenoy Road and Legionnaire Drive /Lawton Road have been signalized. • The Caughdenoy Road/NYS Route 31 were also recommended for right and left turn lane additions; however, the current development assumptions have changed with multiple Site Entrances. During the 2024 Background Development, the addition of the proposed future development causes delay increases at most intersections. During this scenario, the intersections along the NYS Route 31 corridor that have LOS E or F movements include: Henry Clay Boulevard, US Route, I-81 southbound off ramp, I-81 northbound off ramp, and Lakeshore Road. Page 62 WHITE PINE COMMERCE PARK Traffic Impact Study 7.3 MITIGATION OF TRAFFIC IMPACTS Capacity analysis was performed and the following capacity improvement measures are recommended to address LOS, travel speeds, delay and safety: • NYS Route 31 at Henry Clay Boulevard: Construct a northbound left turn lane, • NYS Route 31 at US Route 11: Construct an additional left turn lane to provide for westbound dual left turn lanes and modify left turn phasing from permissive/protected to protected, • NYS Route 31 at I-81 Southbound Ramps: Construct an additional left turn lane to provide westbound double left turn lanes and change westbound left turn phasing from permissive/protected to protected and widen to two lanes on the on-ramp before merging to a single lane prior to the merge on to I-81. • NYS Route 31 at I-81 Northbound/ Pardee Road: On I-81 northbound off ramp construct an additional left and right turn lane. • NYS Route 31 at Site Entrance 2: An addition of a left turn lane along NYS Route 31 eastbound and a right turn lane along NYS Route 31 at the site entrance. A left and right turn will be provided out of the site. A traffic signal is recommended at the intersection. • Caughdenoy Road at Site Entrance 1: A right and left turn lane will be provided from the site entrance and along Caughdenoy Road. • NYS Route 31 at Lakeshore Road: Concepts have been developed and coordination will take place with NYSDOT for future consideration. A crash analysis was performed for three locations from the 2017-2019 HAL list. Between May 1, 2015 and April 31, 2018, there were 462 total crashes at the three study area segments. The proposed project includes mitigation measures at each of these locations based on a review of capacity analysis and collision type. Overall, the transportation network with Development and Build improvements will operate better than existing conditions. The proposed project will maintain an acceptable Level of Service of D or better in design year 2024. Page 63 WHITE PINE COMMERCE PARK Traffic Impact Study WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX A VOLUME REPORT Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 1 Turning Movement Data Rte 31 Rte 31 Soule Rd to Rte 481 SB On Ramp Rte 481 SB Off Ramp to Rte 31 Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. U- App. App. Int. Thru Right Peds Left Thru Peds Left Right on Peds Left Thru Right on Peds Turn Total Turn Total Turn Total Total Total Red Red 7:00 AM 89 148 0 0 237 59 79 0 0 138 14 19 13 0 0 46 46 6 8 5 0 65 486 7:15 AM 92 161 0 0 253 71 115 0 0 186 16 22 9 0 0 47 52 5 8 6 0 71 557 7:30 AM 103 157 0 0 260 77 122 0 0 199 19 21 22 0 0 62 71 11 12 11 0 105 626 7:45 AM 108 163 0 0 271 80 154 0 0 234 29 27 6 0 0 62 56 17 14 11 0 98 665 Hourly Total 392 629 0 0 1021 287 470 0 0 757 78 89 50 0 0 217 225 39 42 33 0 339 2334 8:00 AM 100 130 0 0 230 46 131 0 0 177 19 25 12 0 0 56 35 5 3 12 1 55 518 8:15 AM 71 138 0 0 209 64 150 0 0 214 35 7 27 0 0 69 44 9 20 7 0 80 572 8:30 AM 81 101 0 0 182 48 130 0 0 178 24 15 5 0 0 44 34 9 16 5 1 64 468 8:45 AM 72 105 0 0 177 35 164 0 0 199 29 13 12 0 0 54 32 14 14 11 0 71 501 Hourly Total 324 474 0 0 798 193 575 0 0 768 107 60 56 0 0 223 145 37 53 35 2 270 2059 9:00 AM 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 1 0 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 1 1:00 PM 197 110 0 0 307 67 203 0 0 270 42 19 22 0 0 83 21 9 13 17 0 60 720 1:15 PM 210 107 0 0 317 65 249 1 0 315 33 13 10 0 1 56 29 7 15 12 0 63 751 1:30 PM 178 110 0 0 288 54 228 0 0 282 40 13 13 0 0 66 35 9 20 21 0 85 721 1:45 PM 171 133 0 0 304 81 213 0 0 294 36 20 7 0 0 63 24 15 19 17 0 75 736 Hourly Total 756 460 0 0 1216 267 893 1 0 1161 151 65 52 0 1 268 109 40 67 67 0 283 2928 2:00 PM 184 103 0 0 287 54 233 0 0 287 33 16 9 1 0 59 32 9 11 13 0 65 698 2:15 PM 209 132 0 0 341 64 226 0 0 290 21 18 15 0 0 54 29 4 11 14 0 58 743 2:30 PM 208 148 0 0 356 72 239 0 0 311 39 20 19 1 0 79 35 10 14 11 0 70 816 2:45 PM 185 117 0 0 302 79 221 0 0 300 49 32 17 0 0 98 35 9 19 10 0 73 773 Hourly Total 786 500 0 0 1286 269 919 0 0 1188 142 86 60 2 0 290 131 32 55 48 0 266 3030 3:00 PM 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 4:00 PM 217 145 0 0 362 95 259 0 0 354 36 23 14 0 0 73 44 14 29 5 0 92 881 4:15 PM 209 163 0 0 372 107 388 0 0 495 36 16 10 0 0 62 36 17 35 5 0 93 1022 4:30 PM 254 135 0 0 389 94 338 0 0 432 48 29 21 0 0 98 50 15 30 11 0 106 1025 4:45 PM 217 154 0 0 371 120 348 0 0 468 54 28 8 0 0 90 35 18 45 2 0 100 1029 Hourly Total 897 597 0 0 1494 416 1333 0 0 1749 174 96 53 0 0 323 165 64 139 23 0 391 3957 5:00 PM 224 163 0 0 387 129 309 0 0 438 66 22 15 0 0 103 47 16 36 7 0 106 1034 5:15 PM 216 165 0 0 381 123 362 0 0 485 45 26 19 0 0 90 40 14 35 1 0 90 1046 5:30 PM 203 132 0 0 335 137 353 0 0 490 55 24 11 0 0 90 45 19 37 1 0 102 1017 5:45 PM 181 114 0 0 295 95 316 0 0 411 39 31 14 0 0 84 26 8 21 5 1 60 850 Hourly Total 824 574 0 0 1398 484 1340 0 0 1824 205 103 59 0 0 367 158 57 129 14 1 358 3947 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand Total 3979 3235 0 0 7214 1917 5530 1 0 7448 857 499 330 2 1 1688 933 269 485 220 3 1907 18257 Approach % 55.2 44.8 0.0 - - 25.7 74.2 0.0 - - 50.8 29.6 19.5 0.1 - - 48.9 14.1 25.4 11.5 - - - Total % 21.8 17.7 0.0 - 39.5 10.5 30.3 0.0 - 40.8 4.7 2.7 1.8 0.0 - 9.2 5.1 1.5 2.7 1.2 - 10.4 - Lights 3906 3140 0 - 7046 1876 5389 1 - 7266 847 493 321 2 - 1663 903 264 482 213 - 1862 17837 % Lights 98.2 97.1 - - 97.7 97.9 97.5 100.0 - 97.6 98.8 98.8 97.3 100.0 - 98.5 96.8 98.1 99.4 96.8 - 97.6 97.7 Buses 12 16 0 - 28 12 19 0 - 31 4 3 4 0 - 11 1 1 0 0 - 2 72 % Buses 0.3 0.5 - - 0.4 0.6 0.3 0.0 - 0.4 0.5 0.6 1.2 0.0 - 0.7 0.1 0.4 0.0 0.0 - 0.1 0.4 Trucks 61 79 0 - 140 29 122 0 - 151 6 3 5 0 - 14 29 4 3 7 - 43 348 % Trucks 1.5 2.4 - - 1.9 1.5 2.2 0.0 - 2.0 0.7 0.6 1.5 0.0 - 0.8 3.1 1.5 0.6 3.2 - 2.3 1.9 Bicycles on - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - 0.0 - - - - - 0.0 - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 1 - - - - - 3 - - % - - - - - - - - - - - - - - 100.0 - - - - - 100.0 - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 2 Rte 481 SB Off Ramp to Out In Total 0 1862 1862 0 2 2 0 43 43 0 0 0 0 0 0 0 1907 1907 695 264 903 0 0 1 1 0 10 4 29 0 0 0 0 0 0 0 0 3 705 269 933 3 R T L P 5530 5389 122 19 U T 0 0 0 0 0 0 0 0 13977 14306 Total 5742 5624 278 Out 51 98 20 0 0 0 0 3906 3979 1917 1876 Rte 31 [WB] 12 61 29 12 Rte 31 [EB] T 0 0 L 0 0 7046 7214 7448 7266 11/29/2017 7:00 AM 140 151 28 31 In In 0 0 0 0 Ending At 11/29/2017 6:15 PM 3140 3235 16 79 R U 0 0 1 0 0 0 0 1 13190 12890 Lights 6931 7092 Total 138 249 Out 23 51 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians U L R P 2 847 814 0 0 4 7 0 0 6 8 0 0 0 0 0 0 0 0 1 2 857 829 1 5282 1663 6945 29 11 40 112 14 126 0 0 0 0 0 0 5423 1688 7111 Out In Total Soule Rd to Rte 481 SB Turning Movement Data Plot Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 3 Turning Movement Peak Hour Data (7:30 AM) Rte 31 Rte 31 Soule Rd to Rte 481 SB On Ramp Rte 481 SB Off Ramp to Rte 31 Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. U- App. App. Int. Thru Right Peds Left Thru Peds Left Right on Peds Left Thru Right on Peds Turn Total Turn Total Turn Total Total Total Red Red 7:30 AM 103 157 0 0 260 77 122 0 0 199 19 21 22 0 0 62 71 11 12 11 0 105 626 7:45 AM 108 163 0 0 271 80 154 0 0 234 29 27 6 0 0 62 56 17 14 11 0 98 665 8:00 AM 100 130 0 0 230 46 131 0 0 177 19 25 12 0 0 56 35 5 3 12 1 55 518 8:15 AM 71 138 0 0 209 64 150 0 0 214 35 7 27 0 0 69 44 9 20 7 0 80 572 Total 382 588 0 0 970 267 557 0 0 824 102 80 67 0 0 249 206 42 49 41 1 338 2381 Approach % 39.4 60.6 0.0 - - 32.4 67.6 0.0 - - 41.0 32.1 26.9 0.0 - - 60.9 12.4 14.5 12.1 - - - Total % 16.0 24.7 0.0 - 40.7 11.2 23.4 0.0 - 34.6 4.3 3.4 2.8 0.0 - 10.5 8.7 1.8 2.1 1.7 - 14.2 - PHF 0.884 0.902 0.000 - 0.895 0.834 0.904 0.000 - 0.880 0.729 0.741 0.620 0.000 - 0.902 0.725 0.618 0.613 0.854 - 0.805 0.895 Lights 364 572 0 - 936 261 519 0 - 780 99 78 63 0 - 240 201 41 46 41 - 329 2285 % Lights 95.3 97.3 - - 96.5 97.8 93.2 - - 94.7 97.1 97.5 94.0 - - 96.4 97.6 97.6 93.9 100.0 - 97.3 96.0 Buses 2 4 0 - 6 2 5 0 - 7 2 1 2 0 - 5 0 1 0 0 - 1 19 % Buses 0.5 0.7 - - 0.6 0.7 0.9 - - 0.8 2.0 1.3 3.0 - - 2.0 0.0 2.4 0.0 0.0 - 0.3 0.8 Trucks 16 12 0 - 28 4 33 0 - 37 1 1 2 0 - 4 5 0 3 0 - 8 77 % Trucks 4.2 2.0 - - 2.9 1.5 5.9 - - 4.5 1.0 1.3 3.0 - - 1.6 2.4 0.0 6.1 0.0 - 2.4 3.2 Bicycles on - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - 0.0 - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 0 - - - - - 1 - - % - - - - - - - - - - - - - - - - - - - - 100.0 - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 4 Rte 481 SB Off Ramp to Out In Total 0 329 329 0 1 1 0 8 8 0 0 0 0 0 0 0 338 338 87 41 201 0 0 1 0 0 3 0 5 0 0 0 0 0 0 0 0 1 90 42 206 1 R T L P 557 519 33 U T 0 0 0 0 0 0 0 0 5 Peak Hour Data Total 1641 1719 735 706 Out 13 65 24 0 0 0 0 5 364 382 267 261 Rte 31 [WB] 16 Rte 31 [EB] T 2 0 0 L 0 0 4 2 11/29/2017 7:30 AM 936 970 824 780 28 37 In In 6 0 0 0 0 7 Ending At 11/29/2017 8:30 AM 572 588 12 R U 4 0 0 0 0 0 0 0 0 Lights 1559 1486 Total 705 749 Out 37 61 12 7 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians U L R P 0 99 141 0 0 2 3 0 0 1 3 0 0 0 0 0 0 0 0 0 0 102 147 0 874 240 1114 7 5 12 16 4 20 0 0 0 0 0 0 897 249 1146 Out In Total Soule Rd to Rte 481 SB Turning Movement Peak Hour Data Plot (7:30 AM) Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 5 Turning Movement Peak Hour Data (2:00 PM) Rte 31 Rte 31 Soule Rd to Rte 481 SB On Ramp Rte 481 SB Off Ramp to Rte 31 Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. U- App. App. Int. Thru Right Peds Left Thru Peds Left Right on Peds Left Thru Right on Peds Turn Total Turn Total Turn Total Total Total Red Red 2:00 PM 184 103 0 0 287 54 233 0 0 287 33 16 9 1 0 59 32 9 11 13 0 65 698 2:15 PM 209 132 0 0 341 64 226 0 0 290 21 18 15 0 0 54 29 4 11 14 0 58 743 2:30 PM 208 148 0 0 356 72 239 0 0 311 39 20 19 1 0 79 35 10 14 11 0 70 816 2:45 PM 185 117 0 0 302 79 221 0 0 300 49 32 17 0 0 98 35 9 19 10 0 73 773 Total 786 500 0 0 1286 269 919 0 0 1188 142 86 60 2 0 290 131 32 55 48 0 266 3030 Approach % 61.1 38.9 0.0 - - 22.6 77.4 0.0 - - 49.0 29.7 20.7 0.7 - - 49.2 12.0 20.7 18.0 - - - Total % 25.9 16.5 0.0 - 42.4 8.9 30.3 0.0 - 39.2 4.7 2.8 2.0 0.1 - 9.6 4.3 1.1 1.8 1.6 - 8.8 - PHF 0.940 0.845 0.000 - 0.903 0.851 0.961 0.000 - 0.955 0.724 0.672 0.789 0.500 - 0.740 0.936 0.800 0.724 0.857 - 0.911 0.928 Lights 776 474 0 - 1250 257 901 0 - 1158 139 84 58 2 - 283 122 30 55 48 - 255 2946 % Lights 98.7 94.8 - - 97.2 95.5 98.0 - - 97.5 97.9 97.7 96.7 100.0 - 97.6 93.1 93.8 100.0 100.0 - 95.9 97.2 Buses 1 3 0 - 4 3 2 0 - 5 1 1 1 0 - 3 0 0 0 0 - 0 12 % Buses 0.1 0.6 - - 0.3 1.1 0.2 - - 0.4 0.7 1.2 1.7 0.0 - 1.0 0.0 0.0 0.0 0.0 - 0.0 0.4 Trucks 9 23 0 - 32 9 16 0 - 25 2 1 1 0 - 4 9 2 0 0 - 11 72 % Trucks 1.1 4.6 - - 2.5 3.3 1.7 - - 2.1 1.4 1.2 1.7 0.0 - 1.4 6.9 6.3 0.0 0.0 - 4.1 2.4 Bicycles on - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - % - - - - - - - - - - - - - - - - - - - - - - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 6 Rte 481 SB Off Ramp to Out In Total 0 255 255 0 0 0 0 11 11 0 0 0 0 0 0 0 266 266 103 30 122 0 0 0 0 0 0 2 9 0 0 0 0 0 0 0 0 0 103 32 131 0 R T L P 919 901 16 U T 0 0 0 0 0 0 0 0 2 Peak Hour Data Total 2393 2450 1063 1040 Out 50 20 7 0 0 0 0 3 776 786 269 257 Rte 31 [WB] Rte 31 [EB] T 1 9 0 0 L 0 0 9 3 1250 1286 1188 1158 11/29/2017 2:00 PM 32 25 In In 4 0 0 0 0 5 Ending At 11/29/2017 3:00 PM 474 500 23 R U 3 0 0 0 0 0 0 0 0 Lights 1143 1164 2251 2198 Total Out 18 45 3 0 0 0 0 8 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians U L R P 2 139 142 0 0 1 2 0 0 2 2 0 0 0 0 0 0 0 0 0 2 142 146 0 763 283 1046 6 3 9 34 4 38 0 0 0 0 0 0 803 290 1093 Out In Total Soule Rd to Rte 481 SB Turning Movement Peak Hour Data Plot (2:00 PM) Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 7 Turning Movement Peak Hour Data (4:30 PM) Rte 31 Rte 31 Soule Rd to Rte 481 SB On Ramp Rte 481 SB Off Ramp to Rte 31 Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. U- App. App. Int. Thru Right Peds Left Thru Peds Left Right on Peds Left Thru Right on Peds Turn Total Turn Total Turn Total Total Total Red Red 4:30 PM 254 135 0 0 389 94 338 0 0 432 48 29 21 0 0 98 50 15 30 11 0 106 1025 4:45 PM 217 154 0 0 371 120 348 0 0 468 54 28 8 0 0 90 35 18 45 2 0 100 1029 5:00 PM 224 163 0 0 387 129 309 0 0 438 66 22 15 0 0 103 47 16 36 7 0 106 1034 5:15 PM 216 165 0 0 381 123 362 0 0 485 45 26 19 0 0 90 40 14 35 1 0 90 1046 Total 911 617 0 0 1528 466 1357 0 0 1823 213 105 63 0 0 381 172 63 146 21 0 402 4134 Approach % 59.6 40.4 0.0 - - 25.6 74.4 0.0 - - 55.9 27.6 16.5 0.0 - - 42.8 15.7 36.3 5.2 - - - Total % 22.0 14.9 0.0 - 37.0 11.3 32.8 0.0 - 44.1 5.2 2.5 1.5 0.0 - 9.2 4.2 1.5 3.5 0.5 - 9.7 - PHF 0.897 0.935 0.000 - 0.982 0.903 0.937 0.000 - 0.940 0.807 0.905 0.750 0.000 - 0.925 0.860 0.875 0.811 0.477 - 0.948 0.988 Lights 907 604 0 - 1511 462 1349 0 - 1811 212 104 63 0 - 379 170 63 146 21 - 400 4101 % Lights 99.6 97.9 - - 98.9 99.1 99.4 - - 99.3 99.5 99.0 100.0 - - 99.5 98.8 100.0 100.0 100.0 - 99.5 99.2 Buses 0 0 0 - 0 1 0 0 - 1 0 1 0 0 - 1 0 0 0 0 - 0 2 % Buses 0.0 0.0 - - 0.0 0.2 0.0 - - 0.1 0.0 1.0 0.0 - - 0.3 0.0 0.0 0.0 0.0 - 0.0 0.0 Trucks 4 13 0 - 17 3 8 0 - 11 1 0 0 0 - 1 2 0 0 0 - 2 31 % Trucks 0.4 2.1 - - 1.1 0.6 0.6 - - 0.6 0.5 0.0 0.0 - - 0.3 1.2 0.0 0.0 0.0 - 0.5 0.7 Bicycles on - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - % - - - - - - - - - - - - - - - - - - - - - - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31/I-481 SB Ramps 184 Baker Rd Count Name: 6 Route 31-Rte Wednesday, November 29, 481 SB Ramps Soule Rd 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU13X Location: 43.185539, - 610-466-1469 Start Date: 11/29/2017 76.232929 Serving Transportation Professionals Since 1995 Page No: 8 Rte 481 SB Off Ramp to Out In Total 0 400 400 0 0 0 0 2 2 0 0 0 0 0 0 0 402 402 167 63 170 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 167 63 172 0 R T L P 1357 1349 U T 0 0 0 0 0 0 0 0 8 0 Peak Hour Data Total 3239 3265 1251 1244 Out 26 0 0 0 0 0 6 1 907 911 466 462 Rte 31 [WB] Rte 31 [EB] T 0 4 0 0 L 0 0 3 1 1511 1528 1823 1811 11/29/2017 4:30 PM 17 11 In In 0 0 0 0 0 1 Ending At 11/29/2017 5:30 PM 604 617 13 R U 0 0 0 0 0 0 0 0 0 Lights 1728 1737 3074 3055 Total Out 17 0 9 0 0 0 0 2 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians U L R P 0 212 167 0 0 0 1 0 0 1 0 0 0 0 0 0 0 0 0 0 0 213 168 0 1129 379 1508 1 1 2 16 1 17 0 0 0 0 0 0 1146 381 1527 Out In Total Soule Rd to Rte 481 SB Turning Movement Peak Hour Data Plot (4:30 PM) Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 1 Turning Movement Data Rte 31 WB to Rte 31 Rte 31 Rte 481 NB Off Ramp to Rte 31 Rte 481 NB On Ramps Start Time Eastbound Westbound Northbound Southbound App. Right App. Right App. App. Int. Left Thru U-Turn Peds Thru Right on Red U-Turn Peds Left Thru Right Peds Peds Total Total on Red Total Total Total 7:00 AM 25 137 0 0 162 103 40 5 0 0 148 35 0 3 8 0 46 0 0 356 7:15 AM 30 141 0 0 171 122 36 12 0 0 170 65 0 1 5 0 71 0 0 412 7:30 AM 39 177 1 0 217 138 20 18 0 0 176 71 0 5 2 0 78 0 0 471 7:45 AM 24 178 0 0 202 149 28 3 0 0 180 82 0 6 6 0 94 0 0 476 Hourly Total 118 633 1 0 752 512 124 38 0 0 674 253 0 15 21 0 289 0 0 1715 8:00 AM 28 135 0 0 163 112 20 5 0 0 137 64 0 7 9 0 80 1 0 380 8:15 AM 20 125 0 0 145 145 29 5 0 0 179 92 0 7 5 0 104 0 0 428 8:30 AM 10 134 0 0 144 130 16 1 0 0 147 71 0 4 11 0 86 1 0 377 8:45 AM 20 111 0 0 131 136 18 7 0 0 161 77 0 9 11 0 97 0 0 389 Hourly Total 78 505 0 0 583 523 83 18 0 0 624 304 0 27 36 0 367 2 0 1574 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 *** BREAK *** - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00 PM 31 225 0 0 256 197 20 8 0 0 225 80 0 15 15 0 110 0 0 591 1:15 PM 33 225 0 0 258 211 21 14 0 0 246 97 0 21 15 0 133 0 0 637 1:30 PM 29 212 0 0 241 202 18 4 0 0 224 85 1 15 8 0 109 0 0 574 1:45 PM 35 181 0 0 216 214 20 13 0 0 247 87 0 20 13 0 120 1 0 583 Hourly Total 128 843 0 0 971 824 79 39 0 0 942 349 1 71 51 0 472 1 0 2385 2:00 PM 31 233 0 0 264 199 30 6 0 0 235 95 0 11 10 0 116 0 0 615 2:15 PM 42 216 0 0 258 192 31 4 0 0 227 105 0 18 21 0 144 0 0 629 2:30 PM 41 231 1 0 273 214 39 6 0 0 259 94 0 34 12 0 140 0 0 672 2:45 PM 49 210 0 0 259 188 46 6 0 0 240 128 0 23 20 0 171 0 0 670 Hourly Total 163 890 1 0 1054 793 146 22 0 0 961 422 0 86 63 0 571 0 0 2586 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 *** BREAK *** - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 51 233 0 0 284 180 39 24 0 0 243 171 0 26 17 0 214 0 0 741 4:15 PM 43 226 0 0 269 256 36 25 0 0 317 214 0 43 11 0 268 0 0 854 4:30 PM 61 280 0 0 341 211 49 18 0 0 278 198 0 47 6 0 251 0 0 870 4:45 PM 47 247 0 0 294 214 36 13 0 0 263 243 0 65 6 0 314 0 0 871 Hourly Total 202 986 0 0 1188 861 160 80 0 0 1101 826 0 181 40 0 1047 0 0 3336 5:00 PM 58 247 0 0 305 234 59 22 0 0 315 238 0 49 5 0 292 0 0 912 5:15 PM 52 238 0 0 290 243 48 17 0 0 308 272 0 54 14 0 340 0 0 938 5:30 PM 44 239 0 0 283 224 35 12 0 0 271 270 0 44 17 0 331 0 0 885 5:45 PM 48 207 0 0 255 201 29 7 0 0 237 211 0 30 20 0 261 0 0 753 Hourly Total 202 931 0 0 1133 902 171 58 0 0 1131 991 0 177 56 0 1224 0 0 3488 Grand Total 891 4788 2 0 5681 4415 763 255 0 0 5433 3145 1 557 267 0 3970 3 0 15084 Approach % 15.7 84.3 0.0 - - 81.3 14.0 4.7 0.0 - - 79.2 0.0 14.0 6.7 - - - - - Total % 5.9 31.7 0.0 - 37.7 29.3 5.1 1.7 0.0 - 36.0 20.8 0.0 3.7 1.8 - 26.3 - 0.0 - Lights 875 4689 2 - 5566 4317 743 252 0 - 5312 3052 1 542 259 - 3854 - 0 14732 % Lights 98.2 97.9 100.0 - 98.0 97.8 97.4 98.8 - - 97.8 97.0 100.0 97.3 97.0 - 97.1 - - 97.7 Buses 0 15 0 - 15 26 0 1 0 - 27 8 0 2 2 - 12 - 0 54 % Buses 0.0 0.3 0.0 - 0.3 0.6 0.0 0.4 - - 0.5 0.3 0.0 0.4 0.7 - 0.3 - - 0.4 Trucks 16 84 0 - 100 72 20 2 0 - 94 85 0 13 6 - 104 - 0 298 % Trucks 1.8 1.8 0.0 - 1.8 1.6 2.6 0.8 - - 1.7 2.7 0.0 2.3 2.2 - 2.6 - - 2.0 Bicycles on - - - 0 - - - - - 0 - - - - - 0 - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - 0.0 - - Crosswalk Pedestrians - - - 0 - - - - - 0 - - - - - 0 - 3 - - % Pedestrians - - - - - - - - - - - - - - - - - 100.0 - - Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 2 Rte 31 WB to Rte 481 NB Out In Total 1871 0 1871 1 0 1 38 0 38 0 0 0 0 0 0 1910 0 1910 0 0 0 0 3 3 P 1018 995 22 U R 2 0 0 0 0 2 0 0 1 12937 13243 Total 5612 5490 257 103 Out 49 19 0 0 0 0 4415 4317 875 891 Rte 31 [WB] 16 72 26 Rte 31 [EB] T 0 0 0 L 0 0 5566 5681 5433 5312 11/29/2017 7:00 AM 100 15 94 27 In In 0 0 0 0 Ending At 11/29/2017 6:00 PM 4689 4788 15 84 U T 0 0 0 0 0 0 0 0 11045 10802 Lights 7371 7562 Total 157 197 Out 34 46 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 3052 1 801 0 8 0 4 0 85 0 19 0 0 0 0 0 0 0 0 0 3145 1 824 0 0 3854 3854 0 12 12 0 104 104 0 0 0 0 0 0 0 3970 3970 Out In Total Rte 481 NB Off Ramp to Turning Movement Data Plot Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 3 Turning Movement Peak Hour Data (7:30 AM) Rte 31 WB to Rte 31 Rte 31 Rte 481 NB Off Ramp to Rte 31 Rte 481 NB On Ramps Start Time Eastbound Westbound Northbound Southbound App. Right App. Right App. App. Int. Left Thru U-Turn Peds Thru Right on Red U-Turn Peds Left Thru Right Peds Peds Total Total on Red Total Total Total 7:30 AM 39 177 1 0 217 138 20 18 0 0 176 71 0 5 2 0 78 0 0 471 7:45 AM 24 178 0 0 202 149 28 3 0 0 180 82 0 6 6 0 94 0 0 476 8:00 AM 28 135 0 0 163 112 20 5 0 0 137 64 0 7 9 0 80 1 0 380 8:15 AM 20 125 0 0 145 145 29 5 0 0 179 92 0 7 5 0 104 0 0 428 Total 111 615 1 0 727 544 97 31 0 0 672 309 0 25 22 0 356 1 0 1755 Approach % 15.3 84.6 0.1 - - 81.0 14.4 4.6 0.0 - - 86.8 0.0 7.0 6.2 - - - - - Total % 6.3 35.0 0.1 - 41.4 31.0 5.5 1.8 0.0 - 38.3 17.6 0.0 1.4 1.3 - 20.3 - 0.0 - PHF 0.712 0.864 0.250 - 0.838 0.913 0.836 0.431 0.000 - 0.933 0.840 0.000 0.893 0.611 - 0.856 - 0.000 0.922 Lights 106 592 1 - 699 517 90 31 0 - 638 288 0 22 20 - 330 - 0 1667 % Lights 95.5 96.3 100.0 - 96.1 95.0 92.8 100.0 - - 94.9 93.2 - 88.0 90.9 - 92.7 - - 95.0 Buses 0 5 0 - 5 6 0 0 0 - 6 2 0 0 0 - 2 - 0 13 % Buses 0.0 0.8 0.0 - 0.7 1.1 0.0 0.0 - - 0.9 0.6 - 0.0 0.0 - 0.6 - - 0.7 Trucks 5 18 0 - 23 21 7 0 0 - 28 19 0 3 2 - 24 - 0 75 % Trucks 4.5 2.9 0.0 - 3.2 3.9 7.2 0.0 - - 4.2 6.1 - 12.0 9.1 - 6.7 - - 4.3 Bicycles on - - - 0 - - - - - 0 - - - - - 0 - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - 0.0 - - Crosswalk Pedestrians - - - 0 - - - - - 0 - - - - - 0 - 1 - - % Pedestrians - - - - - - - - - - - - - - - - - 100.0 - - Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 4 Rte 31 WB to Rte 481 NB Out In Total 227 0 227 0 0 0 12 0 12 0 0 0 0 0 0 239 0 239 0 0 0 0 1 1 P 128 121 U R 1 0 0 0 0 1 0 0 7 0 Peak Hour Data Total 1505 1581 662 634 Out 13 63 23 0 0 0 0 5 106 111 544 517 Rte 31 [WB] 21 Rte 31 [EB] T 0 5 0 0 L 0 0 6 11/29/2017 7:30 AM 699 727 672 638 23 28 In In 5 0 0 0 0 6 Ending At 11/29/2017 8:30 AM 592 615 18 U T 5 0 0 0 0 0 0 0 0 Lights 1334 1272 Total 806 854 Out 40 51 11 8 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 288 0 42 0 2 0 0 0 19 0 5 0 0 0 0 0 0 0 0 0 309 0 47 0 0 330 330 0 2 2 0 24 24 0 0 0 0 0 0 0 356 356 Out In Total Rte 481 NB Off Ramp to Turning Movement Peak Hour Data Plot (7:30 AM) Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 5 Turning Movement Peak Hour Data (2:00 PM) Rte 31 WB to Rte 31 Rte 31 Rte 481 NB Off Ramp to Rte 31 Rte 481 NB On Ramps Start Time Eastbound Westbound Northbound Southbound App. Right App. Right App. App. Int. Left Thru U-Turn Peds Thru Right on Red U-Turn Peds Left Thru Right Peds Peds Total Total on Red Total Total Total 2:00 PM 31 233 0 0 264 199 30 6 0 0 235 95 0 11 10 0 116 0 0 615 2:15 PM 42 216 0 0 258 192 31 4 0 0 227 105 0 18 21 0 144 0 0 629 2:30 PM 41 231 1 0 273 214 39 6 0 0 259 94 0 34 12 0 140 0 0 672 2:45 PM 49 210 0 0 259 188 46 6 0 0 240 128 0 23 20 0 171 0 0 670 Total 163 890 1 0 1054 793 146 22 0 0 961 422 0 86 63 0 571 0 0 2586 Approach % 15.5 84.4 0.1 - - 82.5 15.2 2.3 0.0 - - 73.9 0.0 15.1 11.0 - - - - - Total % 6.3 34.4 0.0 - 40.8 30.7 5.6 0.9 0.0 - 37.2 16.3 0.0 3.3 2.4 - 22.1 - 0.0 - PHF 0.832 0.955 0.250 - 0.965 0.926 0.793 0.917 0.000 - 0.928 0.824 0.000 0.632 0.750 - 0.835 - 0.000 0.962 Lights 161 870 1 - 1032 779 139 22 0 - 940 410 0 83 61 - 554 - 0 2526 % Lights 98.8 97.8 100.0 - 97.9 98.2 95.2 100.0 - - 97.8 97.2 - 96.5 96.8 - 97.0 - - 97.7 Buses 0 2 0 - 2 4 0 0 0 - 4 0 0 1 1 - 2 - 0 8 % Buses 0.0 0.2 0.0 - 0.2 0.5 0.0 0.0 - - 0.4 0.0 - 1.2 1.6 - 0.4 - - 0.3 Trucks 2 18 0 - 20 10 7 0 0 - 17 12 0 2 1 - 15 - 0 52 % Trucks 1.2 2.0 0.0 - 1.9 1.3 4.8 0.0 - - 1.8 2.8 - 2.3 1.6 - 2.6 - - 2.0 Bicycles on - - - 0 - - - - - 0 - - - - - 0 - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - - 0 - - - - - 0 - 0 - - % Pedestrians - - - - - - - - - - - - - - - - - - - - Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 6 Rte 31 WB to Rte 481 NB Out In Total 322 0 322 0 0 0 9 0 9 0 0 0 0 0 0 331 0 331 0 0 0 0 0 0 P 168 161 U R 1 0 0 0 0 1 0 0 7 0 Peak Hour Data Total 2222 2270 1039 1014 Out 42 21 6 0 0 0 0 4 161 163 793 779 Rte 31 [WB] 10 Rte 31 [EB] T 0 2 0 0 L 0 0 4 1032 1054 11/29/2017 2:00 PM 961 940 20 17 In In 2 0 0 0 0 4 Ending At 11/29/2017 3:00 PM 870 890 18 U T 2 0 0 0 0 0 0 0 0 Lights 1190 1216 2000 1954 Total Out 22 38 4 0 0 0 0 8 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 410 0 144 0 0 0 2 0 12 0 3 0 0 0 0 0 0 0 0 0 422 0 149 0 0 554 554 0 2 2 0 15 15 0 0 0 0 0 0 0 571 571 Out In Total Rte 481 NB Off Ramp to Turning Movement Peak Hour Data Plot (2:00 PM) Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 7 Turning Movement Peak Hour Data (4:45 PM) Rte 31 WB to Rte 31 Rte 31 Rte 481 NB Off Ramp to Rte 31 Rte 481 NB On Ramps Start Time Eastbound Westbound Northbound Southbound App. Right App. Right App. App. Int. Left Thru U-Turn Peds Thru Right on Red U-Turn Peds Left Thru Right Peds Peds Total Total on Red Total Total Total 4:45 PM 47 247 0 0 294 214 36 13 0 0 263 243 0 65 6 0 314 0 0 871 5:00 PM 58 247 0 0 305 234 59 22 0 0 315 238 0 49 5 0 292 0 0 912 5:15 PM 52 238 0 0 290 243 48 17 0 0 308 272 0 54 14 0 340 0 0 938 5:30 PM 44 239 0 0 283 224 35 12 0 0 271 270 0 44 17 0 331 0 0 885 Total 201 971 0 0 1172 915 178 64 0 0 1157 1023 0 212 42 0 1277 0 0 3606 Approach % 17.2 82.8 0.0 - - 79.1 15.4 5.5 0.0 - - 80.1 0.0 16.6 3.3 - - - - - Total % 5.6 26.9 0.0 - 32.5 25.4 4.9 1.8 0.0 - 32.1 28.4 0.0 5.9 1.2 - 35.4 - 0.0 - PHF 0.866 0.983 0.000 - 0.961 0.941 0.754 0.727 0.000 - 0.918 0.940 0.000 0.815 0.618 - 0.939 - 0.000 0.961 Lights 200 965 0 - 1165 905 176 62 0 - 1143 1017 0 210 42 - 1269 - 0 3577 % Lights 99.5 99.4 - - 99.4 98.9 98.9 96.9 - - 98.8 99.4 - 99.1 100.0 - 99.4 - - 99.2 Buses 0 1 0 - 1 1 0 1 0 - 2 1 0 1 0 - 2 - 0 5 % Buses 0.0 0.1 - - 0.1 0.1 0.0 1.6 - - 0.2 0.1 - 0.5 0.0 - 0.2 - - 0.1 Trucks 1 5 0 - 6 9 2 1 0 - 12 5 0 1 0 - 6 - 0 24 % Trucks 0.5 0.5 - - 0.5 1.0 1.1 1.6 - - 1.0 0.5 - 0.5 0.0 - 0.5 - - 0.7 Bicycles on - - - 0 - - - - - 0 - - - - - 0 - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - - 0 - - - - - 0 - 0 - - % Pedestrians - - - - - - - - - - - - - - - - - - - - Onondaga County, NY www.TSTData.com Rte 31/Rte 481 NB Ramps 184 Baker Rd Count Name: 5 Route 31-Rte Wednesday, November 29, 481 NB Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3PX Location: 43.185613, - 610-466-1469 Start Date: 11/29/2017 76.230368 Serving Transportation Professionals Since 1995 Page No: 8 Rte 31 WB to Rte 481 NB Out In Total 438 0 438 1 0 1 4 0 4 0 0 0 0 0 0 443 0 443 0 0 0 0 0 0 P 242 238 U R 0 0 0 0 0 0 0 0 3 1 Peak Hour Data Total 3087 3110 1225 1217 Out 20 3 0 0 0 0 6 2 200 201 915 905 Rte 31 [WB] Rte 31 [EB] T 0 1 0 0 L 0 0 9 1 1165 1172 1157 1143 11/29/2017 4:45 PM 12 In In 1 6 0 0 0 0 2 Ending At 11/29/2017 5:45 PM 965 971 U T 1 5 0 0 0 0 0 0 0 0 Lights 1922 1938 2382 2360 Total Out 14 18 2 0 0 0 0 4 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 1017 0 252 0 1 0 1 0 5 0 1 0 0 0 0 0 0 0 0 0 1023 0 254 0 0 1269 1269 0 2 2 0 6 6 0 0 0 0 0 0 0 1277 1277 Out In Total Rte 481 NB Off Ramp to Turning Movement Peak Hour Data Plot (4:45 PM) JMT 307 South Townsend Street Syracuse, NY 13202 File Name : site_1_nys_rt_31_at_market_fair_north_819862_03-16-202 Site Code : Site 1 Start Date : 3/16/2021 Page No : 1 Groups Printed- Lights - Buses - Trucks NYS RT 31 Market Fair North Plaza Driveway NYS RT 31 From East From South From West Start Time Thru Left U-Turn App. Total Right Left U-Turn App. Total Right Thru U-Turn App. Total Int. Total 07:00 AM 132 3 0 135 2 9 0 11 1 107 0 108 254 07:15 AM 143 1 0 144 0 0 0 0 3 123 0 126 270 07:30 AM 163 1 0 164 0 3 0 3 0 149 0 149 316 07:45 AM 184 3 0 187 0 2 0 2 13 141 0 154 343 Total 622 8 0 630 2 14 0 16 17 520 0 537 1183 08:00 AM 124 1 0 125 0 3 0 3 3 133 0 136 264 08:15 AM 123 6 0 129 0 3 0 3 10 130 0 140 272 08:30 AM 150 4 0 154 1 3 0 4 7 116 0 123 281 08:45 AM 130 2 0 132 2 2 0 4 11 133 0 144 280 Total 527 13 0 540 3 11 0 14 31 512 0 543 1097 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 172 6 0 178 6 17 0 23 19 170 0 189 390 11:45 AM 171 6 0 177 2 18 0 20 15 203 0 218 415 Total 343 12 0 355 8 35 0 43 34 373 0 407 805 12:00 PM 172 11 0 183 6 22 0 28 30 183 0 213 424 12:15 PM 187 1 0 188 10 21 0 31 18 222 0 240 459 12:30 PM 203 12 0 215 8 18 0 26 23 182 0 205 446 12:45 PM 214 9 0 223 10 21 0 31 22 182 0 204 458 Total 776 33 0 809 34 82 0 116 93 769 0 862 1787 01:00 PM 195 14 0 209 7 25 0 32 18 195 0 213 454 01:15 PM 203 10 0 213 8 18 0 26 24 204 0 228 467 01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 398 24 0 422 15 43 0 58 42 399 0 441 921 02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 PM 248 5 0 253 10 29 0 39 19 241 0 260 552 04:15 PM 259 8 0 267 10 22 0 32 26 296 0 322 621 04:30 PM 255 10 0 265 8 21 0 29 21 308 0 329 623 04:45 PM 270 16 0 286 11 21 0 32 37 244 0 281 599 Total 1032 39 0 1071 39 93 0 132 103 1089 0 1192 2395 05:00 PM 237 3 0 240 11 37 0 48 18 243 0 261 549 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : site_1_nys_rt_31_at_market_fair_north_819862_03-16-202 Site Code : Site 1 Start Date : 3/16/2021 Page No : 2 Groups Printed- Lights - Buses - Trucks NYS RT 31 Market Fair North Plaza Driveway NYS RT 31 From East From South From West Start Time Thru Left U-Turn App. Total Right Left U-Turn App. Total Right Thru U-Turn App. Total Int. Total 05:15 PM 282 5 0 287 3 19 0 22 18 285 0 303 612 05:30 PM 237 7 0 244 7 14 0 21 17 260 0 277 542 05:45 PM 220 9 0 229 13 23 0 36 14 229 0 243 508 Total 976 24 0 1000 34 93 0 127 67 1017 0 1084 2211 Grand Total 4674 153 0 4827 135 371 0 506 387 4679 0 5066 10399 Apprch % 96.8 3.2 0 26.7 73.3 0 7.6 92.4 0 Total % 44.9 1.5 0 46.4 1.3 3.6 0 4.9 3.7 45 0 48.7 Lights 4592 149 0 4741 134 367 0 501 382 4578 0 4960 10202 % Lights 98.2 97.4 0 98.2 99.3 98.9 0 99 98.7 97.8 0 97.9 98.1 Buses 13 0 0 13 0 1 0 1 1 8 0 9 23 % Buses 0.3 0 0 0.3 0 0.3 0 0.2 0.3 0.2 0 0.2 0.2 Trucks 69 4 0 73 1 3 0 4 4 93 0 97 174 % Trucks 1.5 2.6 0 1.5 0.7 0.8 0 0.8 1 2 0 1.9 1.7 9919 23 169 10111 Total 4814 4712 Out 382 4578 8 93 387 4679 U-Turn Right Thru Thru 4674 4592 94 8 North 69 13 NYS RT 31 NYS RT 31 3/16/2021 07:00 AM 4960 9 97 5066 1 4 In Left U-Turn 4827 4741 3/16/2021 05:45 PM In 153 149 73 13 4 0 Lights 0 0 0 0 Buses 4959 14 72 5045 Out Total 9641 9453 Trucks 0 0 0 0 167 21 Left Right U-Turn 367 134 0 1 0 0 3 1 0 371 135 0 531 501 1032 1 1 2 8 4 12 540 506 1046 Out In Total Market Fair North Plaza Driveway JMT 307 South Townsend Street Syracuse, NY 13202 File Name : site_1_nys_rt_31_at_market_fair_north_819862_03-16-202 Site Code : Site 1 Start Date : 3/16/2021 Page No : 3 NYS RT 31 Market Fair North Plaza Driveway NYS RT 31 From East From South From West Start Time Thru Left U-Turn App. Total Right Left U-Turn App. Total Right Thru U-Turn App. Total Int. Total Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:30 AM 07:30 AM 163 1 0 164 0 3 0 3 0 149 0 149 316 07:45 AM 184 3 0 187 0 2 0 2 13 141 0 154 343 08:00 AM 124 1 0 125 0 3 0 3 3 133 0 136 264 08:15 AM 123 6 0 129 0 3 0 3 10 130 0 140 272 Total Volume 594 11 0 605 0 11 0 11 26 553 0 579 1195 % App. Total 98.2 1.8 0 0 100 0 4.5 95.5 0 PHF .807 .458 .000 .809 .000 .917 .000 .917 .500 .928 .000 .940 .871 Peak Hour Data 1184 Total Out 553 553 Thru Thru 594 North NYS RT 31 579 NYS RT 31 26 Left In Right In 605 Peak Hour Begins at 07:30 AM 11 U-Turn Lights 0 U-Turn 605 Buses Total Out 1158 0 Trucks Left Right U-Turn 11 0 0 37 11 48 Out In Total Market Fair North Plaza Driveway Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:30 PM 12:30 PM 203 12 0 215 8 18 0 26 23 182 0 205 446 12:45 PM 214 9 0 223 10 21 0 31 22 182 0 204 458 01:00 PM 195 14 0 209 7 25 0 32 18 195 0 213 454 01:15 PM 203 10 0 213 8 18 0 26 24 204 0 228 467 Total Volume 815 45 0 860 33 82 0 115 87 763 0 850 1825 % App. Total 94.8 5.2 0 28.7 71.3 0 10.2 89.8 0 PHF .952 .804 .000 .964 .825 .820 .000 .898 .906 .935 .000 .932 .977 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : site_1_nys_rt_31_at_market_fair_north_819862_03-16-202 Site Code : Site 1 Start Date : 3/16/2021 Page No : 4 Peak Hour Data 1747 Total Out 796 763 Thru Thru 815 North NYS RT 31 NYS RT 31 850 87 U-Turn Right In Left U-Turn In 860 Peak Hour Begins at 12:30 PM 45 Lights 0 897 Buses Out Total 1656 0 Trucks Left Right U-Turn 82 33 0 132 115 247 Out In Total Market Fair North Plaza Driveway Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 248 5 0 253 10 29 0 39 19 241 0 260 552 04:15 PM 259 8 0 267 10 22 0 32 26 296 0 322 621 04:30 PM 255 10 0 265 8 21 0 29 21 308 0 329 623 04:45 PM 270 16 0 286 11 21 0 32 37 244 0 281 599 Total Volume 1032 39 0 1071 39 93 0 132 103 1089 0 1192 2395 % App. Total 96.4 3.6 0 29.5 70.5 0 8.6 91.4 0 PHF .956 .609 .000 .936 .886 .802 .000 .846 .696 .884 .000 .906 .961 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : site_1_nys_rt_31_at_market_fair_north_819862_03-16-202 Site Code : Site 1 Start Date : 3/16/2021 Page No : 5 Peak Hour Data 2317 Total 1128 Out 1089 Thru Thru 1032 North NYS RT 31 NYS RT 31 1192 103 U-Turn Right In Left U-Turn 1071 In Peak Hour Begins at 04:00 PM 39 Lights 0 1125 Buses Out Total 2199 0 Trucks Left Right U-Turn 93 39 0 142 132 274 Out In Total Market Fair North Plaza Driveway JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_2_NYS_Rt_31_at_County_Health___Mall_West_819871_03-16-202 Site Code : Site 2 Start Date : 3/16/2021 Page No : 1 Groups Printed- Lights - Buses - Trucks Great Northern Mall Entr NYS RT 31 County Health Driveway NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total 07:00 AM 4 0 1 0 5 0 130 0 0 130 0 0 0 0 0 0 105 5 0 110 245 07:15 AM 5 0 1 0 6 2 138 0 0 140 0 0 0 0 0 0 117 5 0 122 268 07:30 AM 5 0 0 0 5 1 164 0 0 165 0 0 0 0 0 0 140 8 0 148 318 07:45 AM 6 0 1 0 7 3 174 0 0 177 0 0 0 0 0 2 131 10 0 143 327 Total 20 0 3 0 23 6 606 0 0 612 0 0 0 0 0 2 493 28 0 523 1158 08:00 AM 4 0 3 0 7 2 123 0 0 125 0 0 0 0 0 0 122 15 0 137 269 08:15 AM 6 0 0 0 6 1 123 0 0 124 0 0 0 0 0 0 118 13 0 131 261 08:30 AM 13 0 1 0 14 2 139 1 0 142 0 0 0 0 0 3 113 11 0 127 283 08:45 AM 7 0 0 0 7 4 125 0 0 129 0 0 0 0 0 0 121 18 0 139 275 Total 30 0 4 0 34 9 510 1 0 520 0 0 0 0 0 3 474 57 0 534 1088 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 29 0 2 0 31 6 149 0 0 155 0 0 0 0 0 0 136 44 0 180 366 11:45 AM 30 0 6 0 36 6 147 0 0 153 0 0 0 0 0 0 170 38 0 208 397 Total 59 0 8 0 67 12 296 0 0 308 0 0 0 0 0 0 306 82 0 388 763 12:00 PM 26 0 11 0 37 4 153 0 0 157 0 0 0 0 0 0 145 47 0 192 386 12:15 PM 41 0 6 0 47 4 159 0 0 163 0 0 0 0 0 0 188 46 0 234 444 12:30 PM 46 0 6 0 52 5 173 0 0 178 0 0 0 0 0 0 153 48 0 201 431 12:45 PM 45 0 12 0 57 3 165 0 0 168 0 0 0 0 0 0 154 41 0 195 420 Total 158 0 35 0 193 16 650 0 0 666 0 0 0 0 0 0 640 182 0 822 1681 01:00 PM 40 0 9 0 49 7 161 0 0 168 0 0 0 0 0 0 170 33 0 203 420 01:15 PM 48 0 11 0 59 5 169 0 0 174 0 0 1 0 1 0 162 52 0 214 448 01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 88 0 20 0 108 12 330 0 0 342 0 0 1 0 1 0 332 85 0 417 868 02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 PM 42 0 12 0 54 5 202 0 0 207 0 0 2 0 2 0 208 44 0 252 515 04:15 PM 41 0 9 0 50 10 224 0 0 234 0 0 0 0 0 0 254 50 0 304 588 04:30 PM 43 0 16 1 60 12 231 0 0 243 0 0 0 0 0 0 272 53 0 325 628 04:45 PM 52 0 5 0 57 11 227 0 0 238 0 0 0 0 0 0 209 48 0 257 552 Total 178 0 42 1 221 38 884 0 0 922 0 0 2 0 2 0 943 195 0 1138 2283 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_2_NYS_Rt_31_at_County_Health___Mall_West_819871_03-16-202 Site Code : Site 2 Start Date : 3/16/2021 Page No : 2 Groups Printed- Lights - Buses - Trucks Great Northern Mall Entr NYS RT 31 County Health Driveway NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total 05:00 PM 44 0 7 0 51 6 195 0 0 201 0 0 1 0 1 0 211 46 0 257 510 05:15 PM 51 0 9 0 60 15 226 0 0 241 0 0 0 0 0 0 221 61 0 282 583 05:30 PM 45 0 5 0 50 9 206 0 0 215 0 0 0 0 0 0 223 46 0 269 534 05:45 PM 41 0 11 0 52 9 189 0 0 198 0 0 0 0 0 0 204 39 0 243 493 Total 181 0 32 0 213 39 816 0 0 855 0 0 1 0 1 0 859 192 0 1051 2120 409 404 Grand Total 714 0 144 1 859 132 2 1 0 4225 0 0 4 0 4 5 7 821 0 4873 9961 Apprch % 83.1 0 16.8 0.1 3.1 96.9 0 0 0 0 100 0 0.1 83 16.8 0 Total % 7.2 0 1.4 0 8.6 1.3 41.1 0 0 42.4 0 0 0 0 0 0.1 40.6 8.2 0 48.9 401 395 Lights 702 0 141 1 844 131 9 1 0 4151 0 0 4 0 4 5 5 808 0 4768 9767 % Lights 98.3 0 97.9 100 98.3 99.2 98.2 100 0 98.2 0 0 100 0 100 100 97.7 98.4 0 97.8 98.1 Buses 3 0 0 0 3 0 9 0 0 9 0 0 0 0 0 0 5 4 0 9 21 % Buses 0.4 0 0 0 0.3 0 0.2 0 0 0.2 0 0 0 0 0 0 0.1 0.5 0 0.2 0.2 Trucks 9 0 3 0 12 1 64 0 0 65 0 0 0 0 0 0 87 9 0 96 173 % Trucks 1.3 0 2.1 0 1.4 0.8 1.6 0 0 1.5 0 0 0 0 0 0 2.1 1.1 0 2 1.7 Great Northern Mall Entr Out In Total 939 844 1783 4 3 7 10 12 22 953 859 1812 702 0 141 1 3 0 0 0 9 0 3 0 714 0 144 1 Right Thru Left U-Turn 9493 21 169 9683 808 4 9 821 Right Thru Total Left 132 4092 131 4019 4191 4096 Out 1 0 90 5 North 5 3955 5 87 5 4047 U-Turn Right Thru NYS RT 31 NYS RT 31 3/16/2021 07:00 AM 4768 9 96 4873 64 In 9 4225 4151 3/16/2021 05:45 PM In 65 0 0 Left U-Turn 9 Lights 1 0 0 1 Buses 4725 12 73 4810 Out Total 8416 8247 Trucks 0 0 0 0 155 14 0 0 0 0 Left Thru Right U-Turn 4 0 0 0 0 0 0 0 0 0 0 0 4 0 0 0 6 4 10 0 0 0 0 0 0 6 4 10 Out In Total County Health Driveway JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_2_NYS_Rt_31_at_County_Health___Mall_West_819871_03-16-202 Site Code : Site 2 Start Date : 3/16/2021 Page No : 3 Great Northern Mall Entr NYS RT 31 County Health Driveway NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 5 0 1 0 6 2 138 0 0 140 0 0 0 0 0 0 117 5 0 122 268 07:30 AM 5 0 0 0 5 1 164 0 0 165 0 0 0 0 0 0 140 8 0 148 318 07:45 AM 6 0 1 0 7 3 174 0 0 177 0 0 0 0 0 2 131 10 0 143 327 08:00 AM 4 0 3 0 7 2 123 0 0 125 0 0 0 0 0 0 122 15 0 137 269 Total Volume 20 0 5 0 25 8 599 0 0 607 0 0 0 0 0 2 510 38 0 550 1182 % App. Total 80 0 20 0 1.3 98.7 0 0 0 0 0 0 0.4 92.7 6.9 0 PHF .833 .000 .417 .000 .893 .667 .861 .000 .000 .857 .000 .000 .000 .000 .000 .250 .911 .633 .000 .929 .904 Great Northern Mall Entr Out In Total 46 25 71 20 0 5 0 Right Thru Left U-Turn Peak Hour Data 1169 38 Right Thru Total Left Out 515 8 North 510 U-Turn Right Thru NYS RT 31 NYS RT 31 599 550 In In 607 Peak Hour Begins at 07:15 AM 2 Left U-Turn Lights 0 619 Buses Out Total 1122 0 Trucks 0 Left Thru Right U-Turn 0 0 0 0 2 0 2 Out In Total County Health Driveway JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_2_NYS_Rt_31_at_County_Health___Mall_West_819871_03-16-202 Site Code : Site 2 Start Date : 3/16/2021 Page No : 4 Great Northern Mall Entr NYS RT 31 County Health Driveway NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:30 PM 12:30 PM 46 0 6 0 52 5 173 0 0 178 0 0 0 0 0 0 153 48 0 201 431 12:45 PM 45 0 12 0 57 3 165 0 0 168 0 0 0 0 0 0 154 41 0 195 420 01:00 PM 40 0 9 0 49 7 161 0 0 168 0 0 0 0 0 0 170 33 0 203 420 01:15 PM 48 0 11 0 59 5 169 0 0 174 0 0 1 0 1 0 162 52 0 214 448 Total Volume 179 0 38 0 217 20 668 0 0 688 0 0 1 0 1 0 639 174 0 813 1719 % App. Total 82.5 0 17.5 0 2.9 97.1 0 0 0 0 100 0 0 78.6 21.4 0 PHF .932 .000 .792 .000 .919 .714 .965 .000 .000 .966 .000 .000 .250 .000 .250 .000 .940 .837 .000 .950 .959 Great Northern Mall Entr Out In Total 194 217 411 179 0 38 0 Right Thru Left U-Turn Peak Hour Data 1661 174 Right Thru Total Left Out 20 677 North 639 U-Turn Right Thru NYS RT 31 NYS RT 31 668 813 In In 688 Peak Hour Begins at 12:30 PM 0 Left U-Turn Lights 0 848 Buses Out Total 1365 0 Trucks 0 Left Thru Right U-Turn 1 0 0 0 0 1 1 Out In Total County Health Driveway JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_2_NYS_Rt_31_at_County_Health___Mall_West_819871_03-16-202 Site Code : Site 2 Start Date : 3/16/2021 Page No : 5 Great Northern Mall Entr NYS RT 31 County Health Driveway NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:00 PM 04:00 PM 42 0 12 0 54 5 202 0 0 207 0 0 2 0 2 0 208 44 0 252 515 04:15 PM 41 0 9 0 50 10 224 0 0 234 0 0 0 0 0 0 254 50 0 304 588 04:30 PM 43 0 16 1 60 12 231 0 0 243 0 0 0 0 0 0 272 53 0 325 628 04:45 PM 52 0 5 0 57 11 227 0 0 238 0 0 0 0 0 0 209 48 0 257 552 Total Volume 178 0 42 1 221 38 884 0 0 922 0 0 2 0 2 0 943 195 0 1138 2283 % App. Total 80.5 0 19 0.5 4.1 95.9 0 0 0 0 100 0 0 82.9 17.1 0 PHF .856 .000 .656 .250 .921 .792 .957 .000 .000 .949 .000 .000 .250 .000 .250 .000 .867 .920 .000 .875 .909 Great Northern Mall Entr Out In Total 233 221 454 178 0 42 1 Right Thru Left U-Turn Peak Hour Data 2202 195 Right Thru Total Left Out 38 985 North 943 U-Turn Right Thru NYS RT 31 NYS RT 31 884 1138 In In 922 Peak Hour Begins at 04:00 PM 0 Left U-Turn Lights 0 1064 Buses Out Total 1907 0 Trucks 0 Left Thru Right U-Turn 2 0 0 0 0 2 2 Out In Total County Health Driveway JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_3_NYS_RT_31_at_Dunkin_Donuts_Ent___Great_Northern_Mall_East_819893_03-16-202 Site Code : Site 3 Start Date : 3/16/2021 Page No : 1 Groups Printed- Lights - Buses - Trucks Great Northern Mall East Entr NYS RT 31 Dunkin Donut Entr NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total 07:00 AM 0 0 1 0 1 3 116 5 0 124 11 0 16 0 27 11 89 2 0 102 254 07:15 AM 1 0 0 0 1 2 128 8 0 138 9 0 15 0 24 18 104 1 0 123 286 07:30 AM 8 0 0 0 8 2 136 10 0 148 10 0 17 0 27 13 121 2 0 136 319 07:45 AM 3 0 1 0 4 1 163 5 0 169 5 0 9 0 14 14 120 1 0 135 322 Total 12 0 2 0 14 8 543 28 0 579 35 0 57 0 92 56 434 6 0 496 1181 08:00 AM 4 0 1 0 5 4 111 2 0 117 9 0 9 0 18 15 96 5 0 116 256 08:15 AM 0 0 1 0 1 2 116 12 0 130 4 0 15 0 19 18 97 4 0 119 269 08:30 AM 2 0 4 0 6 3 120 7 0 130 7 1 16 0 24 10 89 5 0 104 264 08:45 AM 3 0 3 0 6 6 116 10 0 132 9 1 14 0 24 11 102 9 0 122 284 Total 9 0 9 0 18 15 463 31 0 509 29 2 54 0 85 54 384 23 0 461 1073 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 7 2 6 0 15 8 135 4 0 147 13 2 7 0 22 7 123 2 0 132 316 11:45 AM 15 1 10 0 26 6 129 9 0 144 7 0 10 0 17 10 168 5 0 183 370 Total 22 3 16 0 41 14 264 13 0 291 20 2 17 0 39 17 291 7 0 315 686 12:00 PM 17 0 6 0 23 16 139 10 0 165 8 3 13 0 24 12 134 9 0 155 367 12:15 PM 9 1 9 0 19 6 142 6 0 154 10 1 10 0 21 17 164 10 0 191 385 12:30 PM 11 2 3 0 16 7 155 3 0 165 8 0 9 0 17 8 150 7 0 165 363 12:45 PM 9 2 7 0 18 9 158 7 0 174 6 1 7 0 14 8 153 4 0 165 371 Total 46 5 25 0 76 38 594 26 0 658 32 5 39 0 76 45 601 30 0 676 1486 01:00 PM 12 1 4 0 17 9 155 1 0 165 5 1 9 0 15 12 154 12 0 178 375 01:15 PM 12 1 6 0 19 8 148 2 0 158 0 1 17 0 18 10 155 8 0 173 368 01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 24 2 10 0 36 17 303 3 0 323 5 2 26 0 33 22 309 20 0 351 743 02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 PM 10 1 4 0 15 9 190 3 0 202 5 1 3 0 9 16 200 6 0 222 448 04:15 PM 10 0 9 0 19 10 216 5 0 231 6 0 15 0 21 10 241 13 0 264 535 04:30 PM 9 0 4 0 13 10 227 4 0 241 8 1 7 0 16 9 265 13 0 287 557 04:45 PM 11 1 8 0 20 15 214 4 0 233 2 1 10 0 13 6 197 8 0 211 477 Total 40 2 25 0 67 44 847 16 0 907 21 3 35 0 59 41 903 40 0 984 2017 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_3_NYS_RT_31_at_Dunkin_Donuts_Ent___Great_Northern_Mall_East_819893_03-16-202 Site Code : Site 3 Start Date : 3/16/2021 Page No : 2 Groups Printed- Lights - Buses - Trucks Great Northern Mall East Entr NYS RT 31 Dunkin Donut Entr NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total 05:00 PM 11 1 7 0 19 11 187 2 0 200 7 1 5 0 13 11 201 9 0 221 453 05:15 PM 26 1 8 0 35 12 209 5 0 226 6 0 7 0 13 9 209 11 0 229 503 05:30 PM 12 0 6 0 18 11 199 4 0 214 2 1 7 0 10 8 215 9 0 232 474 05:45 PM 22 1 7 0 30 8 178 3 0 189 7 3 6 0 16 7 196 11 0 214 449 Total 71 3 28 0 102 42 773 14 0 829 22 5 25 0 52 35 821 40 0 896 1879 378 374 Grand Total 224 15 115 0 354 178 7 131 0 4096 164 19 253 0 436 270 3 166 0 4179 9065 Apprch % 63.3 4.2 32.5 0 4.3 92.5 3.2 0 37.6 4.4 58 0 6.5 89.6 4 0 Total % 2.5 0.2 1.3 0 3.9 2 41.8 1.4 0 45.2 1.8 0.2 2.8 0 4.8 3 41.3 1.8 0 46.1 370 365 Lights 223 14 114 0 351 175 9 131 0 4015 162 19 253 0 434 269 0 163 0 4082 8882 % Lights 99.6 93.3 99.1 0 99.2 98.3 97.9 100 0 98 98.8 100 100 0 99.5 99.6 97.5 98.2 0 97.7 98 Buses 1 0 1 0 2 1 8 0 0 9 0 0 0 0 0 0 4 0 0 4 15 % Buses 0.4 0 0.9 0 0.6 0.6 0.2 0 0 0.2 0 0 0 0 0 0 0.1 0 0 0.1 0.2 Trucks 0 1 0 0 1 2 70 0 0 72 2 0 0 0 2 1 89 3 0 93 168 % Trucks 0 6.7 0 0 0.3 1.1 1.8 0 0 1.8 1.2 0 0 0 0.5 0.4 2.4 1.8 0 2.2 1.9 Great Northern Mall East Entr Out In Total 357 351 708 1 2 3 5 1 6 363 354 717 223 14 114 0 1 0 1 0 0 1 0 0 224 15 115 0 Right Thru Left U-Turn 8267 13 163 8443 163 0 3 166 Right Thru Total Left 178 3787 175 3709 4022 3926 Out 2 1 91 5 North 269 3650 4 89 270 3743 U-Turn Right Thru NYS RT 31 NYS RT 31 3/16/2021 07:00 AM 4082 4 93 4179 70 In 8 4096 4015 3/16/2021 05:45 PM In 72 0 1 Left U-Turn 9 131 131 Lights 0 0 Buses 4185 9 70 4264 Out Total 8118 7941 Trucks 0 0 0 0 163 14 0 0 0 0 Left Thru Right U-Turn 253 19 162 0 0 0 0 0 0 0 2 0 253 19 164 0 414 434 848 0 0 0 2 2 4 416 436 852 Out In Total Dunkin Donut Entr JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_3_NYS_RT_31_at_Dunkin_Donuts_Ent___Great_Northern_Mall_East_819893_03-16-202 Site Code : Site 3 Start Date : 3/16/2021 Page No : 3 Great Northern Mall East Entr NYS RT 31 Dunkin Donut Entr NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 1 0 0 0 1 2 128 8 0 138 9 0 15 0 24 18 104 1 0 123 286 07:30 AM 8 0 0 0 8 2 136 10 0 148 10 0 17 0 27 13 121 2 0 136 319 07:45 AM 3 0 1 0 4 1 163 5 0 169 5 0 9 0 14 14 120 1 0 135 322 08:00 AM 4 0 1 0 5 4 111 2 0 117 9 0 9 0 18 15 96 5 0 116 256 Total Volume 16 0 2 0 18 9 538 25 0 572 33 0 50 0 83 60 441 9 0 510 1183 % App. Total 88.9 0 11.1 0 1.6 94.1 4.4 0 39.8 0 60.2 0 11.8 86.5 1.8 0 PHF .500 .000 .500 .000 .563 .563 .825 .625 .000 .846 .825 .000 .735 .000 .769 .833 .911 .450 .000 .938 .918 Great Northern Mall East Entr Out In Total 18 18 36 16 0 2 0 Right Thru Left U-Turn Peak Hour Data 1114 9 Right Thru Total Left Out 476 9 North 441 U-Turn Right Thru NYS RT 31 NYS RT 31 538 510 In In 572 Peak Hour Begins at 07:15 AM 60 Left U-Turn 25 Lights 604 Buses Out Total 1048 0 Trucks 0 Left Thru Right U-Turn 50 0 33 0 85 83 168 Out In Total Dunkin Donut Entr JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_3_NYS_RT_31_at_Dunkin_Donuts_Ent___Great_Northern_Mall_East_819893_03-16-202 Site Code : Site 3 Start Date : 3/16/2021 Page No : 4 Great Northern Mall East Entr NYS RT 31 Dunkin Donut Entr NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:15 PM 12:15 PM 9 1 9 0 19 6 142 6 0 154 10 1 10 0 21 17 164 10 0 191 385 12:30 PM 11 2 3 0 16 7 155 3 0 165 8 0 9 0 17 8 150 7 0 165 363 12:45 PM 9 2 7 0 18 9 158 7 0 174 6 1 7 0 14 8 153 4 0 165 371 01:00 PM 12 1 4 0 17 9 155 1 0 165 5 1 9 0 15 12 154 12 0 178 375 Total Volume 41 6 23 0 70 31 610 17 0 658 29 3 35 0 67 45 621 33 0 699 1494 % App. Total 58.6 8.6 32.9 0 4.7 92.7 2.6 0 43.3 4.5 52.2 0 6.4 88.8 4.7 0 PHF .854 .750 .639 .000 .921 .861 .965 .607 .000 .945 .725 .750 .875 .000 .798 .662 .947 .688 .000 .915 .970 Great Northern Mall East Entr Out In Total 67 70 137 41 6 23 0 Right Thru Left U-Turn Peak Hour Data 1385 33 Right Thru Total Left Out 31 673 North 621 U-Turn Right Thru NYS RT 31 NYS RT 31 610 699 In In 658 Peak Hour Begins at 12:15 PM 45 Left U-Turn 17 Lights 686 Buses Out Total 1331 0 Trucks 0 Left Thru Right U-Turn 35 3 29 0 68 67 135 Out In Total Dunkin Donut Entr JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_3_NYS_RT_31_at_Dunkin_Donuts_Ent___Great_Northern_Mall_East_819893_03-16-202 Site Code : Site 3 Start Date : 3/16/2021 Page No : 5 Great Northern Mall East Entr NYS RT 31 Dunkin Donut Entr NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM 04:15 PM 10 0 9 0 19 10 216 5 0 231 6 0 15 0 21 10 241 13 0 264 535 04:30 PM 9 0 4 0 13 10 227 4 0 241 8 1 7 0 16 9 265 13 0 287 557 04:45 PM 11 1 8 0 20 15 214 4 0 233 2 1 10 0 13 6 197 8 0 211 477 05:00 PM 11 1 7 0 19 11 187 2 0 200 7 1 5 0 13 11 201 9 0 221 453 Total Volume 41 2 28 0 71 46 844 15 0 905 23 3 37 0 63 36 904 43 0 983 2022 % App. Total 57.7 2.8 39.4 0 5.1 93.3 1.7 0 36.5 4.8 58.7 0 3.7 92 4.4 0 PHF .932 .500 .778 .000 .888 .767 .930 .750 .000 .939 .719 .750 .617 .000 .750 .818 .853 .827 .000 .856 .908 Great Northern Mall East Entr Out In Total 92 71 163 41 2 28 0 Right Thru Left U-Turn Peak Hour Data 1905 43 Right Thru Total Left Out 46 955 North 904 U-Turn Right Thru NYS RT 31 NYS RT 31 844 983 In In 905 Peak Hour Begins at 04:15 PM 36 Left U-Turn 15 Lights 922 Buses Out Total 1860 0 Trucks 0 Left Thru Right U-Turn 37 3 23 0 53 63 116 Out In Total Dunkin Donut Entr Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 1 Turning Movement Data Rte 31 Rte 31 Morgan Rd Morgan Rd Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 7:00 AM 18 78 33 13 0 0 142 14 70 4 1 0 0 89 32 9 6 8 0 0 55 16 38 32 6 0 0 92 378 7:15 AM 16 74 31 14 0 0 135 21 80 2 0 0 0 103 37 17 7 6 0 0 67 18 48 46 7 0 0 119 424 7:30 AM 4 98 29 27 0 0 158 19 85 6 2 0 0 112 34 14 4 7 0 0 59 23 49 46 4 0 0 122 451 7:45 AM 15 94 29 23 0 0 161 20 68 3 2 0 0 93 34 17 11 8 0 0 70 12 55 37 9 0 0 113 437 Hourly Total 53 344 122 77 0 0 596 74 303 15 5 0 0 397 137 57 28 29 0 0 251 69 190 161 26 0 0 446 1690 8:00 AM 14 83 18 13 0 0 128 12 71 2 1 0 0 86 29 10 7 5 0 0 51 15 39 28 5 0 0 87 352 8:15 AM 10 73 25 21 0 0 129 12 84 2 0 0 0 98 45 8 16 1 0 0 70 9 29 28 12 0 0 78 375 8:30 AM 14 66 19 16 0 0 115 10 48 1 1 0 0 60 34 12 12 2 0 0 60 8 24 28 10 0 0 70 305 8:45 AM 18 59 15 15 0 0 107 11 80 9 0 0 0 100 36 9 12 5 0 0 62 9 36 22 11 0 0 78 347 Hourly Total 56 281 77 65 0 0 479 45 283 14 2 0 0 344 144 39 47 13 0 0 243 41 128 106 38 0 0 313 1379 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00 PM 34 100 25 19 0 0 178 14 73 4 2 0 0 93 34 17 3 2 0 0 56 8 14 13 11 0 0 46 373 1:15 PM 38 84 26 22 0 0 170 7 91 8 2 0 0 108 40 26 6 3 0 0 75 12 20 22 11 0 0 65 418 1:30 PM 33 77 34 15 0 0 159 12 75 8 0 0 0 95 31 22 6 8 0 0 67 9 18 15 7 0 0 49 370 1:45 PM 36 72 33 14 0 0 155 8 90 6 3 0 0 107 39 23 3 8 0 0 73 10 22 18 5 0 0 55 390 Hourly Total 141 333 118 70 0 0 662 41 329 26 7 0 0 403 144 88 18 21 0 0 271 39 74 68 34 0 0 215 1551 2:00 PM 36 84 28 16 0 0 164 15 76 8 2 0 0 101 41 20 5 5 0 2 71 6 27 14 13 0 0 60 396 2:15 PM 35 101 24 30 0 0 190 16 87 5 2 0 0 110 36 17 5 4 0 0 62 7 23 18 6 0 0 54 416 2:30 PM 53 68 40 25 0 0 186 14 88 6 3 0 0 111 51 38 6 5 0 0 100 7 14 15 11 0 0 47 444 2:45 PM 29 108 24 24 0 0 185 13 98 14 1 0 0 126 46 24 7 6 0 0 83 15 16 21 4 0 0 56 450 Hourly Total 153 361 116 95 0 0 725 58 349 33 8 0 0 448 174 99 23 20 0 2 316 35 80 68 34 0 0 217 1706 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2 0 0 0 0 0 0 0 2 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 1 0 0 0 0 2 0 0 0 0 0 0 0 2 4:00 PM 54 105 35 25 0 0 219 22 95 9 1 0 0 127 53 54 13 7 0 0 127 6 22 27 2 0 0 57 530 4:15 PM 72 85 50 15 0 0 222 18 128 20 0 0 0 166 55 47 9 10 0 0 121 7 23 25 3 0 0 58 567 4:30 PM 66 100 31 21 0 0 218 24 128 12 4 0 0 168 84 67 12 10 0 0 173 12 28 27 3 0 0 70 629 4:45 PM 67 109 39 33 0 0 248 22 128 13 1 0 0 164 58 53 10 12 0 0 133 7 26 14 4 0 0 51 596 Hourly Total 259 399 155 94 0 0 907 86 479 54 6 0 0 625 250 221 44 39 0 0 554 32 99 93 12 0 0 236 2322 5:00 PM 60 104 38 32 0 0 234 22 127 15 6 0 0 170 73 46 13 4 0 0 136 13 22 31 4 0 0 70 610 5:15 PM 71 100 21 40 0 0 232 26 124 19 5 0 0 174 82 45 9 8 0 0 144 7 26 26 7 0 0 66 616 5:30 PM 53 113 25 38 0 0 229 21 115 21 1 0 0 158 61 47 8 6 0 0 122 10 14 17 10 0 0 51 560 5:45 PM 55 78 33 29 0 0 195 24 103 17 6 0 0 150 52 45 19 2 0 0 118 9 18 16 5 0 0 48 511 Hourly Total 239 395 117 139 0 0 890 93 469 72 18 0 0 652 268 183 49 20 0 0 520 39 80 90 26 0 0 235 2297 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Grand 901 2113 705 540 0 0 4259 397 2212 214 46 0 0 2869 1118 688 209 142 0 2 2157 255 651 586 170 0 0 1662 10947 Total Approach 21.2 49.6 16.6 12.7 0.0 - - 13.8 77.1 7.5 1.6 0.0 - - 51.8 31.9 9.7 6.6 0.0 - - 15.3 39.2 35.3 10.2 0.0 - - - % Total % 8.2 19.3 6.4 4.9 0.0 - 38.9 3.6 20.2 2.0 0.4 0.0 - 26.2 10.2 6.3 1.9 1.3 0.0 - 19.7 2.3 5.9 5.4 1.6 0.0 - 15.2 - Lights 887 2053 685 527 0 - 4152 377 2158 212 44 0 - 2791 1088 657 201 138 0 - 2084 247 634 572 167 0 - 1620 10647 % Lights 98.4 97.2 97.2 97.6 - - 97.5 95.0 97.6 99.1 95.7 - - 97.3 97.3 95.5 96.2 97.2 - - 96.6 96.9 97.4 97.6 98.2 - - 97.5 97.3 Buses 0 7 5 3 0 - 15 1 10 2 0 0 - 13 5 4 0 3 0 - 12 2 3 5 1 0 - 11 51 % Buses 0.0 0.3 0.7 0.6 - - 0.4 0.3 0.5 0.9 0.0 - - 0.5 0.4 0.6 0.0 2.1 - - 0.6 0.8 0.5 0.9 0.6 - - 0.7 0.5 Trucks 14 53 15 10 0 - 92 19 44 0 2 0 - 65 25 27 8 1 0 - 61 6 14 9 2 0 - 31 249 % Trucks 1.6 2.5 2.1 1.9 - - 2.2 4.8 2.0 0.0 4.3 - - 2.3 2.2 3.9 3.8 0.7 - - 2.8 2.4 2.2 1.5 1.2 - - 1.9 2.3 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - 0.0 - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 2 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - 100.0 - - - - - - - - - s Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 2 Morgan Rd [SB] Out In Total 1800 1620 3420 6 11 17 43 31 74 0 0 0 0 0 0 1849 1662 3511 739 634 247 0 0 6 3 2 0 0 11 14 6 0 0 0 0 0 0 0 0 0 0 0 0 756 651 255 0 0 R T L U P 260 256 U R 0 0 0 0 0 0 0 0 2 2 Total 8137 8345 2212 2158 2719 2639 172 887 901 Out 36 14 44 10 68 12 T 0 0 0 0 0 L 0 0 0 0 Rte 31 [WB] Rte 31 [EB] 4152 4259 2053 2113 2869 2791 11/29/2017 7:00 AM 397 377 15 92 53 19 65 13 In In T 0 0 7 0 0 L 0 0 1 0 0 Ending At 11/29/2017 6:15 PM Lights 3985 4086 1212 1245 5588 5430 Total 133 Out 21 80 25 25 R U 0 0 8 0 0 0 0 0 0 0 0 0 0 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 1088 657 339 0 0 5 4 3 0 0 25 27 9 0 0 0 0 0 0 0 0 0 0 2 0 1118 688 351 2 2223 2084 4307 12 12 24 58 61 119 0 0 0 0 0 0 2293 2157 4450 Out In Total Morgan Rd [NB] Turning Movement Data Plot Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 3 Turning Movement Peak Hour Data (7:00 AM) Rte 31 Rte 31 Morgan Rd Morgan Rd Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 7:00 AM 18 78 33 13 0 0 142 14 70 4 1 0 0 89 32 9 6 8 0 0 55 16 38 32 6 0 0 92 378 7:15 AM 16 74 31 14 0 0 135 21 80 2 0 0 0 103 37 17 7 6 0 0 67 18 48 46 7 0 0 119 424 7:30 AM 4 98 29 27 0 0 158 19 85 6 2 0 0 112 34 14 4 7 0 0 59 23 49 46 4 0 0 122 451 7:45 AM 15 94 29 23 0 0 161 20 68 3 2 0 0 93 34 17 11 8 0 0 70 12 55 37 9 0 0 113 437 Total 53 344 122 77 0 0 596 74 303 15 5 0 0 397 137 57 28 29 0 0 251 69 190 161 26 0 0 446 1690 Approach 8.9 57.7 20.5 12.9 0.0 - - 18.6 76.3 3.8 1.3 0.0 - - 54.6 22.7 11.2 11.6 0.0 - - 15.5 42.6 36.1 5.8 0.0 - - - % Total % 3.1 20.4 7.2 4.6 0.0 - 35.3 4.4 17.9 0.9 0.3 0.0 - 23.5 8.1 3.4 1.7 1.7 0.0 - 14.9 4.1 11.2 9.5 1.5 0.0 - 26.4 - 0.73 0.878 0.924 0.713 0.000 PHF - 0.925 0.881 0.891 0.625 0.625 0.000 - 0.886 0.926 0.838 0.636 0.906 0.000 - 0.896 0.750 0.864 0.875 0.722 0.000 - 0.914 0.937 6 Lights 52 327 119 76 0 - 574 69 291 15 5 0 - 380 129 54 28 28 0 - 239 69 188 158 26 0 - 441 1634 % Lights 98.1 95.1 97.5 98.7 - - 96.3 93.2 96.0 100.0 100.0 - - 95.7 94.2 94.7 100.0 96.6 - - 95.2 100.0 98.9 98.1 100.0 - - 98.9 96.7 Buses 0 1 1 0 0 - 2 0 3 0 0 0 - 3 1 1 0 0 0 - 2 0 0 0 0 0 - 0 7 % Buses 0.0 0.3 0.8 0.0 - - 0.3 0.0 1.0 0.0 0.0 - - 0.8 0.7 1.8 0.0 0.0 - - 0.8 0.0 0.0 0.0 0.0 - - 0.0 0.4 Trucks 1 16 2 1 0 - 20 5 9 0 0 0 - 14 7 2 0 1 0 - 10 0 2 3 0 0 - 5 49 % Trucks 1.9 4.7 1.6 1.3 - - 3.4 6.8 3.0 0.0 0.0 - - 3.5 5.1 3.5 0.0 3.4 - - 4.0 0.0 1.1 1.9 0.0 - - 1.1 2.9 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - - - - - - - - - - - s Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 4 Morgan Rd [SB] Out In Total 126 441 567 1 0 1 3 5 8 0 0 0 0 0 0 130 446 576 184 188 69 0 0 0 0 0 0 0 3 2 0 0 0 0 0 0 0 0 0 0 0 0 0 187 190 69 0 0 R T L U P 20 20 U R 0 0 0 0 0 0 0 0 0 0 Peak Hour Data Total 1178 1223 303 291 470 452 Out 39 52 53 17 T 6 0 0 0 1 0 0 L 0 0 9 3 0 0 1 Rte 31 [WB] Rte 31 [EB] 11/29/2017 7:00 AM 574 596 327 344 397 380 20 16 74 69 14 In In T 2 0 0 1 0 0 L 0 0 5 0 0 0 3 Ending At 11/29/2017 8:00 AM Lights Total 604 627 195 199 867 832 Out 19 31 R U 4 0 0 1 3 0 0 0 0 0 0 0 0 0 0 4 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 129 54 56 0 0 1 1 0 0 0 7 2 1 0 0 0 0 0 0 0 0 0 0 0 0 137 57 57 0 452 239 691 1 2 3 10 10 20 0 0 0 0 0 0 463 251 714 Out In Total Morgan Rd [NB] Turning Movement Peak Hour Data Plot (7:00 AM) Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 5 Turning Movement Peak Hour Data (2:00 PM) Rte 31 Rte 31 Morgan Rd Morgan Rd Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 2:00 PM 36 84 28 16 0 0 164 15 76 8 2 0 0 101 41 20 5 5 0 2 71 6 27 14 13 0 0 60 396 2:15 PM 35 101 24 30 0 0 190 16 87 5 2 0 0 110 36 17 5 4 0 0 62 7 23 18 6 0 0 54 416 2:30 PM 53 68 40 25 0 0 186 14 88 6 3 0 0 111 51 38 6 5 0 0 100 7 14 15 11 0 0 47 444 2:45 PM 29 108 24 24 0 0 185 13 98 14 1 0 0 126 46 24 7 6 0 0 83 15 16 21 4 0 0 56 450 Total 153 361 116 95 0 0 725 58 349 33 8 0 0 448 174 99 23 20 0 2 316 35 80 68 34 0 0 217 1706 Approach 21.1 49.8 16.0 13.1 0.0 - - 12.9 77.9 7.4 1.8 0.0 - - 55.1 31.3 7.3 6.3 0.0 - - 16.1 36.9 31.3 15.7 0.0 - - - % Total % 9.0 21.2 6.8 5.6 0.0 - 42.5 3.4 20.5 1.9 0.5 0.0 - 26.3 10.2 5.8 1.3 1.2 0.0 - 18.5 2.1 4.7 4.0 2.0 0.0 - 12.7 - 0.72 0.836 0.725 0.792 0.000 PHF - 0.954 0.906 0.890 0.589 0.667 0.000 - 0.889 0.853 0.651 0.821 0.833 0.000 - 0.790 0.583 0.741 0.810 0.654 0.000 - 0.904 0.948 2 Lights 151 349 109 91 0 - 700 54 341 33 8 0 - 436 167 87 21 18 0 - 293 29 77 65 34 0 - 205 1634 % Lights 98.7 96.7 94.0 95.8 - - 96.6 93.1 97.7 100.0 100.0 - - 97.3 96.0 87.9 91.3 90.0 - - 92.7 82.9 96.3 95.6 100.0 - - 94.5 95.8 Buses 0 2 1 1 0 - 4 1 1 0 0 0 - 2 0 1 0 2 0 - 3 2 0 2 0 0 - 4 13 % Buses 0.0 0.6 0.9 1.1 - - 0.6 1.7 0.3 0.0 0.0 - - 0.4 0.0 1.0 0.0 10.0 - - 0.9 5.7 0.0 2.9 0.0 - - 1.8 0.8 Trucks 2 10 6 3 0 - 21 3 7 0 0 0 - 10 7 11 2 0 0 - 20 4 3 1 0 0 - 8 59 % Trucks 1.3 2.8 5.2 3.2 - - 2.9 5.2 2.0 0.0 0.0 - - 2.2 4.0 11.1 8.7 0.0 - - 6.3 11.4 3.8 1.5 0.0 - - 3.7 3.5 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - 0.0 - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 2 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - 100.0 - - - - - - - - - s Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 6 Morgan Rd [SB] Out In Total 279 205 484 1 4 5 13 8 21 0 0 0 0 0 0 293 217 510 99 77 29 0 0 2 0 2 0 0 1 3 4 0 0 0 0 0 0 0 0 0 0 0 0 102 80 35 0 0 R T L U P 41 41 U R 0 0 0 0 0 0 0 0 0 0 Peak Hour Data Total 1307 1350 151 153 349 341 439 417 Out 36 16 T 7 0 0 0 2 0 0 L 0 0 7 1 0 0 6 Rte 31 [WB] Rte 31 [EB] 11/29/2017 2:00 PM 700 725 349 361 448 436 21 10 58 54 10 In In T 4 0 0 2 0 0 L 0 0 3 1 0 0 2 Ending At 11/29/2017 3:00 PM Lights Total 607 625 200 211 887 853 Out 15 26 R U 3 0 0 2 9 0 0 0 0 0 0 0 0 0 0 8 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 167 87 39 0 0 0 1 2 0 0 7 11 2 0 0 0 0 0 0 0 0 0 0 2 0 174 99 43 2 331 293 624 3 3 6 15 20 35 0 0 0 0 0 0 349 316 665 Out In Total Morgan Rd [NB] Turning Movement Peak Hour Data Plot (2:00 PM) Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 7 Turning Movement Peak Hour Data (4:30 PM) Rte 31 Rte 31 Morgan Rd Morgan Rd Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 4:30 PM 66 100 31 21 0 0 218 24 128 12 4 0 0 168 84 67 12 10 0 0 173 12 28 27 3 0 0 70 629 4:45 PM 67 109 39 33 0 0 248 22 128 13 1 0 0 164 58 53 10 12 0 0 133 7 26 14 4 0 0 51 596 5:00 PM 60 104 38 32 0 0 234 22 127 15 6 0 0 170 73 46 13 4 0 0 136 13 22 31 4 0 0 70 610 5:15 PM 71 100 21 40 0 0 232 26 124 19 5 0 0 174 82 45 9 8 0 0 144 7 26 26 7 0 0 66 616 Total 264 413 129 126 0 0 932 94 507 59 16 0 0 676 297 211 44 34 0 0 586 39 102 98 18 0 0 257 2451 Approach 28.3 44.3 13.8 13.5 0.0 - - 13.9 75.0 8.7 2.4 0.0 - - 50.7 36.0 7.5 5.8 0.0 - - 15.2 39.7 38.1 7.0 0.0 - - - % Total % 10.8 16.9 5.3 5.1 0.0 - 38.0 3.8 20.7 2.4 0.7 0.0 - 27.6 12.1 8.6 1.8 1.4 0.0 - 23.9 1.6 4.2 4.0 0.7 0.0 - 10.5 - 0.93 0.947 0.827 0.788 0.000 PHF - 0.940 0.904 0.990 0.776 0.667 0.000 - 0.971 0.884 0.787 0.846 0.708 0.000 - 0.847 0.750 0.911 0.790 0.643 0.000 - 0.918 0.974 0 Lights 262 407 128 126 0 - 923 89 502 59 16 0 - 666 295 207 44 34 0 - 580 38 100 96 17 0 - 251 2420 % Lights 99.2 98.5 99.2 100.0 - - 99.0 94.7 99.0 100.0 100.0 - - 98.5 99.3 98.1 100.0 100.0 - - 99.0 97.4 98.0 98.0 94.4 - - 97.7 98.7 Buses 0 1 0 0 0 - 1 0 0 0 0 0 - 0 0 0 0 0 0 - 0 0 0 1 0 0 - 1 2 % Buses 0.0 0.2 0.0 0.0 - - 0.1 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.0 1.0 0.0 - - 0.4 0.1 Trucks 2 5 1 0 0 - 8 5 5 0 0 0 - 10 2 4 0 0 0 - 6 1 2 1 1 0 - 5 29 % Trucks 0.8 1.2 0.8 0.0 - - 0.9 5.3 1.0 0.0 0.0 - - 1.5 0.7 1.9 0.0 0.0 - - 1.0 2.6 2.0 1.0 5.6 - - 1.9 1.2 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - - - - - - - - - - - s Onondaga County, NY www.TSTData.com Rte 31/Morgan Road 184 Baker Rd Count Name: 4 Route 31- Wednesday, November 29, Morgan Road 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU6ZT Location: 43.186284, - 610-466-1469 Start Date: 11/29/2017 76.217016 Serving Transportation Professionals Since 1995 Page No: 8 Morgan Rd [SB] Out In Total 544 251 795 0 1 1 6 5 11 0 0 0 0 0 0 550 257 807 113 100 38 0 0 1 0 0 0 0 2 2 1 0 0 0 0 0 0 0 0 0 0 0 0 116 102 39 0 0 R T L U P 75 75 U R 0 0 0 0 0 0 0 0 0 0 Peak Hour Data Total 1833 1852 262 264 507 502 530 523 Out 17 T 2 0 0 0 2 0 0 L 0 0 5 0 0 0 6 1 Rte 31 [WB] Rte 31 [EB] 11/29/2017 4:30 PM 923 932 407 413 676 666 94 89 10 In In T 1 8 0 0 1 5 0 0 L 0 0 5 0 0 0 0 Ending At 11/29/2017 5:30 PM Lights 1206 1189 Total 910 920 254 255 Out 16 R U 1 9 0 0 0 1 0 0 0 0 0 0 0 0 0 0 1 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 295 207 78 0 0 0 0 0 0 0 2 4 0 0 0 0 0 0 0 0 0 0 0 0 0 297 211 78 0 443 580 1023 0 0 0 8 6 14 0 0 0 0 0 0 451 586 1037 Out In Total Morgan Rd [NB] Turning Movement Peak Hour Data Plot (4:30 PM) JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_4_NYS_RT_31_at_Henry_Clay_819895_03-16-202 Site Code : Site 4 Start Date : 3/16/2021 Page No : 1 Groups Printed- Lights - Buses - Trucks - Pedestrians Henry Clay Blvd NYS RT 31 Henry Clay Blvd NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total 07:00 AM 3 19 3 0 25 2 53 15 0 70 9 5 12 0 26 24 61 3 0 88 209 07:15 AM 3 22 2 0 27 0 76 22 0 98 17 10 18 0 45 39 56 0 0 95 265 07:30 AM 4 27 3 0 34 0 76 34 0 110 14 4 15 0 33 62 58 4 0 124 301 07:45 AM 8 39 1 0 48 2 65 29 0 96 14 8 33 0 55 37 60 0 0 97 296 Total 18 107 9 0 134 4 270 100 0 374 54 27 78 0 159 162 235 7 0 404 1071 08:00 AM 3 17 4 0 24 0 69 28 0 97 9 9 21 0 39 26 39 1 0 66 226 08:15 AM 4 13 1 0 18 1 37 19 0 57 8 8 14 0 30 29 51 0 0 80 185 08:30 AM 4 17 3 0 24 3 62 21 0 86 17 4 20 0 41 17 56 3 0 76 227 08:45 AM 4 14 2 0 20 5 65 16 0 86 9 7 20 0 36 28 63 3 0 94 236 Total 15 61 10 0 86 9 233 84 0 326 43 28 75 0 146 100 209 7 0 316 874 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 9 5 1 0 15 1 70 14 0 85 17 12 21 0 50 20 69 6 0 95 245 11:45 AM 6 10 0 0 16 4 61 17 0 82 9 8 35 0 52 21 83 4 0 108 258 Total 15 15 1 0 31 5 131 31 0 167 26 20 56 0 102 41 152 10 0 203 503 12:00 PM 5 5 4 0 14 1 65 13 0 79 13 11 24 0 48 22 63 4 0 89 230 12:15 PM 3 6 5 0 14 4 79 8 0 91 7 9 29 0 45 24 83 3 0 110 260 12:30 PM 8 10 5 0 23 3 97 15 0 115 16 10 28 0 54 18 87 7 0 112 304 12:45 PM 3 6 1 0 10 4 86 14 0 104 14 10 28 0 52 15 69 2 0 86 252 Total 19 27 15 0 61 12 327 50 0 389 50 40 109 0 199 79 302 16 0 397 1046 01:00 PM 0 15 2 0 17 0 90 17 0 107 15 9 23 0 47 21 77 2 0 100 271 01:15 PM 5 5 0 0 10 1 85 16 0 102 13 17 19 0 49 16 81 8 0 105 266 01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 5 20 2 0 27 1 175 33 0 209 28 26 42 0 96 37 158 10 0 205 537 02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 PM 4 0 2 0 6 1 83 12 0 96 31 29 42 0 102 19 91 5 0 115 319 04:15 PM 4 5 6 0 15 2 114 20 0 136 32 28 60 0 120 20 108 4 0 132 403 04:30 PM 7 2 3 0 12 5 97 13 0 115 29 36 42 0 107 35 125 8 0 168 402 04:45 PM 1 10 2 0 13 6 93 25 0 124 34 37 59 0 130 38 85 7 0 130 397 Total 16 17 13 0 46 14 387 70 0 471 126 130 203 0 459 112 409 24 0 545 1521 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_4_NYS_RT_31_at_Henry_Clay_819895_03-16-202 Site Code : Site 4 Start Date : 3/16/2021 Page No : 2 Groups Printed- Lights - Buses - Trucks - Pedestrians Henry Clay Blvd NYS RT 31 Henry Clay Blvd NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total 05:00 PM 6 7 1 0 14 3 117 20 0 140 35 44 30 0 109 33 91 5 0 129 392 05:15 PM 2 6 0 0 8 6 89 15 0 110 34 32 59 0 125 23 86 5 0 114 357 05:30 PM 2 0 2 0 4 5 103 18 0 126 25 25 40 0 90 20 99 3 0 122 342 05:45 PM 0 6 2 0 8 4 81 14 0 99 25 13 42 0 80 31 86 3 0 120 307 Total 10 19 5 0 34 18 390 67 0 475 119 114 171 0 404 107 362 16 0 485 1398 191 182 Grand Total 98 266 55 0 419 63 3 435 0 2411 446 385 734 0 1565 638 7 90 0 2555 6950 Apprch % 23.4 63.5 13.1 0 2.6 79.3 18 0 28.5 24.6 46.9 0 25 71.5 3.5 0 Total % 1.4 3.8 0.8 0 6 0.9 27.5 6.3 0 34.7 6.4 5.5 10.6 0 22.5 9.2 26.3 1.3 0 36.8 186 177 Lights 94 261 54 0 409 62 4 421 0 2347 430 380 717 0 1527 617 4 86 0 2477 6760 % Lights 95.9 98.1 98.2 0 97.6 98.4 97.4 96.8 0 97.3 96.4 98.7 97.7 0 97.6 96.7 97.1 95.6 0 96.9 97.3 Buses 1 1 0 0 2 0 12 1 0 13 0 0 1 0 1 3 10 0 0 13 29 % Buses 1 0.4 0 0 0.5 0 0.6 0.2 0 0.5 0 0 0.1 0 0.1 0.5 0.5 0 0 0.5 0.4 Trucks 3 4 1 0 8 1 37 13 0 51 16 5 16 0 37 18 43 4 0 65 161 % Trucks 3.1 1.5 1.8 0 1.9 1.6 1.9 3 0 2.1 3.6 1.3 2.2 0 2.4 2.8 2.4 4.4 0 2.5 2.3 Pedestrians 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Pedestria ns 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Henry Clay Blvd Out In Total 528 409 937 0 2 2 10 8 18 0 0 0 538 419 957 94 261 54 0 1 1 0 0 3 4 1 0 0 0 0 0 98 266 55 0 Right Thru Left U-Turn 5152 27 121 0 5300 86 0 4 0 90 Right Thru Total Left 2328 2258 Out 63 1913 62 1864 0 1 0 60 10 0 North 617 1774 10 43 0 638 1827 U-Turn Right Thru NYS RT 31 NYS RT 31 3/16/2021 07:00 AM 2477 13 65 0 2555 37 12 3/16/2021 05:45 PM In 0 2411 2347 In 51 13 3 18 0 Left U-Turn 0 Lights 435 421 13 Buses 0 1 2675 14 56 0 2745 Trucks Out Total 4739 4605 0 0 0 0 0 111 Pedestrians 23 0 0 0 0 0 0 Left Thru Right U-Turn 717 380 430 0 1 0 0 0 16 5 16 0 0 0 0 0 734 385 446 0 1299 1527 2826 5 1 6 35 37 72 0 0 0 1339 1565 2904 Out In Total Henry Clay Blvd JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_4_NYS_RT_31_at_Henry_Clay_819895_03-16-202 Site Code : Site 4 Start Date : 3/16/2021 Page No : 3 Henry Clay Blvd NYS RT 31 Henry Clay Blvd NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 07:00 AM to 09:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 3 22 2 0 27 0 76 22 0 98 17 10 18 0 45 39 56 0 0 95 265 07:30 AM 4 27 3 0 34 0 76 34 0 110 14 4 15 0 33 62 58 4 0 124 301 07:45 AM 8 39 1 0 48 2 65 29 0 96 14 8 33 0 55 37 60 0 0 97 296 08:00 AM 3 17 4 0 24 0 69 28 0 97 9 9 21 0 39 26 39 1 0 66 226 Total Volume 18 105 10 0 133 2 286 113 0 401 54 31 87 0 172 164 213 5 0 382 1088 % App. Total 13.5 78.9 7.5 0 0.5 71.3 28.2 0 31.4 18 50.6 0 42.9 55.8 1.3 0 PHF .563 .673 .625 .000 .693 .250 .941 .831 .000 .911 .794 .775 .659 .000 .782 .661 .888 .313 .000 .770 .904 Henry Clay Blvd Out In Total 38 133 171 18 105 10 0 Right Thru Left U-Turn Peak Hour Data 773 5 Right Thru Total Left Out 277 2 North 213 U-Turn Right Thru NYS RT 31 NYS RT 31 286 382 In In 401 Peak Hour Begins at 07:15 AM 164 Left U-Turn 113 Lights 391 Buses Out Total 0 678 Trucks Pedestrians 0 Left Thru Right U-Turn 87 31 54 0 382 172 554 Out In Total Henry Clay Blvd JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_4_NYS_RT_31_at_Henry_Clay_819895_03-16-202 Site Code : Site 4 Start Date : 3/16/2021 Page No : 4 Henry Clay Blvd NYS RT 31 Henry Clay Blvd NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 10:00 AM to 01:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 12:30 PM 12:30 PM 8 10 5 0 23 3 97 15 0 115 16 10 28 0 54 18 87 7 0 112 304 12:45 PM 3 6 1 0 10 4 86 14 0 104 14 10 28 0 52 15 69 2 0 86 252 01:00 PM 0 15 2 0 17 0 90 17 0 107 15 9 23 0 47 21 77 2 0 100 271 01:15 PM 5 5 0 0 10 1 85 16 0 102 13 17 19 0 49 16 81 8 0 105 266 Total Volume 16 36 8 0 60 8 358 62 0 428 58 46 98 0 202 70 314 19 0 403 1093 % App. Total 26.7 60 13.3 0 1.9 83.6 14.5 0 28.7 22.8 48.5 0 17.4 77.9 4.7 0 PHF .500 .600 .400 .000 .652 .500 .923 .912 .000 .930 .906 .676 .875 .000 .935 .833 .902 .594 .000 .900 .899 Henry Clay Blvd Out In Total 73 60 133 16 36 8 0 Right Thru Left U-Turn Peak Hour Data 875 19 Right Thru Total Left Out 380 8 North 314 U-Turn Right Thru NYS RT 31 NYS RT 31 358 403 In In 428 Peak Hour Begins at 12:30 PM 70 Left U-Turn 62 Lights 472 Buses Out Total 0 808 Trucks Pedestrians 0 Left Thru Right U-Turn 98 46 58 0 168 202 370 Out In Total Henry Clay Blvd JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_4_NYS_RT_31_at_Henry_Clay_819895_03-16-202 Site Code : Site 4 Start Date : 3/16/2021 Page No : 5 Henry Clay Blvd NYS RT 31 Henry Clay Blvd NYS RT 31 From North From East From South From West Righ U- App. Righ U- App. Righ U- App. Righ U- App. Int. Start Time t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total t Thru Left Turn Total Total Peak Hour Analysis From 02:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:15 PM 04:15 PM 4 5 6 0 15 2 114 20 0 136 32 28 60 0 120 20 108 4 0 132 403 04:30 PM 7 2 3 0 12 5 97 13 0 115 29 36 42 0 107 35 125 8 0 168 402 04:45 PM 1 10 2 0 13 6 93 25 0 124 34 37 59 0 130 38 85 7 0 130 397 05:00 PM 6 7 1 0 14 3 117 20 0 140 35 44 30 0 109 33 91 5 0 129 392 Total Volume 18 24 12 0 54 16 421 78 0 515 130 145 191 0 466 126 409 24 0 559 1594 % App. Total 33.3 44.4 22.2 0 3.1 81.7 15.1 0 27.9 31.1 41 0 22.5 73.2 4.3 0 PHF .643 .600 .500 .000 .900 .667 .900 .780 .000 .920 .929 .824 .796 .000 .896 .829 .818 .750 .000 .832 .989 Henry Clay Blvd Out In Total 185 54 239 18 24 12 0 Right Thru Left U-Turn Peak Hour Data 1189 24 Right Thru Total Left Out 16 551 North 409 U-Turn Right Thru NYS RT 31 NYS RT 31 421 559 In In 515 Peak Hour Begins at 04:15 PM 126 Left U-Turn 78 Lights 630 Buses Out Total 1066 0 Trucks Pedestrians 0 Left Thru Right U-Turn 191 145 130 0 228 466 694 Out In Total Henry Clay Blvd e3la, :Inc., 441 South Salina Street Syracuse, NY 13202 Default Comments File Name : Caughdenoy AM Change These in The Preferences Window Site Code : 00000013 Select File/Preference in the Main Scree Start Date : 3/16/2010 Then Click the Comments Tab Page No : 1 Grou_es Printed- Unshifted - Bank 1 Caughdenoy Road SR 31 Caughdenoy Road SR 31 Southbound Westbound Northbound Eastbound Start Time Right I Thru I Left I Peds I App. Total Right I Thru I Left I Peds I App. Total Right I Thru I Left I Peds I App. Total Right I Thru I Left I Peds I App. Total Int. Total I 07:00AM 1 0 2 0 3 1 78 2 0 81 7 2 4 0 13 2 61 7 0 70 167 07:15 AM 5 2 10 0 17 2 57 0 0 59 7 2 5 0 14 6 72 2 0 80 170 07:30AM 4 0 13 0 17 4 77 4 0 85 12 2 11 0 25 5 64 2 0 71 198 07:45 AM 4 0 16 0 20 8 84 2 0 94 12 5 9 0 26 3 96 7 0 106 246 Total 14 2 41 0 57 15 296 8 0 319 38 11 29 0 78 16 293 18 0 327 781 08:00 AM 5 2 10 0 17 1 77 4 0 82 6 1 6 0 13 5 82 4 0 91 203 08:15 AM 4 3 5 0 12 1 60 1 0 62 4 3 4 0 11 2 58 6 0 66 151 08:30AM 7 4 5 0 16 0 80 0 0 80 4 3 6 0 13 1 68 3 0 72 181 08:45 AM 5 0 8 0 13 3 56 1 0 60 2 2 7 0 11 6 72 4 0 82 166 Total 21 9 28 0 58 5 273 6 0 284 16 9 23 0 48 14 280 17 0 311 701 Grand Total 35 11 69 0 115 20 569 14 0 603 54 20 52 0 126 30 573 35 0 638 1482 Apprch % 30.4 9.6 60 0 3.3 94.4 2.3 0 42.9 15.9 41.3 0 4.7 89.8 5.5 0 Total% 2.4 0.7 4.7 0 7.8 1.3 38.4 0.9 0 40.7 3.6 1.3 3.5 0 8.5 2 38.7 2.4 0 43 Unshifted 35 11 69 0 115 20 569 14 0 603 54 20 52 0 126 30 573 35 0 638 1482 % Unshifted 100 100 100 0 100 100 100 100 0 100 100 100 100 0 100 100 100 100 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Caughdenoy Road SR 31 Caughdenoy Road SR 31 Southbound Westbound Northbound Eastbound 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 Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:15 AM 07:15 AM 5 2 2 57 0 0 59 7 2 5 0 14 6 72 2 0 80 170 07:30AM 4 0 4 77 4 0 85 12 2 11 0 25 5 64 2 0 71 198 07:45 AM 4 0 8 84 2 0 94 12 5 9 0 26 3 96 7 0 106 246 08:00AM 5 2 1 77 4 0 82 6 1 6 0 13 5 82 4 0 91 203 Total Volume 18 4 49 0 71 15 295 10 0 320 37 10 31 0 78 19 314 15 0 348 817 % Ao □. Total 25.4 5.6 69 0 4.7 92.2 3.1 0 47.4 12.8 39.7 0 5.5 90.2 4.3 0 PHF .900 .500 .766 .000 .888 .469 .878 .625 .000 .851 .771 .500 .705 .000 .750 .792 .818 .536 .000 .821 .830 e3la, Jnc., 441 South Salina Street Syracuse, NY 13202 Default Comments File Name : Caughdenoy PM Change These in The Preferences Window Site Code : 00000013 Select File/Preference in the Main Scree Start Date : 3/16/2010 Then Click the Comments Tab Page No : 1 Group_s Printed- Unshifted - Bank 1 Caughdenoy Road SR 31 Caughdenoy Road SR 31 Southbound Westbound Northbound Eastbound Start Time Rightl Thru f Left f Peds f App. Total Right I Thru I Left I Peds I App. Total Right I Thru I Left I Peds I App. Total Right l Thru f Left I Peds I App. Total Int. Total I 04:00 PM 6 3 2 0 11 2 91 3 0 96 2 13 7 0 22 9 80 3 0 92 221 04:15 PM 5 2 8 0 15 7 107 4 0 118 3 14 4 0 21 8 103 5 0 116 270 04:30 PM 6 3 9 0 18 10 110 4 0 124 7 7 3 0 17 4 108 4 0 116 275 04:45 PM 3 5 3 0 11 8 86 3 0 97 7 8 7 0 22 12 98 8 0 118 248 Total 20 13 22 0 55 27 394 14 0 435 19 42 21 0 82 33 389 20 0 442 1014 05:00 PM 2 4 4 0 10 3 118 4 0 125 2 10 8 0 20 8 112 8 0 128 283 05:15 PM 1 3 1 0 5 3 119 3 0 125 7 16 11 0 34 6 104 9 0 119 283 05:30 PM 1 6 5 0 12 5 94 5 0 104 4 10 8 0 22 3 91 10 0 104 242 05:45 PM 3 5 1 0 9 8 117 2 0 127 6 7 8 0 21 4 83 5 0 92 249 Total 7 18 11 0 36 19 448 14 0 481 19 43 35 0 97 21 390 32 0 443 1057 Grand Total 27 31 33 0 91 46 842 28 0 916 38 85 56 0 179 54 779 52 0 885 2071 Apprch % 29.7 34.1 36.3 0 5 91.9 3.1 0 21.2 47.5 31.3 0 6.1 88 5.9 0 Total% 1.3 1.5 1.6 0 4.4 2.2 40.7 1.4 0 44.2 1.8 4.1 2.7 0 8.6 2.6 37.6 2.5 0 42.7 Unshifted 27 31 33 0 91 46 842 28 0 916 38 85 56 0 179 54 779 52 0 885 2071 % Unshifted 100 100 100 0 100 100 100 100 0 100 100 100 100 0 100 100 100 100 0 100 100 Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 % Bank 1 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Caughdenoy Road SR 31 Caughdenoy Road SR 31 Southbound Westbound Northbound Eastbound 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 Peak Hour Analysis From 04:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:30 PM 04:30 PM 6 3 9 0 18 10 110 4 0 124 7 7 3 0 17 4 108 4 0 116 275 04:45 PM 3 5 3 0 11 8 86 3 0 97 7 8 7 0 22 12 98 8 0 118 248 05:00 PM 2 4 4 0 10 3 118 4 0 125 2 10 8 0 20 8 112 8 0 128 283 05:15 PM 1 3 1 0 5 3 119 3 0 125 7 16 11 0 34 6 104 9 0 119 283 Total Volume 12 15 17 0 44 24 433 14 0 471 23 41 29 0 93 30 422 29 0 481 1089 % App. Total 27.3 34.1 38.6 0 5.1 91.9 3 0 24.7 44.1 31.2 0 6.2 87.7 6 0 PHF .500 .750 .472 .000 .611 .600 .910 .875 .000 .942 .821 .641 .659 .000 .684 .625 .942 .806 .000 .939 .962 Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 1 Turning Movement Data Rte 31 Rte 31 Rte 11 Rte 11 Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 7:00 AM 4 49 6 0 0 0 59 13 26 6 2 0 0 47 0 3 3 6 0 0 12 6 5 0 0 0 0 11 129 7:15 AM 2 57 2 0 0 0 61 18 39 9 0 0 0 66 1 4 5 11 0 0 21 9 13 0 0 0 0 22 170 7:30 AM 9 107 10 2 0 0 128 22 57 9 3 0 0 91 2 7 9 15 0 0 33 14 12 1 0 0 0 27 279 7:45 AM 9 136 5 0 0 0 150 40 48 25 7 0 0 120 4 9 17 7 0 0 37 23 15 3 8 0 0 49 356 Hourly Total 24 349 23 2 0 0 398 93 170 49 12 0 0 324 7 23 34 39 0 0 103 52 45 4 8 0 0 109 934 8:00 AM 9 142 8 1 0 0 160 35 52 16 6 0 0 109 7 5 41 4 0 0 57 21 14 1 6 0 0 42 368 8:15 AM 6 164 6 0 0 0 176 44 72 18 8 0 0 142 2 12 26 22 0 0 62 14 26 2 2 0 0 44 424 8:30 AM 10 158 9 2 0 0 179 46 70 15 10 0 0 141 8 19 27 18 0 0 72 24 23 5 3 0 0 55 447 8:45 AM 15 147 11 4 0 0 177 90 67 22 7 0 0 186 9 25 18 19 0 0 71 33 36 5 1 0 0 75 509 Hourly Total 40 611 34 7 0 0 692 215 261 71 31 0 0 578 26 61 112 63 0 0 262 92 99 13 12 0 0 216 1748 9:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1:00 PM 12 72 21 2 0 0 107 80 63 19 2 0 0 164 27 55 73 34 0 0 189 35 54 4 2 0 0 95 555 1:15 PM 7 63 30 4 0 0 104 83 63 22 8 0 0 176 25 40 56 30 0 0 151 37 38 8 7 0 0 90 521 1:30 PM 18 57 24 1 0 0 100 81 77 18 8 0 0 184 31 49 63 41 0 0 184 42 41 3 3 0 0 89 557 1:45 PM 14 60 27 2 0 0 103 91 67 25 2 0 0 185 27 47 67 36 0 0 177 38 47 7 4 0 0 96 561 Hourly Total 51 252 102 9 0 0 414 335 270 84 20 0 0 709 110 191 259 141 0 0 701 152 180 22 16 0 0 370 2194 2:00 PM 8 55 15 9 0 0 87 73 68 28 7 0 0 176 26 45 61 42 0 0 174 27 48 16 3 0 0 94 531 2:15 PM 11 55 23 4 0 0 93 79 62 19 13 0 0 173 29 49 81 35 0 0 194 33 50 4 2 0 0 89 549 2:30 PM 16 73 18 1 0 0 108 87 60 26 7 0 0 180 21 51 57 34 0 0 163 31 42 6 9 0 0 88 539 2:45 PM 10 86 12 5 0 0 113 84 57 23 8 0 0 172 23 67 57 37 0 0 184 23 35 7 7 0 0 72 541 Hourly Total 45 269 68 19 0 0 401 323 247 96 35 0 0 701 99 212 256 148 0 0 715 114 175 33 21 0 0 343 2160 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 4:00 PM 16 82 23 0 0 0 121 82 97 33 3 0 0 215 21 55 86 30 0 0 192 49 45 8 7 0 0 109 637 4:15 PM 9 70 16 1 0 0 96 84 91 16 10 0 0 201 24 65 74 30 0 0 193 37 33 7 8 0 0 85 575 4:30 PM 10 79 29 1 0 0 119 79 93 24 10 0 0 206 23 59 57 43 0 0 182 42 40 9 9 0 0 100 607 4:45 PM 8 87 21 0 0 0 116 82 96 35 3 0 0 216 23 63 79 49 0 0 214 25 42 11 5 0 0 83 629 Hourly Total 43 318 89 2 0 0 452 327 377 108 26 0 0 838 91 242 296 152 0 0 781 153 160 35 29 0 0 377 2448 5:00 PM 13 87 16 2 0 0 118 74 108 32 5 0 0 219 14 68 55 50 0 0 187 40 34 10 11 0 0 95 619 5:15 PM 8 84 15 4 0 0 111 97 109 34 5 0 0 245 21 58 61 43 0 0 183 43 36 12 10 0 0 101 640 5:30 PM 8 83 19 2 0 0 112 67 105 22 9 0 0 203 30 73 61 51 0 0 215 40 57 12 7 0 0 116 646 5:45 PM 16 103 18 0 0 0 137 89 98 33 6 0 0 226 37 59 70 45 0 0 211 29 36 4 13 0 0 82 656 Hourly Total 45 357 68 8 0 0 478 327 420 121 25 0 0 893 102 258 247 189 0 0 796 152 163 38 41 0 0 394 2561 6:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 0 0 0 1 0 0 0 0 0 0 0 1 Grand 248 2156 384 47 0 0 2835 1620 1745 529 149 0 0 4043 436 987 1204 732 0 0 3359 715 822 145 127 0 0 1809 12046 Total Approach 8.7 76.0 13.5 1.7 0.0 - - 40.1 43.2 13.1 3.7 0.0 - - 13.0 29.4 35.8 21.8 0.0 - - 39.5 45.4 8.0 7.0 0.0 - - - % Total % 2.1 17.9 3.2 0.4 0.0 - 23.5 13.4 14.5 4.4 1.2 0.0 - 33.6 3.6 8.2 10.0 6.1 0.0 - 27.9 5.9 6.8 1.2 1.1 0.0 - 15.0 - Lights 231 2063 378 46 0 - 2718 1590 1648 488 138 0 - 3864 424 972 1190 721 0 - 3307 674 801 140 118 0 - 1733 11622 % Lights 93.1 95.7 98.4 97.9 - - 95.9 98.1 94.4 92.2 92.6 - - 95.6 97.2 98.5 98.8 98.5 - - 98.5 94.3 97.4 96.6 92.9 - - 95.8 96.5 Buses 1 41 2 0 0 - 44 9 34 4 0 0 - 47 2 5 7 2 0 - 16 2 5 0 0 0 - 7 114 % Buses 0.4 1.9 0.5 0.0 - - 1.6 0.6 1.9 0.8 0.0 - - 1.2 0.5 0.5 0.6 0.3 - - 0.5 0.3 0.6 0.0 0.0 - - 0.4 0.9 Trucks 16 52 4 1 0 - 73 21 63 37 11 0 - 132 10 10 7 9 0 - 36 39 16 5 9 0 - 69 310 % Trucks 6.5 2.4 1.0 2.1 - - 2.6 1.3 3.6 7.0 7.4 - - 3.3 2.3 1.0 0.6 1.2 - - 1.1 5.5 1.9 3.4 7.1 - - 3.8 2.6 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - - - - - - - - - - - s Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 2 Rte 11 [SB] Out In Total 1829 1733 3562 10 7 17 74 69 143 0 0 0 0 0 0 1913 1809 3722 258 801 674 0 0 0 5 2 0 0 14 16 39 0 0 0 0 0 0 0 0 0 0 0 0 272 822 715 0 0 R T L U P 678 626 48 U R 0 0 0 0 0 0 0 0 4 Total 5048 5288 1745 1648 4807 4648 160 231 248 107 Out 80 16 63 34 52 T 0 0 1 0 0 L 0 0 0 0 Rte 31 [WB] Rte 31 [EB] 2718 2835 2063 2156 1620 1590 4043 3864 11/29/2017 7:00 AM 132 44 73 41 52 21 47 In In T 0 0 0 0 L 0 0 9 0 0 Ending At 11/29/2017 6:15 PM Lights 2330 2453 8850 8512 Total 424 431 239 Out 36 87 99 R U 0 0 2 5 0 0 0 0 0 0 0 0 0 0 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 424 972 1911 0 0 2 5 9 0 0 10 10 16 0 0 0 0 0 0 0 0 0 0 0 0 436 987 1936 0 2815 3307 6122 16 16 32 42 36 78 0 0 0 0 0 0 2873 3359 6232 Out In Total Rte 11 [NB] Turning Movement Data Plot Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 3 Turning Movement Peak Hour Data (8:00 AM) Rte 31 Rte 31 Rte 11 Rte 11 Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 8:00 AM 9 142 8 1 0 0 160 35 52 16 6 0 0 109 7 5 41 4 0 0 57 21 14 1 6 0 0 42 368 8:15 AM 6 164 6 0 0 0 176 44 72 18 8 0 0 142 2 12 26 22 0 0 62 14 26 2 2 0 0 44 424 8:30 AM 10 158 9 2 0 0 179 46 70 15 10 0 0 141 8 19 27 18 0 0 72 24 23 5 3 0 0 55 447 8:45 AM 15 147 11 4 0 0 177 90 67 22 7 0 0 186 9 25 18 19 0 0 71 33 36 5 1 0 0 75 509 Total 40 611 34 7 0 0 692 215 261 71 31 0 0 578 26 61 112 63 0 0 262 92 99 13 12 0 0 216 1748 Approach 5.8 88.3 4.9 1.0 0.0 - - 37.2 45.2 12.3 5.4 0.0 - - 9.9 23.3 42.7 24.0 0.0 - - 42.6 45.8 6.0 5.6 0.0 - - - % Total % 2.3 35.0 1.9 0.4 0.0 - 39.6 12.3 14.9 4.1 1.8 0.0 - 33.1 1.5 3.5 6.4 3.6 0.0 - 15.0 5.3 5.7 0.7 0.7 0.0 - 12.4 - 0.66 0.931 0.773 0.438 0.000 PHF - 0.966 0.597 0.906 0.807 0.775 0.000 - 0.777 0.722 0.610 0.683 0.716 0.000 - 0.910 0.697 0.688 0.650 0.500 0.000 - 0.720 0.859 7 Lights 36 593 33 7 0 - 669 209 241 66 28 0 - 544 23 59 109 58 0 - 249 89 96 11 11 0 - 207 1669 % Lights 90.0 97.1 97.1 100.0 - - 96.7 97.2 92.3 93.0 90.3 - - 94.1 88.5 96.7 97.3 92.1 - - 95.0 96.7 97.0 84.6 91.7 - - 95.8 95.5 Buses 0 9 0 0 0 - 9 2 9 1 0 0 - 12 0 0 1 1 0 - 2 0 2 0 0 0 - 2 25 % Buses 0.0 1.5 0.0 0.0 - - 1.3 0.9 3.4 1.4 0.0 - - 2.1 0.0 0.0 0.9 1.6 - - 0.8 0.0 2.0 0.0 0.0 - - 0.9 1.4 Trucks 4 9 1 0 0 - 14 4 11 4 3 0 - 22 3 2 2 4 0 - 11 3 1 2 1 0 - 7 54 % Trucks 10.0 1.5 2.9 0.0 - - 2.0 1.9 4.2 5.6 9.7 - - 3.8 11.5 3.3 1.8 6.3 - - 4.2 3.3 1.0 15.4 8.3 - - 3.2 3.1 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - - - - - - - - - - - s Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 4 Rte 11 [SB] Out In Total 189 207 396 1 2 3 13 7 20 0 0 0 0 0 0 203 216 419 22 96 89 0 0 0 2 0 0 0 3 1 3 0 0 0 0 0 0 0 0 0 0 0 0 25 99 92 0 0 R T L U P 102 94 U R 0 0 0 0 0 0 0 0 7 1 Peak Hour Data Total 1004 955 261 241 878 849 Out 18 31 36 40 11 18 11 T 0 0 0 4 0 0 L 0 0 9 0 0 Rte 31 [WB] Rte 31 [EB] 11/29/2017 8:00 AM 669 692 593 611 215 209 578 544 14 22 12 In In T 9 0 0 9 9 0 0 L 0 0 4 2 0 0 Ending At 11/29/2017 9:00 AM Lights 1456 1393 Total 286 312 Out 17 40 41 40 23 R U 9 0 0 0 1 0 0 0 0 0 0 0 0 0 0 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 23 59 167 0 0 0 0 2 0 0 3 2 6 0 0 0 0 0 0 0 0 0 0 0 0 26 61 175 0 345 249 594 4 2 6 6 11 17 0 0 0 0 0 0 355 262 617 Out In Total Rte 11 [NB] Turning Movement Peak Hour Data Plot (8:00 AM) Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 5 Turning Movement Peak Hour Data (1:30 PM) Rte 31 Rte 31 Rte 11 Rte 11 Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 1:30 PM 18 57 24 1 0 0 100 81 77 18 8 0 0 184 31 49 63 41 0 0 184 42 41 3 3 0 0 89 557 1:45 PM 14 60 27 2 0 0 103 91 67 25 2 0 0 185 27 47 67 36 0 0 177 38 47 7 4 0 0 96 561 2:00 PM 8 55 15 9 0 0 87 73 68 28 7 0 0 176 26 45 61 42 0 0 174 27 48 16 3 0 0 94 531 2:15 PM 11 55 23 4 0 0 93 79 62 19 13 0 0 173 29 49 81 35 0 0 194 33 50 4 2 0 0 89 549 Total 51 227 89 16 0 0 383 324 274 90 30 0 0 718 113 190 272 154 0 0 729 140 186 30 12 0 0 368 2198 Approach 13.3 59.3 23.2 4.2 0.0 - - 45.1 38.2 12.5 4.2 0.0 - - 15.5 26.1 37.3 21.1 0.0 - - 38.0 50.5 8.2 3.3 0.0 - - - % Total % 2.3 10.3 4.0 0.7 0.0 - 17.4 14.7 12.5 4.1 1.4 0.0 - 32.7 5.1 8.6 12.4 7.0 0.0 - 33.2 6.4 8.5 1.4 0.5 0.0 - 16.7 - 0.70 0.946 0.824 0.444 0.000 PHF - 0.930 0.890 0.890 0.804 0.577 0.000 - 0.970 0.911 0.969 0.840 0.917 0.000 - 0.939 0.833 0.930 0.469 0.750 0.000 - 0.958 0.980 8 Lights 49 211 88 15 0 - 363 322 263 84 29 0 - 698 111 187 270 153 0 - 721 126 177 29 12 0 - 344 2126 % Lights 96.1 93.0 98.9 93.8 - - 94.8 99.4 96.0 93.3 96.7 - - 97.2 98.2 98.4 99.3 99.4 - - 98.9 90.0 95.2 96.7 100.0 - - 93.5 96.7 Buses 0 2 0 0 0 - 2 0 0 0 0 0 - 0 0 1 2 0 0 - 3 0 1 0 0 0 - 1 6 % Buses 0.0 0.9 0.0 0.0 - - 0.5 0.0 0.0 0.0 0.0 - - 0.0 0.0 0.5 0.7 0.0 - - 0.4 0.0 0.5 0.0 0.0 - - 0.3 0.3 Trucks 2 14 1 1 0 - 18 2 11 6 1 0 - 20 2 2 0 1 0 - 5 14 8 1 0 0 - 23 66 % Trucks 3.9 6.2 1.1 6.3 - - 4.7 0.6 4.0 6.7 3.3 - - 2.8 1.8 1.1 0.0 0.6 - - 0.7 10.0 4.3 3.3 0.0 - - 6.3 3.0 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - - - - - - - - - - - s Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 6 Rte 11 [SB] Out In Total 349 344 693 1 1 2 11 23 34 0 0 0 0 0 0 361 368 729 41 177 126 0 0 0 1 0 0 0 1 8 14 0 0 0 0 0 0 0 0 0 0 0 0 42 186 140 0 0 R T L U P 120 113 U R 0 0 0 0 0 0 0 0 7 0 Peak Hour Data Total 778 812 274 263 793 760 Out 32 49 51 11 29 T 2 0 0 0 2 0 0 L 0 0 0 0 0 4 Rte 31 [WB] Rte 31 [EB] 11/29/2017 1:30 PM 363 383 211 227 324 322 718 698 18 14 20 In In T 2 0 0 2 0 0 L 0 0 2 0 0 0 0 Ending At 11/29/2017 2:30 PM Lights 1511 1458 Total 415 429 103 105 Out 14 49 R U 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 4 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 111 187 423 0 0 0 1 2 0 0 2 2 1 0 0 0 0 0 0 0 0 0 0 0 0 113 190 426 0 602 721 1323 1 3 4 12 5 17 0 0 0 0 0 0 615 729 1344 Out In Total Rte 11 [NB] Turning Movement Peak Hour Data Plot (1:30 PM) Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 7 Turning Movement Peak Hour Data (5:00 PM) Rte 31 Rte 31 Rte 11 Rte 11 Eastbound Westbound Northbound Southbound Start Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Righ U- Ped App. Int. Time Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Left Thru Righ t on Tota Tota t Red Turn s t Red Turn s t Red Turn s t Red Turn s l l l l l 5:00 PM 13 87 16 2 0 0 118 74 108 32 5 0 0 219 14 68 55 50 0 0 187 40 34 10 11 0 0 95 619 5:15 PM 8 84 15 4 0 0 111 97 109 34 5 0 0 245 21 58 61 43 0 0 183 43 36 12 10 0 0 101 640 5:30 PM 8 83 19 2 0 0 112 67 105 22 9 0 0 203 30 73 61 51 0 0 215 40 57 12 7 0 0 116 646 5:45 PM 16 103 18 0 0 0 137 89 98 33 6 0 0 226 37 59 70 45 0 0 211 29 36 4 13 0 0 82 656 Total 45 357 68 8 0 0 478 327 420 121 25 0 0 893 102 258 247 189 0 0 796 152 163 38 41 0 0 394 2561 Approach 9.4 74.7 14.2 1.7 0.0 - - 36.6 47.0 13.5 2.8 0.0 - - 12.8 32.4 31.0 23.7 0.0 - - 38.6 41.4 9.6 10.4 0.0 - - - % Total % 1.8 13.9 2.7 0.3 0.0 - 18.7 12.8 16.4 4.7 1.0 0.0 - 34.9 4.0 10.1 9.6 7.4 0.0 - 31.1 5.9 6.4 1.5 1.6 0.0 - 15.4 - 0.70 0.867 0.895 0.500 0.000 PHF - 0.872 0.843 0.963 0.890 0.694 0.000 - 0.911 0.689 0.884 0.882 0.926 0.000 - 0.926 0.884 0.715 0.792 0.788 0.000 - 0.849 0.976 3 Lights 44 343 68 8 0 - 463 326 405 113 25 0 - 869 101 256 244 187 0 - 788 145 160 37 41 0 - 383 2503 % Lights 97.8 96.1 100.0 100.0 - - 96.9 99.7 96.4 93.4 100.0 - - 97.3 99.0 99.2 98.8 98.9 - - 99.0 95.4 98.2 97.4 100.0 - - 97.2 97.7 Buses 0 8 0 0 0 - 8 1 6 0 0 0 - 7 1 1 2 1 0 - 5 1 0 0 0 0 - 1 21 % Buses 0.0 2.2 0.0 0.0 - - 1.7 0.3 1.4 0.0 0.0 - - 0.8 1.0 0.4 0.8 0.5 - - 0.6 0.7 0.0 0.0 0.0 - - 0.3 0.8 Trucks 1 6 0 0 0 - 7 0 9 8 0 0 - 17 0 1 1 1 0 - 3 6 3 1 0 0 - 10 37 % Trucks 2.2 1.7 0.0 0.0 - - 1.5 0.0 2.1 6.6 0.0 - - 1.9 0.0 0.4 0.4 0.5 - - 0.4 3.9 1.8 2.6 0.0 - - 2.5 1.4 Bicycles on - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrian - - - - - 0 - - - - - - 0 - - - - - - 0 - - - - - - 0 - - s % Pedestrian - - - - - - - - - - - - - - - - - - - - - - - - - - - - - s Onondaga County, NY www.TSTData.com NY 31/Rte 11 184 Baker Rd Count Name: 3 Route 31-US Wednesday, November 29, Route 11 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU51V Location: 43.175471, - 610-466-1469 Start Date: 11/29/2017 76.119281 Serving Transportation Professionals Since 1995 Page No: 8 Rte 11 [SB] Out In Total 438 383 821 1 1 2 10 10 20 0 0 0 0 0 0 449 394 843 78 160 145 0 0 0 0 1 0 0 1 3 6 0 0 0 0 0 0 0 0 0 0 0 0 79 163 152 0 0 R T L U P 146 138 U R 0 0 0 0 0 0 0 0 8 0 Peak Hour Data Total 1047 1079 420 405 945 919 Out 15 17 44 45 14 12 T 0 0 0 1 0 0 L 0 0 9 6 0 0 Rte 31 [WB] Rte 31 [EB] 11/29/2017 5:00 PM 463 478 343 357 327 326 893 869 17 In In T 8 7 0 0 8 6 0 0 L 0 0 0 1 0 0 7 Ending At 11/29/2017 6:00 PM Lights 1838 1788 Total 584 601 Out 10 76 76 31 19 R U 7 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Buses Trucks Bicycles on Crosswalk Pedestrians P P 0 0 0 0 0 0 0 0 0 0 0 0 U L T R P 0 101 256 431 0 0 1 1 3 0 0 0 1 2 0 0 0 0 0 0 0 0 0 0 0 0 102 258 436 0 562 788 1350 1 5 6 3 3 6 0 0 0 0 0 0 566 796 1362 Out In Total Rte 11 [NB] Turning Movement Peak Hour Data Plot (5:00 PM) www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 1 Turning Movement Data Rte 81 SB On Rte 31 Rte 31 Rte 81 SB Off Ramp to Rte 31 Ramp Eastbound Westbound Northbound Southbound Start Time Right App. App. App. Right App. Int. Thru Right on Red U-Turn Peds Left Thru U-Turn Peds Peds Left Thru Right Peds Total Total Total on Red Total Total 7:00 AM 111 97 10 0 0 218 180 94 0 0 274 0 0 27 0 6 22 0 55 547 7:15 AM 129 98 18 0 0 245 189 118 0 0 307 0 0 27 0 9 20 0 56 608 7:30 AM 103 106 20 0 0 229 221 128 0 0 349 0 0 29 0 7 25 0 61 639 7:45 AM 128 84 24 0 0 236 160 158 0 0 318 0 0 36 0 16 17 0 69 623 Hourly Total 471 385 72 0 0 928 750 498 0 0 1248 0 0 119 0 38 84 0 241 2417 8:00 AM 99 84 17 0 0 200 142 143 0 0 285 0 0 28 0 17 23 0 68 553 8:15 AM 104 80 9 0 0 193 116 111 0 0 227 0 0 23 0 16 15 0 54 474 8:30 AM 111 49 14 0 0 174 117 138 0 0 255 0 0 25 0 11 18 0 54 483 8:45 AM 112 29 9 0 0 150 113 170 0 0 283 0 0 23 0 13 18 0 54 487 Hourly Total 426 242 49 0 0 717 488 562 0 0 1050 0 0 99 0 57 74 0 230 1997 9:00 AM 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 1 2 *** BREAK *** - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 1 0 0 1 0 0 0 0 0 1 0 1 2 1:00 PM 154 42 10 0 0 206 75 165 0 0 240 0 0 17 0 9 18 0 44 490 1:15 PM 169 43 3 0 0 215 68 193 0 0 261 0 0 14 0 6 17 0 37 513 1:30 PM 177 45 5 0 0 227 83 189 0 0 272 0 0 24 0 11 12 0 47 546 1:45 PM 174 46 3 0 0 223 71 158 0 0 229 1 0 15 0 18 22 0 55 507 Hourly Total 674 176 21 0 0 871 297 705 0 0 1002 1 0 70 0 44 69 0 183 2056 2:00 PM 183 41 1 0 0 225 113 188 0 0 301 0 0 14 0 13 19 0 46 572 2:15 PM 148 37 4 0 0 189 127 203 0 0 330 0 0 18 0 11 14 0 43 562 2:30 PM 170 39 2 0 0 211 103 198 0 0 301 0 0 19 0 14 16 0 49 561 2:45 PM 180 41 2 0 0 223 91 184 0 0 275 0 0 21 0 9 18 0 48 546 Hourly Total 681 158 9 0 0 848 434 773 0 0 1207 0 0 72 0 47 67 0 186 2241 3:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 *** BREAK *** - - - - - - - - - - - - - - - - - - - - Hourly Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 1 0 0 1 1 4:00 PM 195 50 7 0 0 252 89 210 0 0 299 1 0 19 0 13 19 0 51 602 4:15 PM 179 59 7 0 0 245 74 220 0 0 294 0 0 26 0 14 16 0 56 595 4:30 PM 201 34 3 0 0 238 72 195 0 0 267 0 0 24 0 12 20 0 56 561 4:45 PM 219 47 3 0 0 269 73 222 0 0 295 1 0 31 0 17 16 0 64 628 Hourly Total 794 190 20 0 0 1004 308 847 0 0 1155 2 0 100 0 56 71 0 227 2386 5:00 PM 225 46 1 0 0 272 77 233 0 0 310 0 0 31 0 17 9 0 57 639 5:15 PM 230 47 0 0 0 277 91 249 0 0 340 0 0 44 0 22 11 0 77 694 5:30 PM 232 48 2 0 0 282 75 217 0 0 292 0 0 22 1 7 16 0 46 620 5:45 PM 211 40 0 0 0 251 65 214 0 0 279 0 0 42 0 15 19 0 76 606 Hourly Total 898 181 3 0 0 1082 308 913 0 0 1221 0 0 139 1 61 55 0 256 2559 6:00 PM 0 0 0 0 0 0 0 3 0 0 3 0 0 0 0 0 0 0 0 3 Grand Total 3944 1332 174 0 0 5450 2585 4302 0 0 6887 3 0 599 1 304 421 0 1325 13662 Approach % 72.4 24.4 3.2 0.0 - - 37.5 62.5 0.0 - - - - 45.2 0.1 22.9 31.8 - - - Total % 28.9 9.7 1.3 0.0 - 39.9 18.9 31.5 0.0 - 50.4 - 0.0 4.4 0.0 2.2 3.1 - 9.7 - Lights 3824 1269 169 0 - 5262 2488 4142 0 - 6630 - 0 582 1 286 406 - 1275 13167 % Lights 97.0 95.3 97.1 - - 96.6 96.2 96.3 - - 96.3 - - 97.2 100.0 94.1 96.4 - 96.2 96.4 Buses 35 12 0 0 - 47 40 59 0 - 99 - 0 0 0 0 1 - 1 147 % Buses 0.9 0.9 0.0 - - 0.9 1.5 1.4 - - 1.4 - - 0.0 0.0 0.0 0.2 - 0.1 1.1 Trucks 85 51 5 0 - 141 57 101 0 - 158 - 0 17 0 18 14 - 49 348 % Trucks 2.2 3.8 2.9 - - 2.6 2.2 2.3 - - 2.3 - - 2.8 0.0 5.9 3.3 - 3.7 2.5 Bicycles on - - - - 0 - - - - 0 - 1 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - 33.3 - - - - - - - - Crosswalk Pedestrians - - - - 0 - - - - 0 - 2 - - - - - 0 - - % Pedestrians - - - - - - - - - - - 66.7 - - - - - - - - www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 2 Rte 81 SB Off Ramp to Out In Total 0 1275 1275 0 1 1 0 49 49 0 0 0 0 0 0 0 1325 1325 692 1 582 0 1 0 0 0 32 0 17 0 0 0 0 0 0 0 0 0 725 1 599 0 R T L P 4302 4142 101 59 U T 0 0 0 0 0 0 0 0 10096 10477 Total 4543 4406 107 274 102 Out 35 0 0 0 0 3824 3944 2585 2488 Rte 31 [WB] 35 85 57 40 Rte 31 [EB] T 0 0 L 0 0 5262 5450 6887 6630 11/29/2017 7:00 AM 141 158 47 99 In In 0 0 0 0 Ending At 11/29/2017 6:15 PM 1438 1506 12 56 R U 0 0 0 0 0 0 0 0 11430 11036 Lights 4834 5027 Total 133 260 134 Out 60 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians P 0 0 0 1 2 3 3927 0 3927 52 0 52 113 0 113 0 0 0 0 0 0 4092 0 4092 Out In Total Rte 81 SB On Ramp [NB] Turning Movement Data Plot www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 3 Turning Movement Peak Hour Data (7:15 AM) Rte 81 SB On Rte 31 Rte 31 Rte 81 SB Off Ramp to Rte 31 Ramp Eastbound Westbound Northbound Southbound Start Time Right App. App. App. Right App. Int. Thru Right on Red U-Turn Peds Left Thru U-Turn Peds Peds Left Thru Right Peds Total Total Total on Red Total Total 7:15 AM 129 98 18 0 0 245 189 118 0 0 307 0 0 27 0 9 20 0 56 608 7:30 AM 103 106 20 0 0 229 221 128 0 0 349 0 0 29 0 7 25 0 61 639 7:45 AM 128 84 24 0 0 236 160 158 0 0 318 0 0 36 0 16 17 0 69 623 8:00 AM 99 84 17 0 0 200 142 143 0 0 285 0 0 28 0 17 23 0 68 553 Total 459 372 79 0 0 910 712 547 0 0 1259 0 0 120 0 49 85 0 254 2423 Approach % 50.4 40.9 8.7 0.0 - - 56.6 43.4 0.0 - - - - 47.2 0.0 19.3 33.5 - - - Total % 18.9 15.4 3.3 0.0 - 37.6 29.4 22.6 0.0 - 52.0 - 0.0 5.0 0.0 2.0 3.5 - 10.5 - PHF 0.890 0.877 0.823 0.000 - 0.929 0.805 0.866 0.000 - 0.902 - 0.000 0.833 0.000 0.721 0.850 - 0.920 0.948 Lights 435 364 78 0 - 877 690 512 0 - 1202 - 0 118 0 48 83 - 249 2328 % Lights 94.8 97.8 98.7 - - 96.4 96.9 93.6 - - 95.5 - - 98.3 - 98.0 97.6 - 98.0 96.1 Buses 6 0 0 0 - 6 12 15 0 - 27 - 0 0 0 0 0 - 0 33 % Buses 1.3 0.0 0.0 - - 0.7 1.7 2.7 - - 2.1 - - 0.0 - 0.0 0.0 - 0.0 1.4 Trucks 18 8 1 0 - 27 10 20 0 - 30 - 0 2 0 1 2 - 5 62 % Trucks 3.9 2.2 1.3 - - 3.0 1.4 3.7 - - 2.4 - - 1.7 - 2.0 2.4 - 2.0 2.6 Bicycles on - - - - 0 - - - - 0 - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - - 0 - - - - 0 - 0 - - - - - 0 - - % Pedestrians - - - - - - - - - - - - - - - - - - - - www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 4 Rte 81 SB Off Ramp to Out In Total 0 249 249 0 0 0 0 5 5 0 0 0 0 0 0 0 254 254 131 0 118 0 0 0 0 0 3 0 2 0 0 0 0 0 0 0 0 0 134 0 120 0 R T L P 547 512 20 15 U T 0 0 0 0 0 0 0 0 Peak Hour Data Total 1520 1591 579 553 Out 21 50 20 0 0 0 0 6 435 459 712 690 Rte 31 [WB] 18 10 12 Rte 31 [EB] T 6 0 0 L 0 0 1259 1202 11/29/2017 7:15 AM 877 910 27 30 27 In In 6 0 0 0 0 Ending At 11/29/2017 8:15 AM 442 451 R U 0 9 0 0 0 0 0 0 0 0 Lights 1838 1755 Total 643 681 Out 15 23 50 33 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians P 0 0 0 0 0 0 1132 0 1132 12 0 12 19 0 19 0 0 0 0 0 0 1163 0 1163 Out In Total Rte 81 SB On Ramp [NB] Turning Movement Peak Hour Data Plot (7:15 AM) www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 5 Turning Movement Peak Hour Data (2:00 PM) Rte 81 SB On Rte 31 Rte 31 Rte 81 SB Off Ramp to Rte 31 Ramp Eastbound Westbound Northbound Southbound Start Time Right App. App. App. Right App. Int. Thru Right on Red U-Turn Peds Left Thru U-Turn Peds Peds Left Thru Right Peds Total Total Total on Red Total Total 2:00 PM 183 41 1 0 0 225 113 188 0 0 301 0 0 14 0 13 19 0 46 572 2:15 PM 148 37 4 0 0 189 127 203 0 0 330 0 0 18 0 11 14 0 43 562 2:30 PM 170 39 2 0 0 211 103 198 0 0 301 0 0 19 0 14 16 0 49 561 2:45 PM 180 41 2 0 0 223 91 184 0 0 275 0 0 21 0 9 18 0 48 546 Total 681 158 9 0 0 848 434 773 0 0 1207 0 0 72 0 47 67 0 186 2241 Approach % 80.3 18.6 1.1 0.0 - - 36.0 64.0 0.0 - - - - 38.7 0.0 25.3 36.0 - - - Total % 30.4 7.1 0.4 0.0 - 37.8 19.4 34.5 0.0 - 53.9 - 0.0 3.2 0.0 2.1 3.0 - 8.3 - PHF 0.930 0.963 0.563 0.000 - 0.942 0.854 0.952 0.000 - 0.914 - 0.000 0.857 0.000 0.839 0.882 - 0.949 0.979 Lights 665 142 8 0 - 815 414 723 0 - 1137 - 0 70 0 43 63 - 176 2128 % Lights 97.7 89.9 88.9 - - 96.1 95.4 93.5 - - 94.2 - - 97.2 - 91.5 94.0 - 94.6 95.0 Buses 5 1 0 0 - 6 9 27 0 - 36 - 0 0 0 0 0 - 0 42 % Buses 0.7 0.6 0.0 - - 0.7 2.1 3.5 - - 3.0 - - 0.0 - 0.0 0.0 - 0.0 1.9 Trucks 11 15 1 0 - 27 11 23 0 - 34 - 0 2 0 4 4 - 10 71 % Trucks 1.6 9.5 11.1 - - 3.2 2.5 3.0 - - 2.8 - - 2.8 - 8.5 6.0 - 5.4 3.2 Bicycles on - - - - 0 - - - - 0 - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - - 0 - - - - 0 - 0 - - - - - 0 - - % Pedestrians - - - - - - - - - - - - - - - - - - - - www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 6 Rte 81 SB Off Ramp to Out In Total 0 176 176 0 0 0 0 10 10 0 0 0 0 0 0 0 186 186 106 0 70 0 0 0 0 0 8 0 2 0 0 0 0 0 0 0 0 0 114 0 72 0 R T L P 773 723 23 27 U T 0 0 0 0 0 0 0 0 Peak Hour Data Total 1644 1735 753 735 Out 33 58 13 0 0 0 0 5 665 681 434 414 Rte 31 [WB] 11 11 Rte 31 [EB] T 5 0 0 L 0 0 9 1207 1137 11/29/2017 2:00 PM 815 848 27 34 36 In In 6 0 0 0 0 Ending At 11/29/2017 3:00 PM 150 167 16 R U 1 0 0 0 0 0 0 0 0 Lights 1960 1872 Total 829 887 Out 27 31 47 41 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians P 0 0 0 0 0 0 564 0 564 10 0 10 27 0 27 0 0 0 0 0 0 601 0 601 Out In Total Rte 81 SB On Ramp [NB] Turning Movement Peak Hour Data Plot (2:00 PM) www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 7 Turning Movement Peak Hour Data (4:45 PM) Rte 81 SB On Rte 31 Rte 31 Rte 81 SB Off Ramp to Rte 31 Ramp Eastbound Westbound Northbound Southbound Start Time Right App. App. App. Right App. Int. Thru Right on Red U-Turn Peds Left Thru U-Turn Peds Peds Left Thru Right Peds Total Total Total on Red Total Total 4:45 PM 219 47 3 0 0 269 73 222 0 0 295 1 0 31 0 17 16 0 64 628 5:00 PM 225 46 1 0 0 272 77 233 0 0 310 0 0 31 0 17 9 0 57 639 5:15 PM 230 47 0 0 0 277 91 249 0 0 340 0 0 44 0 22 11 0 77 694 5:30 PM 232 48 2 0 0 282 75 217 0 0 292 0 0 22 1 7 16 0 46 620 Total 906 188 6 0 0 1100 316 921 0 0 1237 1 0 128 1 63 52 0 244 2581 Approach % 82.4 17.1 0.5 0.0 - - 25.5 74.5 0.0 - - - - 52.5 0.4 25.8 21.3 - - - Total % 35.1 7.3 0.2 0.0 - 42.6 12.2 35.7 0.0 - 47.9 - 0.0 5.0 0.0 2.4 2.0 - 9.5 - PHF 0.976 0.979 0.500 0.000 - 0.975 0.868 0.925 0.000 - 0.910 - 0.000 0.727 0.250 0.716 0.813 - 0.792 0.930 Lights 899 183 6 0 - 1088 311 912 0 - 1223 - 0 128 1 61 49 - 239 2550 % Lights 99.2 97.3 100.0 - - 98.9 98.4 99.0 - - 98.9 - - 100.0 100.0 96.8 94.2 - 98.0 98.8 Buses 1 2 0 0 - 3 0 0 0 - 0 - 0 0 0 0 1 - 1 4 % Buses 0.1 1.1 0.0 - - 0.3 0.0 0.0 - - 0.0 - - 0.0 0.0 0.0 1.9 - 0.4 0.2 Trucks 6 3 0 0 - 9 5 9 0 - 14 - 0 0 0 2 2 - 4 27 % Trucks 0.7 1.6 0.0 - - 0.8 1.6 1.0 - - 1.1 - - 0.0 0.0 3.2 3.8 - 1.6 1.0 Bicycles on - - - - 0 - - - - 0 - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - 0.0 - - - - - - - - Crosswalk Pedestrians - - - - 0 - - - - 0 - 1 - - - - - 0 - - % Pedestrians - - - - - - - - - - - 100.0 - - - - - - - - www.TSTData.com Onondaga County, NY 184 Baker Rd Count Name: 2 Route 31-I81 Rte 31/I-81 SB Ramps SB Ramps Wednesday, November 29, Coatesville, Pennsylvania, United States 19320 Site Code: SCU7F2 2017 610-466-1469 Start Date: 11/29/2017 Location: 43.175604, -76.11665 Serving Transportation Professionals Since 1995 Page No: 8 Rte 81 SB Off Ramp to Out In Total 0 239 239 0 1 1 0 4 4 0 0 0 0 0 0 0 244 244 110 1 128 0 1 0 0 0 4 0 0 0 0 0 0 0 0 0 0 0 115 1 128 0 R T L P 921 912 U T 0 0 0 0 0 0 0 0 9 0 Peak Hour Data Total 2110 2136 1034 1027 Out 22 4 0 0 0 0 6 1 899 906 316 311 Rte 31 [WB] Rte 31 [EB] T 1 6 0 0 L 0 0 5 0 1088 1100 1237 1223 11/29/2017 4:45 PM 14 In In 3 9 0 0 0 0 0 Ending At 11/29/2017 5:45 PM 189 194 R U 2 3 0 0 0 0 0 0 0 0 Lights 1022 1036 2271 2250 Total Out 13 20 1 0 0 0 0 1 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians P 0 0 0 0 1 1 501 0 501 2 0 2 8 0 8 0 0 0 0 0 0 511 0 511 Out In Total Rte 81 SB On Ramp [NB] Turning Movement Peak Hour Data Plot (4:45 PM) Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 1 Turning Movement Data Rte 31 Rte 31 Rte 81 off ramp to Rte 31 Pardee Rd Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. App. U- App. Int. Left Thru Peds Thru Right Peds Left Thru Right on Peds Left Right on Peds Turn Total Turn Total Total Turn Total Total Red Red 7:00 AM 15 115 0 0 130 212 20 0 0 232 23 4 66 45 0 138 0 48 2 0 0 50 550 7:15 AM 25 139 0 0 164 235 17 0 0 252 31 11 56 44 0 142 0 32 0 0 0 32 590 7:30 AM 23 116 0 0 139 244 21 0 0 265 24 9 22 58 0 113 0 68 0 0 0 68 585 7:45 AM 20 137 0 0 157 237 20 0 0 257 31 6 45 34 0 116 0 39 0 0 0 39 569 Hourly Total 83 507 0 0 590 928 78 0 0 1006 109 30 189 181 0 509 0 187 2 0 0 189 2294 8:00 AM 27 97 0 0 124 239 18 0 0 257 28 4 24 25 0 81 0 15 11 0 0 26 488 8:15 AM 19 104 0 0 123 171 17 0 0 188 30 10 20 36 0 96 0 12 7 0 0 19 426 8:30 AM 24 117 0 0 141 199 13 0 0 212 34 6 24 23 1 87 0 15 13 0 0 28 468 8:45 AM 31 105 0 0 136 190 20 0 0 210 46 7 19 47 0 119 0 16 15 0 0 31 496 Hourly Total 101 423 0 0 524 799 68 0 0 867 138 27 87 131 1 383 0 58 46 0 0 104 1878 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - 1:00 PM 41 131 0 0 172 165 32 0 0 197 40 19 33 18 1 110 0 5 10 0 0 15 494 1:15 PM 36 143 0 0 179 174 33 0 0 207 49 14 31 20 0 114 0 0 21 0 0 21 521 1:30 PM 38 163 0 0 201 194 31 0 0 225 33 11 61 16 0 121 0 0 21 0 0 21 568 1:45 PM 38 156 0 0 194 170 48 0 0 218 50 9 67 25 1 151 0 2 13 0 0 15 578 Hourly Total 153 593 0 0 746 703 144 0 0 847 172 53 192 79 2 496 0 7 65 0 0 72 2161 2:00 PM 39 155 0 0 194 250 38 0 0 288 37 13 47 16 3 113 0 2 18 0 0 20 615 2:15 PM 42 126 0 0 168 232 38 0 0 270 47 14 57 23 0 141 0 1 26 0 0 27 606 2:30 PM 29 155 0 0 184 205 43 0 0 248 56 14 35 42 0 147 0 9 31 0 0 40 619 2:45 PM 42 164 0 0 206 195 37 0 0 232 56 11 42 50 1 159 0 3 17 0 0 20 617 Hourly Total 152 600 0 0 752 882 156 0 0 1038 196 52 181 131 4 560 0 15 92 0 0 107 2457 *** BREAK *** - - - - - - - - - - - - - - - - - - - - - - - 4:00 PM 53 169 0 0 222 186 53 0 0 239 79 27 82 38 1 226 0 0 31 0 0 31 718 4:15 PM 52 151 0 0 203 193 46 0 0 239 81 19 91 55 0 246 0 1 26 0 0 27 715 4:30 PM 61 172 0 0 233 162 48 0 0 210 64 13 88 42 0 207 0 0 25 0 0 25 675 4:45 PM 53 183 0 0 236 193 39 0 0 232 89 17 131 47 0 284 0 0 16 0 0 16 768 Hourly Total 219 675 0 0 894 734 186 0 0 920 313 76 392 182 1 963 0 1 98 0 0 99 2876 5:00 PM 72 183 0 0 255 198 43 0 0 241 89 30 116 45 0 280 0 0 27 0 0 27 803 5:15 PM 78 220 0 0 298 187 51 0 0 238 90 33 128 34 0 285 0 3 20 0 0 23 844 5:30 PM 60 199 0 0 259 184 48 0 0 232 72 19 111 33 0 235 0 5 12 0 0 17 743 5:45 PM 66 175 0 0 241 163 32 0 0 195 70 25 84 46 0 225 0 1 16 0 0 17 678 Hourly Total 276 777 0 0 1053 732 174 0 0 906 321 107 439 158 0 1025 0 9 75 0 0 84 3068 Grand Total 984 3575 0 0 4559 4778 806 0 0 5584 1249 345 1480 862 8 3936 0 277 378 0 0 655 14734 Approach % 21.6 78.4 0.0 - - 85.6 14.4 0.0 - - 31.7 8.8 37.6 21.9 - - 0.0 42.3 57.7 0.0 - - - Total % 6.7 24.3 0.0 - 30.9 32.4 5.5 0.0 - 37.9 8.5 2.3 10.0 5.9 - 26.7 0.0 1.9 2.6 0.0 - 4.4 - Lights 954 3470 0 - 4424 4624 785 0 - 5409 1191 302 1378 850 - 3721 0 255 359 0 - 614 14168 % Lights 97.0 97.1 - - 97.0 96.8 97.4 - - 96.9 95.4 87.5 93.1 98.6 - 94.5 - 92.1 95.0 - - 93.7 96.2 Buses 1 33 0 - 34 82 2 0 - 84 7 3 82 3 - 95 0 3 4 0 - 7 220 % Buses 0.1 0.9 - - 0.7 1.7 0.2 - - 1.5 0.6 0.9 5.5 0.3 - 2.4 - 1.1 1.1 - - 1.1 1.5 Trucks 29 72 0 - 101 72 19 0 - 91 51 40 20 9 - 120 0 19 15 0 - 34 346 % Trucks 2.9 2.0 - - 2.2 1.5 2.4 - - 1.6 4.1 11.6 1.4 1.0 - 3.0 - 6.9 4.0 - - 5.2 2.3 Bicycles on - - - 0 - - - - 0 - - - - - 2 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - 25.0 - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 6 - - - - - 0 - - % - - - - - - - - - - - - - - 75.0 - - - - - - - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 2 Pardee Rd [SB] Out In Total 2041 614 2655 6 7 13 88 34 122 0 0 0 0 0 0 2135 655 2790 614 0 0 0 7 0 0 0 34 0 0 0 0 0 0 0 0 0 0 0 655 0 0 0 R L U P 806 785 19 U R 0 0 0 0 0 0 0 0 2 10853 11241 Total 5917 5698 130 258 101 118 Out 0 0 0 0 4778 4624 954 984 Rte 31 [WB] 29 72 82 Rte 31 [EB] T 1 0 0 L 0 0 4424 4559 5584 5409 11/29/2017 7:00 AM 101 34 91 84 In In 0 0 0 0 Ending At 11/29/2017 6:00 PM 3470 3575 33 72 U T 0 0 0 0 0 0 0 0 11501 11107 Lights 6429 6682 Total 157 192 202 Out 96 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 1191 302 2228 0 7 3 85 0 51 40 29 0 0 0 0 2 0 0 0 6 1249 345 2342 8 0 3721 3721 0 95 95 0 120 120 0 0 0 0 0 0 0 3936 3936 Out In Total Rte 81 off ramp to Rte 31 Turning Movement Data Plot Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 3 Turning Movement Peak Hour Data (7:00 AM) Rte 31 Rte 31 Rte 81 off ramp to Rte 31 Pardee Rd Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. App. U- App. Int. Left Thru Peds Thru Right Peds Left Thru Right on Peds Left Right on Peds Turn Total Turn Total Total Turn Total Total Red Red 7:00 AM 15 115 0 0 130 212 20 0 0 232 23 4 66 45 0 138 0 48 2 0 0 50 550 7:15 AM 25 139 0 0 164 235 17 0 0 252 31 11 56 44 0 142 0 32 0 0 0 32 590 7:30 AM 23 116 0 0 139 244 21 0 0 265 24 9 22 58 0 113 0 68 0 0 0 68 585 7:45 AM 20 137 0 0 157 237 20 0 0 257 31 6 45 34 0 116 0 39 0 0 0 39 569 Total 83 507 0 0 590 928 78 0 0 1006 109 30 189 181 0 509 0 187 2 0 0 189 2294 Approach % 14.1 85.9 0.0 - - 92.2 7.8 0.0 - - 21.4 5.9 37.1 35.6 - - 0.0 98.9 1.1 0.0 - - - Total % 3.6 22.1 0.0 - 25.7 40.5 3.4 0.0 - 43.9 4.8 1.3 8.2 7.9 - 22.2 0.0 8.2 0.1 0.0 - 8.2 - PHF 0.830 0.912 0.000 - 0.899 0.951 0.929 0.000 - 0.949 0.879 0.682 0.716 0.780 - 0.896 0.000 0.688 0.250 0.000 - 0.695 0.972 Lights 78 485 0 - 563 900 76 0 - 976 98 19 163 179 - 459 0 172 2 0 - 174 2172 % Lights 94.0 95.7 - - 95.4 97.0 97.4 - - 97.0 89.9 63.3 86.2 98.9 - 90.2 - 92.0 100.0 - - 92.1 94.7 Buses 0 11 0 - 11 21 0 0 - 21 2 2 21 2 - 27 0 2 0 0 - 2 61 % Buses 0.0 2.2 - - 1.9 2.3 0.0 - - 2.1 1.8 6.7 11.1 1.1 - 5.3 - 1.1 0.0 - - 1.1 2.7 Trucks 5 11 0 - 16 7 2 0 - 9 9 9 5 0 - 23 0 13 0 0 - 13 61 % Trucks 6.0 2.2 - - 2.7 0.8 2.6 - - 0.9 8.3 30.0 2.6 0.0 - 4.5 - 7.0 0.0 - - 6.9 2.7 Bicycles on - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - % - - - - - - - - - - - - - - - - - - - - - - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 4 Pardee Rd [SB] Out In Total 173 174 347 2 2 4 16 13 29 0 0 0 0 0 0 191 189 380 174 0 0 0 2 0 0 0 13 0 0 0 0 0 0 0 0 0 0 0 189 0 0 0 R L U P 78 76 U R 0 0 0 0 0 0 0 0 2 0 Peak Hour Data Total 1735 1816 877 827 Out 36 45 16 34 0 0 0 0 928 900 Rte 31 [WB] 78 83 21 Rte 31 [EB] T 0 5 0 0 L 0 0 7 1006 11/29/2017 7:00 AM 563 590 976 11 16 21 In In 0 0 0 0 9 Ending At 11/29/2017 8:00 AM 485 507 11 11 U T 0 0 0 0 0 0 0 0 Lights 1172 1226 1883 1803 Total Out 25 29 25 55 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 98 19 342 0 2 2 23 0 9 9 5 0 0 0 0 0 0 0 0 0 109 30 370 0 0 459 459 0 27 27 0 23 23 0 0 0 0 0 0 0 509 509 Out In Total Rte 81 off ramp to Rte 31 Turning Movement Peak Hour Data Plot (7:00 AM) Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 5 Turning Movement Peak Hour Data (2:00 PM) Rte 31 Rte 31 Rte 81 off ramp to Rte 31 Pardee Rd Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. App. U- App. Int. Left Thru Peds Thru Right Peds Left Thru Right on Peds Left Right on Peds Turn Total Turn Total Total Turn Total Total Red Red 2:00 PM 39 155 0 0 194 250 38 0 0 288 37 13 47 16 3 113 0 2 18 0 0 20 615 2:15 PM 42 126 0 0 168 232 38 0 0 270 47 14 57 23 0 141 0 1 26 0 0 27 606 2:30 PM 29 155 0 0 184 205 43 0 0 248 56 14 35 42 0 147 0 9 31 0 0 40 619 2:45 PM 42 164 0 0 206 195 37 0 0 232 56 11 42 50 1 159 0 3 17 0 0 20 617 Total 152 600 0 0 752 882 156 0 0 1038 196 52 181 131 4 560 0 15 92 0 0 107 2457 Approach % 20.2 79.8 0.0 - - 85.0 15.0 0.0 - - 35.0 9.3 32.3 23.4 - - 0.0 14.0 86.0 0.0 - - - Total % 6.2 24.4 0.0 - 30.6 35.9 6.3 0.0 - 42.2 8.0 2.1 7.4 5.3 - 22.8 0.0 0.6 3.7 0.0 - 4.4 - PHF 0.905 0.915 0.000 - 0.913 0.882 0.907 0.000 - 0.901 0.875 0.929 0.794 0.655 - 0.881 0.000 0.417 0.742 0.000 - 0.669 0.992 Lights 148 582 0 - 730 831 152 0 - 983 185 46 166 128 - 525 0 13 89 0 - 102 2340 % Lights 97.4 97.0 - - 97.1 94.2 97.4 - - 94.7 94.4 88.5 91.7 97.7 - 93.8 - 86.7 96.7 - - 95.3 95.2 Buses 0 5 0 - 5 32 2 0 - 34 3 0 12 0 - 15 0 0 0 0 - 0 54 % Buses 0.0 0.8 - - 0.7 3.6 1.3 - - 3.3 1.5 0.0 6.6 0.0 - 2.7 - 0.0 0.0 - - 0.0 2.2 Trucks 4 13 0 - 17 19 2 0 - 21 8 6 3 3 - 20 0 2 3 0 - 5 63 % Trucks 2.6 2.2 - - 2.3 2.2 1.3 - - 2.0 4.1 11.5 1.7 2.3 - 3.6 - 13.3 3.3 - - 4.7 2.6 Bicycles on - - - 0 - - - - 0 - - - - - 1 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - 25.0 - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 3 - - - - - 0 - - % - - - - - - - - - - - - - - 75.0 - - - - - - - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 6 Pardee Rd [SB] Out In Total 346 102 448 2 0 2 12 5 17 0 0 0 0 0 0 360 107 467 102 0 0 0 0 0 0 0 5 0 0 0 0 0 0 0 0 0 0 0 107 0 0 0 R L U P 156 152 U R 0 0 0 0 0 0 0 0 2 2 Peak Hour Data Total 1848 1937 912 876 Out 40 49 19 17 0 0 0 0 148 152 882 831 Rte 31 [WB] 19 32 Rte 31 [EB] T 0 4 0 0 L 0 0 1038 11/29/2017 2:00 PM 730 752 983 17 21 34 In In 5 0 0 0 0 Ending At 11/29/2017 3:00 PM 582 600 13 U T 5 0 0 0 0 0 0 0 0 Lights 1118 1185 1950 1859 Total Out 35 32 40 51 0 0 0 0 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 185 46 294 0 3 0 12 0 8 6 6 0 0 0 0 1 0 0 0 3 196 52 312 4 0 525 525 0 15 15 0 20 20 0 0 0 0 0 0 0 560 560 Out In Total Rte 81 off ramp to Rte 31 Turning Movement Peak Hour Data Plot (2:00 PM) Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 7 Turning Movement Peak Hour Data (4:45 PM) Rte 31 Rte 31 Rte 81 off ramp to Rte 31 Pardee Rd Eastbound Westbound Northbound Southbound Start Time Right Right U- App. U- App. App. U- App. Int. Left Thru Peds Thru Right Peds Left Thru Right on Peds Left Right on Peds Turn Total Turn Total Total Turn Total Total Red Red 4:45 PM 53 183 0 0 236 193 39 0 0 232 89 17 131 47 0 284 0 0 16 0 0 16 768 5:00 PM 72 183 0 0 255 198 43 0 0 241 89 30 116 45 0 280 0 0 27 0 0 27 803 5:15 PM 78 220 0 0 298 187 51 0 0 238 90 33 128 34 0 285 0 3 20 0 0 23 844 5:30 PM 60 199 0 0 259 184 48 0 0 232 72 19 111 33 0 235 0 5 12 0 0 17 743 Total 263 785 0 0 1048 762 181 0 0 943 340 99 486 159 0 1084 0 8 75 0 0 83 3158 Approach % 25.1 74.9 0.0 - - 80.8 19.2 0.0 - - 31.4 9.1 44.8 14.7 - - 0.0 9.6 90.4 0.0 - - - Total % 8.3 24.9 0.0 - 33.2 24.1 5.7 0.0 - 29.9 10.8 3.1 15.4 5.0 - 34.3 0.0 0.3 2.4 0.0 - 2.6 - PHF 0.843 0.892 0.000 - 0.879 0.962 0.887 0.000 - 0.978 0.944 0.750 0.927 0.846 - 0.951 0.000 0.400 0.694 0.000 - 0.769 0.935 Lights 262 780 0 - 1042 755 178 0 - 933 333 93 483 159 - 1068 0 7 74 0 - 81 3124 % Lights 99.6 99.4 - - 99.4 99.1 98.3 - - 98.9 97.9 93.9 99.4 100.0 - 98.5 - 87.5 98.7 - - 97.6 98.9 Buses 0 1 0 - 1 0 0 0 - 0 1 0 1 0 - 2 0 0 0 0 - 0 3 % Buses 0.0 0.1 - - 0.1 0.0 0.0 - - 0.0 0.3 0.0 0.2 0.0 - 0.2 - 0.0 0.0 - - 0.0 0.1 Trucks 1 4 0 - 5 7 3 0 - 10 6 6 2 0 - 14 0 1 1 0 - 2 31 % Trucks 0.4 0.5 - - 0.5 0.9 1.7 - - 1.1 1.8 6.1 0.4 0.0 - 1.3 - 12.5 1.3 - - 2.4 1.0 Bicycles on - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - Crosswalk % Bicycles on - - - - - - - - - - - - - - - - - - - - - - - Crosswalk Pedestrians - - - 0 - - - - 0 - - - - - 0 - - - - - 0 - - % - - - - - - - - - - - - - - - - - - - - - - - Pedestrians Onondaga County, NY www.TSTData.com Rte 31 @ I-81 NB Ramps 184 Baker Rd Count Name: 1 Route 31-I81 NB Wednesday, November 29, Ramps 2017 Coatesville, Pennsylvania, United States 19320 Site Code: SCU3ME Location: 43.175656, - 610-466-1469 Start Date: 11/29/2017 76.115294 Serving Transportation Professionals Since 1995 Page No: 8 Pardee Rd [SB] Out In Total 533 81 614 0 0 0 10 2 12 0 0 0 0 0 0 543 83 626 81 0 0 0 0 0 0 0 2 0 0 0 0 0 0 0 0 0 0 0 83 0 0 0 R L U P 181 178 U R 0 0 0 0 0 0 0 0 3 0 Peak Hour Data Total 2211 2233 1430 1422 Out 20 2 0 0 0 0 6 2 262 263 762 755 Rte 31 [WB] Rte 31 [EB] T 0 1 0 0 L 0 0 7 0 1042 1048 11/29/2017 4:45 PM 943 933 10 In In 1 5 0 0 0 0 0 Ending At 11/29/2017 5:45 PM 780 785 U T 1 4 0 0 0 0 0 0 0 0 Lights 1169 1185 2373 2355 Total Out 15 16 1 0 0 0 0 2 Buses Trucks P P Bicycles on Crosswalk 0 0 0 0 0 0 0 0 0 0 0 0 Pedestrians L T R P 333 93 642 0 1 0 1 0 6 6 2 0 0 0 0 0 0 0 0 0 340 99 645 0 0 1068 1068 0 2 2 0 14 14 0 0 0 0 0 0 0 1084 1084 Out In Total Rte 81 off ramp to Rte 31 Turning Movement Peak Hour Data Plot (4:45 PM) JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_5_NYS_Rt_31_at_Lakeshore_Road_819867_03-16-2021 (1 Site Code : Site 5 Start Date : 3/16/2021 Page No : 1 Groups Printed- Lights - Buses - Trucks Lakeshore Rd NYS RT 31 NYS RT 31 From North From Northeast From East From West Hard Bear Hard Righ Hard U- App. Hard U- App. Righ U- App. Bear U- App. Int. Righ Righ Righ Start Time t Left Left Turn Total Left Turn Total t Thru Turn Total Thru Left Left Turn Total Total t t t 07:00 AM 0 0 0 0 0 0 96 0 0 96 0 0 90 0 90 139 21 0 0 160 346 07:15 AM 0 0 0 0 0 0 113 0 0 113 0 0 128 0 128 156 22 1 0 179 420 07:30 AM 0 0 0 0 0 0 134 0 0 134 0 0 97 0 97 95 24 0 0 119 350 07:45 AM 0 0 0 0 0 0 120 0 0 120 0 0 91 0 91 115 29 0 0 144 355 Total 0 0 0 0 0 0 463 0 0 463 0 0 406 0 406 505 96 1 0 602 1471 08:00 AM 0 0 0 0 0 0 88 0 0 88 0 0 85 0 85 81 33 0 0 114 287 08:15 AM 0 0 0 0 0 0 63 0 0 63 0 0 83 0 83 91 43 0 0 134 280 08:30 AM 0 0 0 0 0 0 63 0 0 63 0 0 84 0 84 85 30 0 0 115 262 08:45 AM 0 0 0 0 0 0 82 0 0 82 0 0 86 0 86 111 36 0 0 147 315 Total 0 0 0 0 0 0 296 0 0 296 0 0 338 0 338 368 142 0 0 510 1144 09:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 09:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 10:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:00 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:15 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:30 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 11:45 AM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 12:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 01:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 02:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:00 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:15 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:30 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 03:45 PM 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Total 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 04:00 PM 0 0 1 0 1 0 70 0 0 70 0 0 154 0 154 165 85 0 0 250 475 04:15 PM 0 0 1 0 1 0 59 0 0 59 0 0 143 0 143 183 114 0 0 297 500 04:30 PM 0 0 0 0 0 1 57 0 0 58 0 0 160 0 160 167 76 0 0 243 461 04:45 PM 0 0 1 0 1 1 65 0 0 66 0 0 207 0 207 197 96 0 0 293 567 Total 0 0 3 0 3 2 251 0 0 253 0 0 664 0 664 712 371 0 0 1083 2003 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_5_NYS_Rt_31_at_Lakeshore_Road_819867_03-16-2021 (1 Site Code : Site 5 Start Date : 3/16/2021 Page No : 2 Groups Printed- Lights - Buses - Trucks Lakeshore Rd NYS RT 31 NYS RT 31 From North From Northeast From East From West Hard Bear Hard Righ Hard U- App. Hard U- App. Righ U- App. Bear U- App. Int. Righ Righ Righ Start Time t Left Left Turn Total Left Turn Total t Thru Turn Total Thru Left Left Turn Total Total t t t 05:00 PM 1 0 1 0 2 1 70 0 0 71 0 0 157 0 157 171 116 0 0 287 517 05:15 PM 1 0 1 0 2 0 46 0 0 46 0 0 161 0 161 166 109 0 0 275 484 05:30 PM 0 0 0 0 0 0 62 0 0 62 0 0 168 0 168 158 94 0 0 252 482 05:45 PM 0 0 0 0 0 0 57 0 0 57 0 0 135 0 135 128 103 0 0 231 423 Total 2 0 2 0 4 1 235 0 0 236 0 0 621 0 621 623 422 0 0 1045 1906 124 202 220 103 Grand Total 2 0 5 0 7 3 5 0 0 1248 0 0 9 0 2029 8 1 1 0 3240 6524 Apprch % 28.6 0 71.4 0 0.2 99.8 0 0 0 0 100 0 68.1 31.8 0 0 Total % 0 0 0.1 0 0.1 0 19.1 0 0 19.1 0 0 31.1 0 31.1 33.8 15.8 0 0 49.7 122 196 213 101 Lights 2 0 5 0 7 3 9 0 0 1232 0 0 5 0 1965 6 5 0 0 3151 6355 % Lights 100 0 100 0 100 100 98.7 0 0 98.7 0 0 96.8 0 96.8 96.7 98.4 0 0 97.3 97.4 Buses 0 0 0 0 0 0 10 0 0 10 0 0 35 0 35 43 6 0 0 49 94 % Buses 0 0 0 0 0 0 0.8 0 0 0.8 0 0 1.7 0 1.7 1.9 0.6 0 0 1.5 1.4 Trucks 0 0 0 0 0 0 6 0 0 6 0 0 29 0 29 29 10 1 0 40 75 % Trucks 0 0 0 0 0 0 0.5 0 0 0.5 0 0 1.4 0 1.4 1.3 1 100 0 1.2 1.1 Lakeshore Rd Out In Total O 20 ut 10 6 3 7 10 0 0 0 10 6 1 0 1 10 In 2 12 10 4 7 11 3 3 3 12 6 To 52 0 48 22 16 ta 12 10 2 0 5 0 0 l 2 H igh 3 d 0 0 0 0 9 ar t R 16 4 0 0 0 0 2 6 5 28 12 ear t 4 0 B igh 2 0 5 0 0 R Right Left Hard U-Turn 0 0 d 0 H eft Left ar 0 L 0 U 0 rn -T u 6347 94 75 6516 0 0 1 1 Right Total Hard Right Thru U-Turn Left 2208 2136 Out 0 0 0 0 29 43 North 0 2136 1015 6 10 0 2208 1031 U-Turn Thru Bear NYS RT 31 NYS RT 31 Left 3/16/2021 07:00 AM 3151 49 40 3240 In 0 2029 0 0 0 1965 2029 1965 3/16/2021 05:45 PM In 29 35 43 29 Lights 29 35 Buses 3196 45 35 3276 Out Total 4237 4101 Trucks 0 0 58 78 0 0 0 0 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_5_NYS_Rt_31_at_Lakeshore_Road_819867_03-16-2021 (1 Site Code : Site 5 Start Date : 3/16/2021 Page No : 3 Lakeshore Rd NYS RT 31 NYS RT 31 From North From Northeast From East From West Hard Bear Hard Righ Hard U- App. Hard U- App. Righ U- App. Bear U- App. Int. Righ Righ Righ Start Time t Left Left Turn Total Left Turn Total t Thru Turn Total Thru Left Left Turn Total Total t t t Peak Hour Analysis From 07:00 AM to 11:45 AM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 07:00 AM 07:00 AM 0 0 0 0 0 0 96 0 0 96 0 0 90 0 90 139 21 0 0 160 346 07:15 AM 0 0 0 0 0 0 113 0 0 113 0 0 128 0 128 156 22 1 0 179 420 07:30 AM 0 0 0 0 0 0 134 0 0 134 0 0 97 0 97 95 24 0 0 119 350 07:45 AM 0 0 0 0 0 0 120 0 0 120 0 0 91 0 91 115 29 0 0 144 355 Total Volume 0 0 0 0 0 0 463 0 0 463 0 0 406 0 406 505 96 1 0 602 1471 % App. Total 0 0 0 0 0 100 0 0 0 0 100 0 83.9 15.9 0.2 0 PHF .000 .000 .000 .000 .000 .000 .864 .000 .000 .864 .000 .000 .793 .000 .793 .809 .828 .250 .000 .841 .876 Lakeshore Rd Out In Total O 96 ut 1 0 1 In 63 H igh 0 d ar t 0 0 0 0 4 R Right Left Hard U-Turn 46 ar t Be igh 3 To 59 Left R ta 5 l H eft 0 d ar L U 0 rn -T u Peak Hour Data 1471 1 Right Total Hard Right Thru U-Turn Left Out 505 0 North 96 U-Turn Thru Bear NYS RT 31 NYS RT 31 Left 602 In 0 In 406 Peak Hour Begins at 07:00 AM 505 406 Lights 869 Buses Out Total 0 911 Trucks 0 JMT 307 South Townsend Street Syracuse, NY 13202 File Name : Site_5_NYS_Rt_31_at_Lakeshore_Road_819867_03-16-2021 (1 Site Code : Site 5 Start Date : 3/16/2021 Page No : 4 Lakeshore Rd NYS RT 31 NYS RT 31 From North From Northeast From East From West Hard Bear Hard Righ Hard U- App. Hard U- App. Righ U- App. Bear U- App. Int. Righ Righ Righ Start Time t Left Left Turn Total Left Turn Total t Thru Turn Total Thru Left Left Turn Total Total t t t Peak Hour Analysis From 12:00 PM to 05:45 PM - Peak 1 of 1 Peak Hour for Entire Intersection Begins at 04:45 PM 04:45 PM 0 0 1 0 1 1 65 0 0 66 0 0 207 0 207 197 96 0 0 293 567 05:00 PM 1 0 1 0 2 1 70 0 0 71 0 0 157 0 157 171 116 0 0 287 517 05:15 PM 1 0 1 0 2 0 46 0 0 46 0 0 161 0 161 166 109 0 0 275 484 05:30 PM 0 0 0 0 0 0 62 0 0 62 0 0 168 0 168 158 94 0 0 252 482 Total Volume 2 0 3 0 5 2 243 0 0 245 0 0 693 0 693 692 415 0 0 1107 2050 % App. Total 40 0 60 0 0.8 99.2 0 0 0 0 100 0 62.5 37.5 0 0 PHF .500 .000 .750 .000 .625 .500 .868 .000 .000 .863 .000 .000 .837 .000 .837 .878 .894 .000 .000 .945 .904 Lakeshore Rd Out In Total O 18 ut 2 5 7 4 In 45 H igh 2 d ar t 2 0 3 0 2 R Right Left Hard U-Turn 24 ar t Be igh 3 To 63 Left R ta 6 l H eft 0 d ar L U 0 rn -T u Peak Hour Data 2045 0 Right Total Hard Right Thru U-Turn Left Out 692 0 North 415 U-Turn Thru Bear NYS RT 31 NYS RT 31 Left 1107 In 0 In 693 Peak Hour Begins at 04:45 PM 692 693 Lights 938 Buses Out Total 1385 0 Trucks 0 STATION: 330076 New York State Department of Transportation Page 1 of 2 Traffic Count Hourly Report ROUTE #: NY 31 ROAD NAME: FROM: RT 481 UNDER TO: EUCLID MORGAN RD COUNTY: Onondaga DIRECTION: Eastbound FACTOR GROUP: 40 REC. SERIAL #: CF48 FUNC. CLASS: 14 TOWN: STATE DIR CODE: 1 WK OF YR: 44 PLACEMENT: 1,116' West of Morgan Rd NHS: no LION#: DATE OF COUNT: 10/31/2017 @ REF MARKER: JURIS: City BIN: 1061760 NOTES LANE 1: EB travel lane ADDL DATA: Class Speed CC Stn: RR CROSSING: NOTES LANE 2: EB Passing lane COUNT TYPE: AXLE PAIRS BATCH ID: DOT-R03C44aTST5195HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: TBW PROCESSED BY: ORG CODE: DOT INITIALS: SJK 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH DATE DAY AM PM TOTAL COUNT HOUR 31 T 460 647 662 716 754 892 1053 893 480 462 467 300 142 63 1 W 42 14 18 40 56 146 332 560 491 431 480 590 610 650 701 821 847 931 735 585 425 296 130 88 10019 931 17 2 T 41 24 22 29 68 125 329 550 461 407 3 F AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 42 19 20 34 62 136 330 555 476 419 470 618 636 683 728 856 950 912 608 524 446 298 136 76 10034 DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor 2 48 2 48 950 9% 1.000 1.035 AADT 9695 ROUTE #:NY 31 ROAD NAME: FROM: RT 481 UNDER TO: EUCLID MORGAN RD COUNTY: Onondaga STATION: 330076 STATE DIR CODE: 1 PLACEMENT: 1,116' West of Morgan Rd DATE OF COUNT: 10/31/2017 STATION: 330076 New York State Department of Transportation Page 2 of 2 Traffic Count Hourly Report ROUTE #: NY 31 ROAD NAME: FROM: RT 481 UNDER TO: EUCLID MORGAN RD COUNTY: Onondaga DIRECTION: Westbound FACTOR GROUP: 40 REC. SERIAL #: AP22 FUNC. CLASS: 14 TOWN: STATE DIR CODE: 2 WK OF YR: 44 PLACEMENT: 1,116' West of Morgan Rd NHS: no LION#: DATE OF COUNT: 10/31/2017 @ REF MARKER: JURIS: City BIN: 1061760 NOTES LANE 1: WB travel lane ADDL DATA: Class Speed CC Stn: RR CROSSING: NOTES LANE 2: WB passing lane COUNT TYPE: AXLE PAIRS BATCH ID: DOT-R03C44aTST5195HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: TBW PROCESSED BY: ORG CODE: DOT INITIALS: SJK 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH DATE DAY AM PM TOTAL COUNT HOUR 31 T 664 716 691 660 662 846 883 816 446 357 386 197 97 50 1 W 38 21 14 23 70 167 389 605 630 585 597 625 666 566 653 761 839 961 580 382 289 160 100 60 9781 961 17 2 T 38 23 18 28 62 176 399 582 607 455 3 F AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 38 22 16 26 66 172 394 594 618 520 630 670 678 613 658 804 861 888 513 370 338 178 98 55 9820 DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor 2 48 2 48 888 9% 1.000 1.035 AADT 9488 ROUTE #:NY 31 ROAD NAME: FROM: RT 481 UNDER TO: EUCLID MORGAN RD COUNTY: Onondaga STATION: 330076 STATE DIR CODE: 2 PLACEMENT: 1,116' West of Morgan Rd DATE OF COUNT: 10/31/2017 STATION: 330227 New York State Department of Transportation Page 1 of 2 Traffic Count Hourly Report ROUTE #: NY 31 ROAD NAME: FROM: EUCLID MORGAN RD TO: RT 11 CICERO COUNTY: Onondaga DIRECTION: Eastbound FACTOR GROUP: 40 REC. SERIAL #: CF48 FUNC. CLASS: 14 TOWN: STATE DIR CODE: 6 WK OF YR: 43 PLACEMENT: 240' W of Weller Canning St. NHS: no LION#: DATE OF COUNT: 10/17/2016 @ REF MARKER: JURIS: City BIN: 1021950 NOTES LANE 1: EB travel lane ADDL DATA: Class Speed CC Stn: RR CROSSING: 508347S COUNT TYPE: VEHICLES BATCH ID: DOT-R03C43aTST5195HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: TBW PROCESSED BY: ORG CODE: DOT INITIALS: SJW 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH DATE DAY AM PM TOTAL COUNT HOUR 1 S 2 S 3 M 4 T 5 W 6 T 7 F 8 S 9 S 10 M 11 T 12 W 13 T 14 F 15 S 16 S 17 M 257 276 305 277 327 362 396 490 417 330 237 233 172 57 39 18 T 17 16 14 13 27 70 161 327 295 291 300 355 387 336 394 389 469 461 345 281 242 147 65 40 5442 469 16 19 W 20 15 13 10 19 73 173 346 279 250 294 348 375 413 368 429 472 480 394 295 283 140 72 56 5617 480 17 20 T 25 9 13 13 26 74 174 288 285 21 F 22 S 23 S 24 M 25 T 26 W 27 T 28 F 29 S 30 S 31 M AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 21 13 13 12 24 72 169 320 286 266 290 336 346 359 375 405 477 453 356 271 253 153 65 45 5380 DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor 3 72 3 72 477 9% 1.000 1.039 AADT 5178 ROUTE #:NY 31 ROAD NAME: FROM: EUCLID MORGAN RD TO: RT 11 CICERO COUNTY: Onondaga STATION: 330227 STATE DIR CODE: 6 PLACEMENT: 240' W of Weller Canning St. DATE OF COUNT: 10/17/2016 STATION: 330227 New York State Department of Transportation Page 2 of 2 Traffic Count Hourly Report ROUTE #: NY 31 ROAD NAME: FROM: EUCLID MORGAN RD TO: RT 11 CICERO COUNTY: Onondaga DIRECTION: Westbound FACTOR GROUP: 40 REC. SERIAL #: CF48 FUNC. CLASS: 14 TOWN: STATE DIR CODE: 7 WK OF YR: 43 PLACEMENT: 240' W of Weller Canning St. NHS: no LION#: DATE OF COUNT: 10/17/2016 @ REF MARKER: JURIS: City BIN: 1021950 NOTES LANE 1: WB travel lane ADDL DATA: Class Speed CC Stn: RR CROSSING: 508347S COUNT TYPE: VEHICLES BATCH ID: DOT-R03C43aTST5195HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: TBW PROCESSED BY: ORG CODE: DOT INITIALS: SJW 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH DATE DAY AM PM TOTAL COUNT HOUR 1 S 2 S 3 M 4 T 5 W 6 T 7 F 8 S 9 S 10 M 11 T 12 W 13 T 14 F 15 S 16 S 17 M 293 306 297 357 319 369 387 498 442 328 228 143 82 73 40 18 T 20 14 9 18 36 93 245 354 360 277 305 364 343 363 347 442 487 518 356 235 170 82 80 30 5548 518 17 19 W 10 15 10 19 33 94 220 350 314 309 357 337 319 335 374 457 440 509 387 280 174 107 67 36 5553 509 17 20 T 13 16 15 20 43 99 222 343 283 21 F 22 S 23 S 24 M 25 T 26 W 27 T 28 F 29 S 30 S 31 M AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 14 15 11 19 37 95 229 349 319 293 323 333 340 339 363 429 475 490 357 248 162 90 73 35 5438 DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor 4 72 4 72 490 9% 1.000 1.039 AADT 5234 ROUTE #:NY 31 ROAD NAME: FROM: EUCLID MORGAN RD TO: RT 11 CICERO COUNTY: Onondaga STATION: 330227 STATE DIR CODE: 7 PLACEMENT: 240' W of Weller Canning St. DATE OF COUNT: 10/17/2016 STATION: 330229 New York State Department of Transportation Page 1 of 2 Traffic Count Hourly Report ROUTE #: NY 31 ROAD NAME: FROM: RT 11 CICERO TO: JCT RT 81I COUNTY: Onondaga DIRECTION: Eastbound FACTOR GROUP: 30 REC. SERIAL #: CG35 FUNC. CLASS: 14 TOWN: STATE DIR CODE: 1 WK OF YR: 46 PLACEMENT: 193' E of Rt. 11 NHS: no LION#: DATE OF COUNT: 11/07/2016 @ REF MARKER: JURIS: City BIN: NOTES LANE 0: EB travel land passing lanes ADDL DATA: CC Stn: RR CROSSING: COUNT TYPE: AXLE PAIRS BATCH ID: DOT-DOTR03V46aTST5195 HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: TW PROCESSED BY: ORG CODE: DOT INITIALS: JAB 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH DATE DAY AM PM TOTAL COUNT HOUR 1 T 2 W 3 T 4 F 5 S 6 S 7 M 1047 1155 1110 1171 1300 1449 1412 988 793 586 351 213 156 8 T 71 41 32 34 75 184 704 1144 928 987 1026 1138 1276 1158 1193 1301 1467 1632 1082 815 520 400 189 108 17505 1632 17 9 W 63 33 30 28 63 182 538 1119 898 749 870 865 1003 1079 1151 1178 1324 1496 945 748 552 419 236 116 15685 1496 17 10 T 57 36 36 33 54 183 455 1099 779 771 774 11 F 12 S 13 S 14 M 15 T 16 W 17 T 18 F 19 S 20 S 21 M 22 T 23 W 24 T 25 F 26 S 27 S 28 M 29 T 30 W AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 62 36 32 31 62 177 548 1086 841 810 862 985 1110 1081 1136 1221 1369 1466 974 761 536 378 206 123 15893 DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED (one way) Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor 4 72 4 72 1466 9% 0.969 1.017 AADT 15627 ROUTE #:NY 31 ROAD NAME: FROM: RT 11 CICERO TO: JCT RT 81I COUNTY: Onondaga STATION: 330229 STATE DIR CODE: 1 PLACEMENT: 193' E of Rt. 11 DATE OF COUNT: 11/07/2016 STATION: 330229 New York State Department of Transportation Page 2 of 2 Traffic Count Hourly Report ROUTE #: NY 31 ROAD NAME: FROM: RT 11 CICERO TO: JCT RT 81I COUNTY: Onondaga DIRECTION: Westbound FACTOR GROUP: 30 REC. SERIAL #: CG41 FUNC. CLASS: 14 TOWN: STATE DIR CODE: 2 WK OF YR: 46 PLACEMENT: 193' E of Rt. 11 NHS: no LION#: DATE OF COUNT: 11/07/2016 @ REF MARKER: JURIS: City BIN: NOTES LANE 0: WB travel and passing lanes ADDL DATA: CC Stn: RR CROSSING: COUNT TYPE: AXLE PAIRS BATCH ID: DOT-DOTR03V46aTST5195 HPMS SAMPLE: COUNT TAKEN BY: ORG CODE: TST INITIALS: TBW PROCESSED BY: ORG CODE: DOT INITIALS: JAB 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO TO DAILY DAILY 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 DAILY HIGH HIGH DATE DAY AM PM TOTAL COUNT HOUR 1 T 2 W 3 T 4 F 5 S 6 S 7 M 789 891 774 932 1003 1007 1102 771 425 295 199 132 67 8 T 37 28 18 24 78 176 582 769 836 860 883 943 867 871 996 1117 1139 1194 837 470 285 204 146 77 13437 1194 17 9 W 35 39 23 32 50 160 377 600 686 731 728 754 892 793 937 1058 1027 1090 728 478 315 353 143 79 12108 1090 17 10 T 33 16 25 31 61 129 369 669 743 733 789 11 F 12 S 13 S 14 M 15 T 16 W 17 T 18 F 19 S 20 S 21 M 22 T 23 W 24 T 25 F 26 S 27 S 28 M 29 T 30 W AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT 34 27 21 28 61 150 429 658 732 751 775 803 856 788 925 1026 1025 1094 755 444 289 244 136 72 12123 DAYS HOURS WEEKDAYS WEEKDAY AVERAGE WEEKDAY Axle Adj. Seasonal/Weekday ESTIMATED (one way) Counted Counted Counted Hours High Hour % of day Factor Adjustment Factor 4 72 4 72 1094 9% 0.969 1.017 AADT 11920 ROUTE #:NY 31 ROAD NAME: FROM: RT 11 CICERO TO: JCT RT 81I COUNTY: Onondaga STATION: 330229 STATE DIR CODE: 2 PLACEMENT: 193' E of Rt. 11 DATE OF COUNT: 11/07/2016 WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX B MISCELLANEOUS CALCULATIONS & SUPPORTING DOCUMENTS Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 0 0 10 5 4 1 4 1 4 1 10 5 4 1 4 1 1 80 45 1 2 100 73 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 0 50 20 20 30 40 25 20 3 100 73 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 100 73 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 0 4 3.5 3.5 4 4 3.5 3.5 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 0 2 2.5 2.5 2 2 2.5 2.5 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED Off Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED On Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED On Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 48 14 18 20 28 17 15 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 67 18 15 26 41 18 15 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 67 18 15 20 47 18 15 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable Off On On On On On On On 4 Coor 0 67 18 15 26 41 18 15 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off On On On On On On On 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3235 31 @ SOULE 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 4 1 10 5 0 0 4 1 0 0 10 5 0 0 0 0 1 80 5 2 100 78 2 1 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 20 45 0 30 0 45 0 0 3 100 78 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 100 78 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 4.5 4.5 0 4 0 4.5 0 0 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 2 2 0 2 0 2 0 0 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED Off Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED Off Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 18 32 0 30 0 50 0 30 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 20 40 0 40 0 60 0 40 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 15 60 0 25 0 75 0 25 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On Off On Off On Off Off 4 Coor 20 40 0 40 0 60 0 40 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off Off Off On Off Off 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3236 31 @ 481 NB 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 0 0 10 0 4 1 4 1 0 0 10 0 0 0 0 0 1 80 13 1 2 100 84 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 0 45 20 25 0 45 0 0 3 100 70 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 100 84 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 0 4 4 3.5 0 4 0 0 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 0 1.5 1.5 2 0 1.5 0 0 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED Off Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED On Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED Off Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED Off Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 48 14 18 0 48 14 18 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 6 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 50 20 30 0 50 20 30 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 6 NON NON NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 60 15 25 0 60 15 25 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 6 NON NON NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable Off On On On Off On Off Off 4 Coor 0 50 20 30 0 50 20 30 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 6 NON NON NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off Off Off On Off Off 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3252 31 @ MARKETFAIR 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 4 2 10 5 4 2 4 1 0 0 10 5 0 0 0 0 1 80 68 1 2 100 98 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 36 45 20 15 0 45 0 0 3 100 78 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 100 98 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 4 4 3 3.5 0 4 0 0 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 2 2.5 2.5 2 0 2.5 0 0 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 0 0 7 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 23 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED On Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED Off Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED Off Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 22 31 14 13 0 53 14 13 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 35 33 20 12 0 68 20 12 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 41 28 20 11 0 69 20 11 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On On On Off On Off Off 4 Coor 35 33 20 12 0 68 20 12 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk ON Min Recall Off Off Off Off Off Off Off Off 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off Off Off On Off Off 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3237 31 @ GN MALL WEST 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 4 2 10 5 0 0 4 2 0 0 10 5 0 0 4 2 1 80 1 2 100 13 2 1 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 20 50 0 35 0 50 0 35 3 100 13 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 100 13 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 4 4.5 0 4 0 4.5 0 4 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 2 2 0 2 0 2 0 2 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED Off Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 15 40 0 25 0 55 0 25 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 19 50 0 31 0 69 0 31 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 20 50 0 30 0 70 0 30 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On Off On Off On Off On 4 Coor 19 50 0 31 0 69 0 31 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off On Off Off Off On Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3238 31 @ GN MALL EAST 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 4 2 15 4 4 2 6 4 4 2 15 4 4 2 6 4 1 0 2 0 0 0 1 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 16 27 15 23 16 27 15 23 3 0 0 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 0 0 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 4.5 4.5 5 5.5 4 4.5 5.5 5 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 3 2.5 2.5 3 3.5 3 3 2.5 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 7 0 0 0 0 0 7 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 15 0 0 0 0 0 28 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED On Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED On Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 0 0 0 0 0 0 0 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 0 0 0 0 0 0 0 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 0 0 0 0 0 0 0 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On On On On On On On 4 Coor 0 0 0 0 0 0 0 0 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3034 31 @ MORGAN 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/12/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 6 2 15 6 0 0 10 3 6 2 15 6 0 0 10 1 0 3 2 0 0 0 1 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 15 45 0 40 15 45 0 40 3 0 0 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 0 0 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 4 4 0 4 4 4 0 4 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 2 2 0 2 2 2 0 2 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 0 0 0 0 0 0 0 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 0 0 0 0 0 0 0 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 0 0 0 0 0 0 0 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On Off On On On Off On 4 Coor 0 0 0 0 0 0 0 0 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off Off Off Off Off Off Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3121 31 @ HENRY CLAY 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/13/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 0 0 30 5 0 0 7 3 0 0 30 5 0 0 7 3 1 0 2 0 0 0 1 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 0 30 0 20 0 30 0 20 3 0 0 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 0 0 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 0 4 0 3.5 0 4 0 3.5 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 0 1.5 0 1.5 0 1.5 0 1.5 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED Off Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED Off Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 0 0 0 0 0 0 0 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 0 0 0 0 0 0 0 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 0 0 0 0 0 0 0 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable Off On Off On Off On Off On 4 Coor 0 0 0 0 0 0 0 0 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash PH OVER Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3226 31 @ CAUGHDENOY 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 4 2 10 5 0 0 6 3 4 2 10 5 0 0 6 3 1 0 2 0 0 0 1 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 20 40 0 30 20 40 0 30 3 0 0 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 0 0 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 3.5 4 0 3.5 3.5 4 0 3.5 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 2 1.5 0 2 2 1.5 0 2 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 0 0 0 0 0 0 0 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 0 0 0 0 0 0 0 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 0 0 0 0 0 0 0 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On Off On On On Off On 4 Coor 0 0 0 0 0 0 0 0 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off On Off Off Off On Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash PH OVER Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 3 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3309 31 @ LAWTON 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/15/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 8 2 12 2 4 1 8 2 4 1 12 2 4 1.5 8 2 1 110 11 1 2 0 0 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 40 40 20 40 40 40 20 40 3 0 0 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 0 0 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 3.5 3.5 3.5 3.5 3.5 3.5 3 3.5 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 2 2.5 2.5 2.5 2 2.5 2.5 2.5 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 7 0 7 0 7 0 7 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 25 0 27 0 25 0 26 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED On Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED On Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 35 40 14 21 14 61 16 19 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 35 32 15 40 10 32 22 40 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 6 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 30 32 10 34 10 53 11 34 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On On On On On On On 4 Coor 30 32 10 34 10 53 11 34 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk ON Min Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off Off Off Off Off Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3007 11 @ 31 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/12/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 4 2 12 3 4 2 4 1.5 0 0 12 3 0 0 0 0 1 110 97 1 2 110 8 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 USER Max 1 36 50 35 25 0 80 0 0 3 90 84 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 90 84 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 3.5 3.5 3.5 4 0 3.5 0 0 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 1.5 1.5 1.5 1 0 1.5 0 0 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED On Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED On Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED Off Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED Off Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 19 36 36 19 0 91 0 19 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 1 MAX NON NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 13 50 28 19 0 91 0 19 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 1 MAX NON NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 16 35 19 20 0 70 0 20 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable On On On On Off On Off Off 4 Coor 16 35 19 20 0 70 0 20 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall On On On Off Off On Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off Off Off On Off Off 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode USER Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3181 81 SB @ 31 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 0 0 12 3 0 0 0 0 4 1 12 3 0 0 6 1 1 110 87 1 2 110 87 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 0 75 0 0 25 50 0 45 3 90 12 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 90 12 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 0 3.5 0 0 3 3.5 0 4 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 0 2 0 0 2 2 0 2 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED Off Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED Off Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 75 0 35 24 51 0 35 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 66 0 44 31 35 0 44 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 60 0 30 23 37 0 30 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable Off On Off Off On On Off On 4 Coor 0 60 0 30 23 37 0 30 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 2 NON MAX NON NON NON MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off On Off Off On Off Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off Off Off On Off Off 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3182 81 NB @ 31 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] 1 2 3 4 5 6 7 8 Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext 0 0 12 0 0 0 4 2 4 0 12 0 0 0 4 2 1 90 0 2 90 0 1 2 1 13 0 1 14 0 0 13 1 25 0 0 14 1 26 0 0 0 0 0 1 37 0 1 38 0 0 0 0 0 1 1 STD8 Max 1 0 40 0 30 25 40 0 30 3 90 0 3 1 15 0 0 15 1 27 0 0 0 1 39 0 0 0 1 Max 2 0 0 0 0 0 0 0 0 4 90 0 4 1 16 0 0 16 1 28 0 0 0 1 40 0 0 0 1 Ring/Startup [1.1.4] Yel Clearance 0 3.5 0 3.5 2 3.5 0 3.5 5 0 0 5 1 17 0 0 17 1 29 0 0 0 1 41 0 0 0 1 Phs Ring Start Enable Red Clearance 0 2 0 2 0 2 0 2 6 0 0 6 1 18 0 0 18 1 30 0 0 0 1 42 0 0 0 1 1 1 RED Off Walk 0 0 0 0 0 0 0 0 7 0 0 7 1 19 0 0 19 1 31 0 0 0 1 43 0 0 0 1 2 1 RED On Ped Clearance 0 0 0 0 0 0 0 0 8 0 0 8 1 20 0 0 20 1 32 0 0 0 1 44 0 0 0 1 3 1 RED Off Red Revert 0 0 0 0 0 0 0 0 9 0 0 9 1 21 0 0 21 1 33 0 0 0 1 45 0 0 0 1 4 1 RED On Add Initial 0 0 0 0 0 0 0 0 10 0 0 10 1 22 0 0 22 1 34 0 0 0 1 46 0 0 0 1 5 2 RED On Max Initial 0 0 0 0 0 0 0 0 11 0 0 11 1 23 0 0 23 1 35 0 0 0 1 47 0 0 0 1 6 2 RED On Time B4 Reduct 0 0 0 0 0 0 0 0 12 0 0 12 1 24 0 0 24 1 36 0 0 0 1 48 0 0 0 1 7 2 RED Off Cars B4 Reduct 0 0 0 0 0 0 0 0 Split 1 2 3 4 5 6 7 8 Split 1 2 3 4 5 6 7 8 8 2 RED On Time To Reduce 0 0 0 0 0 0 0 0 1 Coor 0 61 0 29 6 55 0 29 13 Coor 0 0 0 0 0 0 0 0 Coord Modes [2.1] Reduce By 0 0 0 0 0 0 0 0 6 NON MAX NON NON MAX MAX NON NON NON NON NON NON NON NON NON NON Test OpMode 0 Min Gap 0 0 0 0 0 0 0 0 2 Coor 0 70 0 20 16 54 0 20 14 Coor 0 0 0 0 0 0 0 0 Correction SHRT/LNG DyMaxLim 0 0 0 0 0 0 0 0 6 NON MAX NON NON MAX MAX NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step 0 0 0 0 0 0 0 0 3 Coor 0 68 0 22 6 62 0 22 15 Coor 0 0 0 0 0 0 0 0 Force-Off FLOAT Options [1.1.2] 1 2 3 4 5 6 7 8 6 NON MAX NON NON MAX MAX NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable Off On Off On On On Off On 4 Coor 0 68 0 22 6 62 0 22 16 Coor 0 0 0 0 0 0 0 0 Stop-in-Walk OFF Min Recall Off Off Off Off Off Off Off Off 6 NON MAX NON NON MAX MAX NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall Off On Off Off Off On Off Off 5 Coor 0 0 0 0 0 0 0 0 17 Coor 0 0 0 0 0 0 0 0 Expand Splt OFF Ped Recall Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall Off On Off Off Off On Off Off 6 Coor 0 0 0 0 0 0 0 0 18 Coor 0 0 0 0 0 0 0 0 Before TIMED Lock Calls Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry Off Off Off Off Off Off Off Off 7 Coor 0 0 0 0 0 0 0 0 19 Coor 0 0 0 0 0 0 0 0 Auto Flash [1.4.1] Auto Flash Exit Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash CHANNEL Dual Entry Off On Off On Off On Off On 8 Coor 0 0 0 0 0 0 0 0 20 Coor 0 0 0 0 0 0 0 0 Flash Yel 45 Enable Simul Gap On On On On On On On On NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red 0 Gaurantee Passage Off Off Off Off Off Off Off Off 9 Coor 0 0 0 0 0 0 0 0 21 Coor 0 0 0 0 0 0 0 0 Unit Params [1.2.1] Rest In Walk Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service Off Off Off Off Off Off Off Off 10 Coor 0 0 0 0 0 0 0 0 22 Coor 0 0 0 0 0 0 0 0 IO Mode USER Non-Actuated 1 Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start RED Non-Actuated 2 Off Off Off Off Off Off Off Off 11 Coor 0 0 0 0 0 0 0 0 23 Coor 0 0 0 0 0 0 0 0 Start Flash(s) 0 Add Init Calc Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) 6 Options+ [1.1.3] 1 2 3 4 5 6 7 8 12 Coor 0 0 0 0 0 0 0 0 24 Coor 0 0 0 0 0 0 0 0 Yellow < 3" OFF Reservice Off Off Off Off Off Off Off Off NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time 20 PedClr Thru Yel Off Off Off Off Off Off Off Off Page# Red Revert 3 Skip Red No Call Off Off Off Off Off Off Off Off 1 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout 0 Red Rest Off Off Off Off Off Off Off Off 1A&1B 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile 0 Max II Off Off Off Off Off Off Off Off 2 Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq 1 Call Phase 0 0 0 0 0 0 0 0 3 Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase 0 0 0 0 0 0 0 0 4 Preemption and Alternate Phase Time and Phase Options SDLC Retry 0 Omit Yellow 0 0 0 0 0 0 0 0 5 Annual Schedule TS2 Det Faults ON Ped Delay Off Off Off Off Off Off Off Off 6 Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear OFF Grn/Ped Delay 0 0 0 0 0 0 0 0 7 Communications; Secutiry; I/O Setup SDLC Retry 0 ID: 3260 31 @ LAKESHORE SPUR 8 Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param 08/14/19 Page 1 SMTC Regional Travel Demand Model (v5.0) – Select Link Analysis for Project Eagle Site 2050 AM Peak Hour Select Link Analysis *This map is for planning purposes only. The SMTC does not guarantee the accuracy or completeness of this data. Prepared by SMTC on 3/12/2021 SMTC Regional Travel Demand Model (v5.0) – Select Link Analysis for Project Eagle Site 2050 PM Peak Hour Select Link Analysis *This map is for planning purposes only. The SMTC does not guarantee the accuracy or completeness of this data. Prepared by SMTC on 3/12/2021 SMTC Regional Travel Demand Model (v5.0) – Select Link Analysis for Project Eagle Site 2050 Daily (24hr) Select Link Analysis *This map is for planning purposes only. The SMTC does not guarantee the accuracy or completeness of this data. Prepared by SMTC on 3/12/2021 TRIP GENERATION RATES for White Pine Total Employees = 4000 Number of Shifts = 3 Shift Employees = 2666 Number of employees assume two shift change at once Manufacturing (ITE‐140, Employees) AVG RATE FORMULA DISTRIBUTION 50% 50% OUT IN Morning Trips = 0.37 50% 50% Evening Trips = 0.33 50% 50% MORNING PEAK HOUR EVENING PEAK HOUR White Pine Development IN OUT TOTAL IN OUT TOTAL Manufacturing ‐ Code 140 493 493 986 440 440 880 140 Manufacturing A manufacturing facility is an area where the primary activity is the conversion of raw materials or parts into finished products. Size and type of activity may vary substantially from one facility to another. In addition to the actual production of goods, manufacturing facilities generally also have office, warehouse, research, and associated functions. Note: Trip generation rates obtained from ITE Trip Generation Manual 10th Edition, 2017 TRIP GENERATION RATES for Pizzeria Uno ITE Code 932 High Turnover Sitdown Restaurant Square Footage 6400 AVG RATE FORMULA DISTRIBUTION Morning Trips = 0 0% 0% OUT IN Evening Trips = 9.77 62% 38% MORNING PEAK HOUR EVENING PEAK HOUR IN OUT TOTAL IN OUT TOTAL High Turnover Sitdown Restaurant 0 0 0 39 24 63 Less Passby Trips PM 43% 0 0 0 ‐17 ‐10 ‐27 Total New Trips 22 14 36 *Restaurant not open in the morning TRIP GENERATION RATES for Chick‐fil‐a ITE Code 934 Fast Food Restaurant with Drive Thru Square Footage 5000 AVG RATE FORMULA DISTRIBUTION Morning Trips = 40.19 51% 49% OUT IN Evening Trips = 32.67 52% 48% MORNING PEAK HOUR EVENING PEAK HOUR IN OUT TOTAL IN OUT TOTAL Fast Food Restaurant with Drive Thru 102 99 201 85 78 163 Less Passby Trips AM 49%, PM 50% ‐50 ‐49 ‐99 ‐42 ‐39 ‐82 New Trips 52 50 102 43 39 82 Less Pizzeria Uno Trips ‐22 ‐14 ‐36 Total New Trips 52 50 102 21 25 46 Note: Trip generation rates obtained from ITE Trip Generation Manual 10th Edition, 2017 TRIP GENERATION RATES for Brewerton ITE Code 252 ‐ Senior Adult Housing Residents = 60 AVG RATE FORMULA DISTRIBUTION 50% 50% OUT IN Morning Trips = 0.2 35% 65% Evening Trips = 0.26 50% 50% MORNING PEAK HOUR EVENING PEAK HOUR IN OUT TOTAL IN OUT TOTAL Brewerton Trip Generation 4 8 12 8 8 16 140 Manufacturing A manufacturing facility is an area where the primary activity is the conversion of raw materials or parts into finished products. Size and type of activity may vary substantially from one facility to another. In addition to the actual production of goods, manufacturing facilities generally also have office, warehouse, research, and associated functions. Note: Trip generation rates obtained from ITE Trip Generation Manual 10th Edition, 2017 NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N 3 (2) 2 (1) 2 (1) 15 (6) 12 (6) 12 (5) 5 (2) 12 (5) 12 (5) NYS ROUTE 31 15 (7) 3 (1) 12 (6) 2 (1) 2 (1) 20 (5) 12 (6) 12 (6) 12 (6) 5 (2) 5 (2) 8 (4) 3 (1) 3 (1) 5 (3) 3 (1) WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP CAUGHDENOY RD PLAZA LAKESHORE LEGIONAIRE DR ENTRANCE 2 ENTRANCE 1 SPUR RD US ROUTE 11 P ON-RAM I-81 SB OFF-RAM I-81 NB RD P ORE ESH LAK NYS ROUTE 31 ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL ER D LEGEND CA UG AM (PM) HD E NO Y PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 CHICK-FIL-A DEVELOPMENT TRIPS P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/22/2021 SCALE: N.T.S. APPENDIX NYS ROUTE 481 SB OFF-RAMP NYS ROUTE 481 NB ON-RAMP HENRY CLAY MALL WEST MORGAN RD MALL EAST BLVD N WATER BOARD LN ON-RAMP / SOULE RD NYS ROUTE 481 SB MARKETFAIR FURNITURE NYS ROUTE 481 LAZYBOY NB OFF-RAMP CAUGHDENOY RD PLAZA LAKESHORE LEGIONAIRE DR ENTRANCE 2 ENTRANCE 1 SPUR RD US ROUTE 11 P ON-RAM I-81 SB OFF-RAM I-81 NB RD P ORE ESH 6 (6) LAK NYS ROUTE 31 3 (6) ON-RAMP OFF-RAMP I-81 SB LAWTON RD I-81 NB MA PL ER D LEGEND CA UG AM (PM) HD E NO Y PROJECT LIMITS RD NYS RT 481 NB WHITE PINE COMMERCE PARK ONONDAGA COUNTY INDUSTRIAL DEVELOPMENT AGENCY 19 British American Blvd. W, Latham NY 12110 BREWERTON RD DEVELOPMENT TRIPS P: 518-782-0882| F: 518-782-0973| jmt.com PROJ No.:20-03861 DATE: 4/27/2021 SCALE: N.T.S. APPENDIX WHITE PINE COMMERCE PARK Traffic Signal Warrant Analysis TRAFFIC SIGNAL WARRANT ANALYSIS NYS Route 31/ Entrance #2 Entrance #2 for White Pine Commerce will be located along NYS Route 31 to the east of Caughdenoy Road and to the west of Legionnaire Drive/Barcaldine Drive. NYS Route 31 at Entrance #2 is one through lane in each direction with turn lanes. The site access road will have one left lane and one right turn lane egressing from the site. The speed limit along NYS Route 31 in this area is 45mph. Traffic volumes were generated for the development for Year 2024. Volumes along NYS Route 31 were taken from a 72-hour short term count conducted by the NYSDOT near Weller Canter Street which was found to be the closest location to the site. This was used to determine volumes for the non-peak periods. Site traffic volumes were generated in the following manner: • The AM and PM peak hour volumes from the ITE Trip Generation Manual 10th edition were utilized for the exiting volumes plus the reverse volumes to reflect one shift entering and one shift exiting. • The number of turns from the site access in and out will remain consistent during all 24 hours (54% left turns, 27% right turns out; 44% right turns in and 35% left turns in) • The PM peak hour volumes will be used for the 2nd shift exit volumes. • The hour closest to the peak hour for exiting traffic will have approximately 75% of the peak hour traffic. • The remaining 18 hours will have the same number of vehicles exiting and entering. This is calculated in the following manner: Table A1. Signal Warrant Trip Distribution In Out Left Right Left Right ADT vehicles/day 1,729 2,174 2,420 1,334 Peak Hour Volumes (3 hours) 479 606 743 370 Shoulder Hour Volumes (3 hours) 359 454 557 278 Other 18 hours/hr. 50 62 62 38 • ADT 4,000 x 2.47= 9,880; 50% Enter= 4,940 & 50% Exit = 4,940 • 35% Lefts in x 4,940= 1,729; 44% Rights in x 4,940 = 2,174; 54% Lefts out x 4,940 = 2,420; 27% Rights out x 4,940= 1,334 • Peak hour volumes based on ITE rates for AM and PM. Same numbers used for night shift. • Shoulder hours = 0.75 x peak hour volumes • Other 18 hours = ADT-Peak Hour volumes – shoulder hour volumes / 18 Page 1 WHITE PINE COMMERCE PARK Traffic Signal Warrant Analysis Based on the projected data a signal is warranted at this intersection. The projected count data and the warrant analysis worksheets are included in the Appendix B. Table A2. Signal Warrant for NYS Route 31 at Entrance 2 Warrant Number of Hours/Condition Warrant Met #1 – Eight Hour Volume Condition A -4 hrs; Condition B 12 hrs Yes #2 – Four-Hour Volume >4 Yes #3 – Peak Hour >1 Yes #4 – Pedestrian Volume Assume pedestrian volume is low. No #5 – School Crossing N/A N/A #6 – Coordinated Signal System N/A N/A #7 – Crash Experience N/A N/A #8 – Roadway Network Site Access Road not a major street No #9 – Intersection Near at Grade Crossing N/A N/A New York State Route 481 Off Ramp/ Caughdenoy Road/Maple Road Caughdenoy Road forms both the north and east leg of the intersection. The NYS RT 481 off ramp forms the south leg and Maple Road forms the west leg. The intersection is unusual in the fact the higher volumes are on the stop-controlled street which is the New York State 481 off ramp and Caughdenoy Road southbound. The speed limit on Maple Road is 35 mph. Maple Road and Caughdenoy Road to the east are single lane approaches. The other two approaches have separate right turn lanes. Traffic volumes for this intersection were limited to using a previous two-hour count. The analysis was conducted by conservatively assuming the same volumes in the AM peak hour would occur for two consecutive hours to evaluate the four-hour warrant. The volumes were evaluated for existing and Year 2024 conditions assuming the higher volumes roadways are the major street. The analysis showed that for the existing or Year 2024 condition the intersection does not meet Warrant 2. There have been several collisions at the intersection. In the last three years where data is available from September 2016 to September 2019 the most correctable crashes in one year was three. Most of the crashes involve vehicles from the NYS Route 481 off ramp with Maple Road eastbound traffic. Possible solution to address the crash issue could include installing stop ahead signs and rumble strips on the ramp. On Maple Road alternatives could include adding an intersection warning sign and proving traverse marking to slow traffic as they approach the intersection. Ultimately the best solution would be a roundabout at this location. Page 2 WHITE PINE COMMERCE PARK Traffic Signal Warrant Analysis Table 1. Signal Warrant for New York State Route 481 Off Ramp/ Caughdenoy Road/Maple Road Warrant Number of Hours/Condition Warrant Met #1 – Eight Hour Volume Condition A -2 hrs; Condition B 1 hrs No #2 – Four-Hour Volume >4 No #3 – Peak Hour >1 No #4 – Pedestrian Volume Assume pedestrian volume is low. No #5 – School Crossing N/A N/A #6 – Coordinated Signal System N/A N/A #7 – Crash Experience N/A N/A #8 – Roadway Network Site Access Road not a major street No #9 – Intersection Near at Grade Crossing N/A N/A Page 3 MUTCD Signal Warrant 1: Eight-Hour Vehicular Volumes 2024 Rte 31 & Site Entrance Table 4C-1. Warrant 1, Eight-Hour Vehicular Volume Condition A - Minimum Vehicular Volume Vehicles per hour on Number of lanes for Vehicles per hour on higher-volume moving traffic major street minor-street approach on each approach (total of both approaches) (one direction only) Major Street Minor Street 100%a 80%b 70%c 56%d 100%a 80%b 70%c 56%d 1 1 500 400 350 280 150 120 105 84 2 or more 1 600 480 420 336 150 120 105 84 2 or more 2 or more 600 480 420 336 200 160 140 112 1 2 or more 500 400 350 280 200 160 140 112 Condition B - Interruption of Continuous Traffic Vehicles per hour on Number of lanes for Vehicles per hour on higher-volume moving traffic major street minor-street approach on each approach (total of both approaches) (one direction only) Major Street Minor Street 100%a 80%b 70%c 56%d 100%a 80%b 70%c 56%d 1 1 750 600 525 420 75 60 53 42 2 or more 1 900 720 630 504 75 60 53 42 2 or more 2 or more 900 720 630 504 100 80 70 56 1 2 or more 750 600 525 420 100 80 70 56 a Basic minimum hourly volume. b Used for combination of Conditions A and B after adequate trial of other remedial measures. c May be used when the major street speed exceeds 70 km/h (40 mph) or in an isolated community with a population of less than 10,000. Evaluation of 70% Criteria for Either Condition A or Condition B: Evaluation of Condition A: Evaluation of Condition B: Major Minor Major Minor Volume Volume Meets Volume Volume Meets Hour (350 req'd) (140 req'd) Warrant? Hour (525 req'd) (70 req'd) Warrant? 6:00-7:00 455 100 No 6:00-7:00 455 100 No 7:00-8:00 914 399 Yes 7:00-8:00 914 399 Yes 8:00-9:00 757 299 Yes 8:00-9:00 757 299 Yes 9:00-10:00 621 100 No 9:00-10:00 621 100 Yes 10:00-11:00 713 100 No 10:00-11:00 713 100 Yes 11:00-12:00 747 100 No 11:00-12:00 747 100 Yes 12:00-13:00 756 100 No 12:00-13:00 756 100 Yes 13:00-14:00 810 100 No 13:00-14:00 810 100 Yes 14:00-15:00 804 100 No 14:00-15:00 804 100 Yes 15:00-16:00 948 100 No 15:00-16:00 948 100 Yes 16:00-17:00 1106 357 Yes 16:00-17:00 1106 357 Yes 17:00-18:00 1126 267 Yes 17:00-18:00 1126 267 Yes 18:00-19:00 843 100 No 18:00-19:00 843 100 Yes 19:00-20:00 0 0 No 19:00-20:00 0 0 No 20:00-21:00 0 0 No 20:00-21:00 0 0 No 4 hours met - Condition A is Not Met 12 hours met - Condition B is Met Warrant 1 is Met Evaluation of 56% Criteria for Both Condition A & Condition B: Evaluation of Condition A: Evaluation of Condition B: Major Minor Major Minor Volume Volume Meets Volume Volume Meets Hour (280 req'd) (112 req'd) Warrant? Hour (420 req'd) (56 req'd) Warrant? 6:00-7:00 455 100 No 6:00-7:00 455 100 Yes 7:00-8:00 914 399 Yes 7:00-8:00 914 399 Yes 8:00-9:00 757 299 Yes 8:00-9:00 757 299 Yes 9:00-10:00 621 100 No 9:00-10:00 621 100 Yes 10:00-11:00 713 100 No 10:00-11:00 713 100 Yes 11:00-12:00 747 100 No 11:00-12:00 747 100 Yes 12:00-13:00 756 100 No 12:00-13:00 756 100 Yes 13:00-14:00 810 100 No 13:00-14:00 810 100 Yes 14:00-15:00 804 100 No 14:00-15:00 804 100 Yes 15:00-16:00 948 100 No 15:00-16:00 948 100 Yes 16:00-17:00 1106 357 Yes 16:00-17:00 1106 357 Yes 17:00-18:00 1126 267 Yes 17:00-18:00 1126 267 Yes 18:00-19:00 843 100 No 18:00-19:00 843 100 Yes 19:00-20:00 0 0 No 19:00-20:00 0 0 No 20:00-21:00 0 0 No 20:00-21:00 0 0 No 4 hours met - Condition A is Not Met 13 hours met - Condition B is Met MUTCD Signal Warrant 2: Four-Hour Volumes 2024 Rte 31 & Site Entrance Figure 4C-2. Warrant 2 - Four-Hour Vehicular Volume (70% Factor) (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET) 500 High Volume Approach - vph 400 Minor Street 300 200 100 *80 *60 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 Major Street - Total of Both Approaches - vph *Note: 80 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 60 vph applies as the lower threshold volume for a minor street approach with one lane. Required Major Street Minor Street Minor Street Total of Both High Volume High Volume Meets Hour Approaches Approach Approach Warrant? 1 6:00 - 7:00 455 100 189 No 2 7:00 - 8:00 914 399 80 Yes 3 8:00 - 9:00 757 299 89 Yes 4 9:00 - 10:00 621 100 125 No 5 10:00 - 11:00 713 100 97 Yes 6 11:00 - 12:00 747 100 91 Yes 7 12:00 - 13:00 756 100 89 Yes 8 13:00 - 14:00 810 100 80 Yes 9 14:00 - 15:00 804 100 80 Yes 10 15:00 - 16:00 948 100 80 Yes 11 16:00 - 17:00 1106 357 80 Yes 12 17:00 - 18:00 1126 267 80 Yes 13 18:00 - 19:00 843 100 80 Yes 14 19:00 - 20:00 0 0 No 15 20:00 - 21:00 0 0 No 16 Total Number of Hours Met = 11 Warrant 2 is Met MUTCD Signal Warrant 3, Condition B: Peak Hour Volume 2024 Rte 31 & Site Entrance Figure 4C-3. Warrant 3 - Peak Hour (COMMUNITY LESS THAN 10,000 POPULATION OR ABOVE 70 km/h (40 mph) ON MAJOR STREET) 700 High Volume Approach - vph 600 500 Minor Street 400 300 200 *100 100 *75 0 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 Major Street - Total of Both Approaches - vph *Note: 100 vph applies as the lower threshold volume for a minor street approach with two or more lanes and 75 vph applies as the lower threshold volume for a minor street approach with one lane. Required Major Street Minor Street Minor Street Total of Both High Volume High Volume Meets Hour Approaches Approach Approach Warrant? 1 6:00 - 7:00 455 100 310 No 2 7:00 - 8:00 914 399 132 Yes 3 8:00 - 9:00 757 299 179 Yes 4 9:00 - 10:00 621 100 232 No 5 10:00 - 11:00 713 100 195 No 6 11:00 - 12:00 747 100 182 No 7 12:00 - 13:00 756 100 179 No 8 13:00 - 14:00 810 100 160 No 9 14:00 - 15:00 804 100 161 No 10 15:00 - 16:00 948 100 123 No 11 16:00 - 17:00 1106 357 100 Yes 12 17:00 - 18:00 1126 267 100 Yes 13 18:00 - 19:00 843 100 151 No 14 19:00 - 20:00 0 0 No 15 20:00 - 21:00 0 0 No 16 Total Number of Hours Met = 4 Warrant 3, Condition B is Met This signal warrant shall be applied only in unusual cases. Such cases include, but are not limited to, office complexes, manufacturing plants, industrial complexes, or high-occupancy vehicle facilities that attract or discharge large numbers of vehicles over a short time. WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX C YEAR 2021 EXISTING CONDITION CAPACITY ANALYSIS OUTPUT HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 415 630 282 544 0 86 0 149 220 39 79 Future Volume (vph) 0 415 630 282 544 0 86 0 149 220 39 79 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3438 1568 3433 3374 1752 1553 1770 1863 1568 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3438 1568 3433 3374 0 1553 1770 1863 1568 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 437 663 297 573 0 91 0 157 232 41 83 RTOR Reduction (vph) 0 0 170 0 0 0 0 0 138 0 0 75 Lane Group Flow (vph) 0 437 493 297 573 0 91 0 19 232 41 8 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 5% 3% 2% 7% 2% 3% 2% 4% 2% 2% 3% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 26.4 40.8 8.8 41.2 14.4 8.8 26.8 6.4 6.4 Effective Green, g (s) 27.4 40.8 9.8 42.2 14.4 9.8 26.8 7.4 7.4 Actuated g/C Ratio 0.34 0.51 0.12 0.53 0.18 0.12 0.34 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1177 917 420 1779 315 190 592 172 145 v/s Ratio Prot 0.13 c0.10 c0.09 0.17 0.05 0.01 c0.13 0.02 v/s Ratio Perm 0.22 0.00 v/c Ratio 0.37 0.54 0.71 0.32 0.29 0.10 0.39 0.24 0.05 Uniform Delay, d1 19.8 13.2 33.7 10.8 28.4 31.2 20.4 33.7 33.1 Progression Factor 1.00 1.00 0.70 0.51 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.9 0.6 4.3 0.5 0.5 0.1 0.2 0.3 0.1 Delay (s) 20.7 13.8 27.9 5.9 28.9 31.3 20.5 33.9 33.2 Level of Service C B C A C C C C C Approach Delay (s) 16.6 13.4 30.4 25.0 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 18.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 67.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 1 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 125 650 0 0 537 146 291 0 42 0 0 0 Future Volume (vph) 125 650 0 0 537 146 291 0 42 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1719 3471 3438 1492 1603 1603 1455 Flt Permitted 0.38 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 689 3471 3438 1492 1603 1603 1455 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 132 684 0 0 565 154 306 0 44 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 63 0 0 37 0 0 0 Lane Group Flow (vph) 132 684 0 0 565 91 153 153 7 0 0 0 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 5% 4% 2% 1% 5% 6% 7% 0% 11% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 57.4 57.4 46.3 46.3 11.1 11.1 11.1 Effective Green, g (s) 57.4 58.4 47.3 47.3 12.1 12.1 12.1 Actuated g/C Ratio 0.72 0.73 0.59 0.59 0.15 0.15 0.15 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 566 2533 2032 882 242 242 220 v/s Ratio Prot 0.02 c0.20 0.16 c0.10 0.10 v/s Ratio Perm 0.15 0.06 0.00 v/c Ratio 0.23 0.27 0.28 0.10 0.63 0.63 0.03 Uniform Delay, d1 3.8 3.6 8.0 7.1 31.9 31.9 28.9 Progression Factor 0.86 0.73 0.71 0.29 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.2 0.3 0.2 3.9 3.9 0.0 Delay (s) 3.4 2.9 6.0 2.3 35.8 35.8 29.0 Level of Service A A A A D D C Approach Delay (s) 3.0 5.2 34.9 0.0 Approach LOS A A C A Intersection Summary HCM 2000 Control Delay 9.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.36 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 42.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 2 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 650 30 7 674 9 2 Future Volume (vph) 650 30 7 674 9 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.39 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 744 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 684 32 7 709 9 2 RTOR Reduction (vph) 0 7 0 0 0 2 Lane Group Flow (vph) 684 25 7 709 9 0 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 59.1 61.8 66.3 66.3 2.7 4.4 Effective Green, g (s) 59.1 61.8 66.3 66.3 2.7 4.4 Actuated g/C Ratio 0.74 0.77 0.83 0.83 0.03 0.06 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2666 1358 639 2991 60 199 v/s Ratio Prot c0.19 0.00 0.00 c0.20 c0.00 0.00 v/s Ratio Perm 0.01 0.01 0.00 v/c Ratio 0.26 0.02 0.01 0.24 0.15 0.00 Uniform Delay, d1 3.4 2.1 1.2 1.5 37.5 35.7 Progression Factor 0.15 0.02 0.57 0.48 1.00 1.00 Incremental Delay, d2 0.2 0.0 0.0 0.2 0.4 0.0 Delay (s) 0.7 0.0 0.7 0.9 38.0 35.7 Level of Service A A A A D D Approach Delay (s) 0.7 0.9 37.6 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 1.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.26 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 31.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 3 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 41 609 2 0 659 9 0 0 0 10 0 22 Future Volume (vph) 41 609 2 0 659 9 0 0 0 10 0 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3433 3404 3406 1583 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3433 3404 3406 1583 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 43 641 2 0 694 9 0 0 0 11 0 23 RTOR Reduction (vph) 0 0 0 0 0 2 0 0 0 0 0 0 Lane Group Flow (vph) 43 643 0 0 694 7 0 0 0 0 11 23 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 3.6 65.7 56.1 58.4 2.3 5.9 Effective Green, g (s) 4.6 66.7 57.1 60.4 3.3 7.9 Actuated g/C Ratio 0.06 0.83 0.71 0.75 0.04 0.10 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 2.0 2.0 Lane Grp Cap (vph) 197 2838 2431 1195 73 275 v/s Ratio Prot 0.01 c0.19 c0.20 0.00 c0.01 0.00 v/s Ratio Perm 0.00 0.00 v/c Ratio 0.22 0.23 0.29 0.01 0.15 0.08 Uniform Delay, d1 36.0 1.4 4.1 2.4 37.0 32.8 Progression Factor 1.29 0.25 0.31 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.3 0.0 0.3 0.0 Delay (s) 46.5 0.5 1.6 2.4 37.3 32.8 Level of Service D A A A D C Approach Delay (s) 3.4 1.6 0.0 34.3 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 3.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.30 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 30.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 4 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 10 541 68 28 594 10 56 0 50 2 0 18 Future Volume (vph) 10 541 68 28 594 10 56 0 50 2 0 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3363 1770 3399 1770 1583 1770 1583 Flt Permitted 0.37 1.00 0.41 1.00 0.76 1.00 0.72 1.00 Satd. Flow (perm) 693 3363 761 3399 1409 1583 1346 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 11 569 72 29 625 11 59 0 53 2 0 19 RTOR Reduction (vph) 0 9 0 0 1 0 0 48 0 0 0 16 Lane Group Flow (vph) 11 632 0 29 635 0 59 5 0 0 2 3 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 60.6 60.6 52.7 52.7 6.9 6.9 6.9 8.8 Effective Green, g (s) 61.6 61.6 53.7 53.7 7.9 7.9 7.9 10.8 Actuated g/C Ratio 0.77 0.77 0.67 0.67 0.10 0.10 0.10 0.14 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 572 2589 510 2281 139 156 132 312 v/s Ratio Prot 0.00 c0.19 c0.19 0.00 0.00 v/s Ratio Perm 0.01 0.04 c0.04 0.00 0.00 v/c Ratio 0.02 0.24 0.06 0.28 0.42 0.03 0.02 0.01 Uniform Delay, d1 2.3 2.6 4.5 5.3 33.9 32.6 32.5 30.0 Progression Factor 1.25 1.27 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.2 0.2 0.3 0.8 0.0 0.0 0.0 Delay (s) 2.9 3.5 4.7 5.6 34.7 32.6 32.6 30.0 Level of Service A A A A C C C C Approach Delay (s) 3.5 5.6 33.7 30.2 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 7.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.30 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 41.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 5 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 50 360 190 74 313 19 138 60 57 70 197 188 Future Volume (vph) 50 360 190 74 313 19 138 60 57 70 197 188 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3438 1583 1687 3449 1703 1810 1583 1805 1735 Flt Permitted 0.54 1.00 1.00 0.40 1.00 0.33 1.00 1.00 0.63 1.00 Satd. Flow (perm) 1011 3438 1583 713 3449 599 1810 1583 1205 1735 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 53 379 200 78 329 20 145 63 60 74 207 198 RTOR Reduction (vph) 0 0 131 0 4 0 0 0 40 0 29 0 Lane Group Flow (vph) 53 379 69 78 345 0 145 63 20 74 376 0 Heavy Vehicles (%) 2% 5% 2% 7% 4% 0% 6% 5% 2% 0% 1% 2% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 21.9 18.1 26.6 26.3 20.3 30.8 22.3 28.3 36.8 25.3 Effective Green, g (s) 21.9 19.1 28.6 25.3 21.3 30.8 23.3 28.3 38.8 26.3 Actuated g/C Ratio 0.26 0.23 0.34 0.30 0.26 0.37 0.28 0.34 0.47 0.32 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 300 787 647 280 880 333 505 537 650 547 v/s Ratio Prot 0.01 c0.11 0.01 c0.02 0.10 c0.04 0.03 0.00 0.02 c0.22 v/s Ratio Perm 0.04 0.03 0.07 0.12 0.01 0.04 v/c Ratio 0.18 0.48 0.11 0.28 0.39 0.44 0.12 0.04 0.11 0.69 Uniform Delay, d1 23.4 27.9 18.7 21.4 25.7 18.6 22.4 18.4 12.5 25.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.6 0.0 0.2 0.4 0.3 0.2 0.0 0.0 3.9 Delay (s) 23.5 28.5 18.7 21.6 26.1 18.9 22.6 18.4 12.5 28.9 Level of Service C C B C C B C B B C Approach Delay (s) 25.0 25.3 19.7 26.3 Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 24.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 83.4 Sum of lost time (s) 24.0 Intersection Capacity Utilization 65.3% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 6 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 6 255 196 135 343 2 104 37 65 12 126 22 Future Volume (vph) 6 255 196 135 343 2 104 37 65 12 126 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.93 1.00 1.00 0.96 0.98 Flt Protected 0.95 1.00 0.95 1.00 0.98 1.00 Satd. Flow (prot) 1805 1776 1805 1898 1774 1858 Flt Permitted 0.54 1.00 0.30 1.00 0.74 0.97 Satd. Flow (perm) 1035 1776 568 1898 1344 1800 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 6 268 206 142 361 2 109 39 68 13 133 23 RTOR Reduction (vph) 0 24 0 0 0 0 0 15 0 0 5 0 Lane Group Flow (vph) 6 450 0 142 363 0 0 201 0 0 164 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 34.4 33.6 47.4 40.6 17.7 17.7 Effective Green, g (s) 34.4 33.6 47.4 40.6 17.7 17.7 Actuated g/C Ratio 0.45 0.44 0.61 0.53 0.23 0.23 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 Lane Grp Cap (vph) 469 773 474 999 308 413 v/s Ratio Prot 0.00 c0.25 c0.03 c0.19 v/s Ratio Perm 0.01 0.15 c0.15 0.09 v/c Ratio 0.01 0.58 0.30 0.36 0.65 0.40 Uniform Delay, d1 11.9 16.4 8.1 10.7 26.9 25.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 2.1 0.1 0.6 4.9 0.6 Delay (s) 11.9 18.6 8.2 11.3 31.8 25.8 Level of Service B B A B C C Approach Delay (s) 18.5 10.4 31.8 25.8 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 18.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 77.1 Sum of lost time (s) 18.0 Intersection Capacity Utilization 73.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 7 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 16 350 21 11 328 16 38 11 41 54 4 19 Future Volume (vph) 16 350 21 11 328 16 38 11 41 54 4 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.94 0.97 Flt Protected 1.00 1.00 0.98 0.97 Satd. Flow (prot) 1882 1885 1747 1774 Flt Permitted 0.98 0.98 0.83 0.73 Satd. Flow (perm) 1847 1859 1474 1343 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 17 368 22 12 345 17 40 12 43 57 4 20 RTOR Reduction (vph) 0 3 0 0 3 0 0 37 0 0 17 0 Lane Group Flow (vph) 0 404 0 0 371 0 0 58 0 0 64 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 21.5 21.5 4.7 4.7 Effective Green, g (s) 21.5 21.5 4.7 4.7 Actuated g/C Ratio 0.59 0.59 0.13 0.13 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1082 1089 188 171 v/s Ratio Prot v/s Ratio Perm c0.22 0.20 0.04 c0.05 v/c Ratio 0.37 0.34 0.31 0.37 Uniform Delay, d1 4.0 3.9 14.5 14.6 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.4 0.9 1.4 Delay (s) 4.5 4.3 15.4 16.0 Level of Service A A B B Approach Delay (s) 4.5 4.3 15.4 16.0 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 6.5 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 36.7 Sum of lost time (s) 10.5 Intersection Capacity Utilization 42.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 8 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 4 550 10 35 275 25 27 2 90 50 9 7 Future Volume (vph) 4 550 10 35 275 25 27 2 90 50 9 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1840 1752 1822 1770 1589 1770 1741 Flt Permitted 0.57 1.00 0.33 1.00 0.75 1.00 0.69 1.00 Satd. Flow (perm) 1050 1840 605 1822 1392 1589 1293 1741 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 4 579 11 37 289 26 28 2 95 53 9 7 RTOR Reduction (vph) 0 0 0 0 3 0 0 84 0 0 6 0 Lane Group Flow (vph) 4 590 0 37 312 0 28 13 0 53 10 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 30.9 30.3 33.7 31.7 6.7 6.7 6.7 6.7 Effective Green, g (s) 30.9 30.3 33.7 31.7 6.7 6.7 6.7 6.7 Actuated g/C Ratio 0.56 0.55 0.61 0.57 0.12 0.12 0.12 0.12 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 592 1004 408 1040 168 191 156 210 v/s Ratio Prot 0.00 c0.32 c0.00 0.17 0.01 0.01 v/s Ratio Perm 0.00 0.05 0.02 c0.04 v/c Ratio 0.01 0.59 0.09 0.30 0.17 0.07 0.34 0.05 Uniform Delay, d1 5.5 8.4 5.0 6.2 21.9 21.6 22.4 21.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 1.4 0.0 0.3 0.5 0.2 1.3 0.1 Delay (s) 5.5 9.8 5.0 6.5 22.4 21.8 23.7 21.7 Level of Service A A A A C C C C Approach Delay (s) 9.8 6.3 21.9 23.2 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 55.5 Sum of lost time (s) 16.5 Intersection Capacity Utilization 48.2% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 9 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 35 650 35 235 315 90 14 26 165 85 56 20 Future Volume (vph) 35 650 35 235 315 90 14 26 165 85 56 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 12 12 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.99 1.00 0.97 1.00 1.00 0.85 1.00 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1662 3451 1711 3265 1636 1900 1583 1589 3393 Flt Permitted 0.50 1.00 0.30 1.00 0.70 1.00 1.00 0.45 1.00 Satd. Flow (perm) 880 3451 544 3265 1209 1900 1583 757 3393 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 37 684 37 247 332 95 15 27 174 89 59 21 RTOR Reduction (vph) 0 2 0 0 17 0 0 0 0 0 18 0 Lane Group Flow (vph) 37 719 0 247 410 0 15 27 174 89 62 0 Heavy Vehicles (%) 5% 4% 0% 2% 6% 10% 3% 0% 2% 6% 3% 0% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 2 6 8 8 4 Actuated Green, G (s) 63.3 60.5 78.5 70.2 8.2 6.1 18.6 19.3 11.4 Effective Green, g (s) 65.3 62.5 79.5 72.2 10.2 8.1 20.6 20.5 13.4 Actuated g/C Ratio 0.59 0.57 0.72 0.66 0.09 0.07 0.19 0.19 0.12 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 549 1960 536 2143 124 139 296 208 413 v/s Ratio Prot 0.00 0.21 0.06 0.13 0.00 0.01 c0.07 c0.03 0.02 v/s Ratio Perm 0.04 c0.28 0.01 0.04 0.05 v/c Ratio 0.07 0.37 0.46 0.19 0.12 0.19 0.59 0.43 0.15 Uniform Delay, d1 9.3 13.0 6.2 7.4 45.7 47.9 40.8 38.7 43.2 Progression Factor 1.00 1.00 0.92 0.63 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.5 0.2 0.2 0.2 0.2 1.9 0.5 0.1 Delay (s) 9.3 13.5 5.9 4.9 45.9 48.1 42.7 39.2 43.3 Level of Service A B A A D D D D D Approach Delay (s) 13.3 5.3 43.6 41.1 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 16.5 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 10 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 473 465 750 548 0 0 0 0 124 0 130 Future Volume (vph) 0 473 465 750 548 0 0 0 0 124 0 130 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 10 12 12 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 0.93 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3228 1620 3406 1811 1583 Flt Permitted 1.00 0.10 1.00 0.95 1.00 Satd. Flow (perm) 3228 174 3406 1811 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 498 489 789 577 0 0 0 0 131 0 137 RTOR Reduction (vph) 0 164 0 0 0 0 0 0 0 0 0 125 Lane Group Flow (vph) 0 823 0 789 577 0 0 0 0 0 131 12 Heavy Vehicles (%) 0% 5% 2% 4% 6% 0% 0% 0% 0% 3% 0% 2% Turn Type NA pm+pt NA Split NA Perm Protected Phases 2 13 6 4 4 Permitted Phases 6 4 Actuated Green, G (s) 30.7 91.2 91.2 8.8 8.8 Effective Green, g (s) 32.2 92.7 92.7 9.8 9.8 Actuated g/C Ratio 0.29 0.84 0.84 0.09 0.09 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1.5 1.5 Lane Grp Cap (vph) 944 849 2870 161 141 v/s Ratio Prot 0.25 c0.45 0.17 c0.07 v/s Ratio Perm c0.33 0.01 v/c Ratio 0.87 0.93 0.20 0.81 0.09 Uniform Delay, d1 36.9 22.7 1.6 49.2 46.0 Progression Factor 0.94 0.64 1.79 1.00 1.00 Incremental Delay, d2 8.8 13.4 0.1 24.8 0.1 Delay (s) 43.3 28.0 3.1 74.0 46.1 Level of Service D C A E D Approach Delay (s) 43.3 17.4 0.0 59.7 Approach LOS D B A E Intersection Summary HCM 2000 Control Delay 31.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.95 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 14.5 Intersection Capacity Utilization 86.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 11 HCM Signalized Intersection Capacity Analysis Year 2021 Existing AM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 98 504 0 0 1011 78 117 31 317 0 0 170 Future Volume (vph) 98 504 0 0 1011 78 117 31 317 0 0 170 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 12 12 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.99 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1589 3471 3467 1586 1387 1446 1522 Flt Permitted 0.16 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 268 3471 3467 1586 1387 1446 1522 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 103 531 0 0 1064 82 123 33 334 0 0 179 RTOR Reduction (vph) 0 0 0 0 4 0 0 0 287 0 0 0 Lane Group Flow (vph) 103 531 0 0 1142 0 123 33 47 0 0 179 Heavy Vehicles (%) 6% 4% 0% 0% 3% 3% 10% 37% 8% 0% 0% 8% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 85.6 85.1 57.1 13.4 13.4 13.4 23.0 Effective Green, g (s) 86.6 87.1 59.1 15.4 15.4 15.4 24.0 Actuated g/C Ratio 0.79 0.79 0.54 0.14 0.14 0.14 0.22 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 499 2748 1862 222 194 202 332 v/s Ratio Prot 0.05 0.15 c0.33 c0.08 0.02 c0.12 v/s Ratio Perm 0.12 0.03 v/c Ratio 0.21 0.19 0.61 0.55 0.17 0.23 0.54 Uniform Delay, d1 12.6 2.8 17.6 44.1 41.7 42.0 38.1 Progression Factor 0.32 0.45 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.1 1.5 1.7 0.2 0.2 1.7 Delay (s) 4.1 1.3 19.1 45.8 41.8 42.3 39.8 Level of Service A A B D D D D Approach Delay (s) 1.8 19.1 43.1 39.8 Approach LOS A B D D Intersection Summary HCM 2000 Control Delay 20.9 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 59.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2021 Existing AM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 160 661 650 0 0 600 Future Volume (Veh/h) 160 661 650 0 0 600 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 168 696 684 0 0 632 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.81 0.81 0.81 vC, conflicting volume 684 1368 684 vC1, stage 1 conf vol 684 vC2, stage 2 conf vol 684 vCu, unblocked vol 493 1337 493 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 81 100 0 cM capacity (veh/h) 876 303 427 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 168 348 348 684 632 Volume Left 168 0 0 0 0 Volume Right 0 0 0 0 632 cSH 876 1700 1700 1700 427 Volume to Capacity 0.19 0.20 0.20 0.40 1.48 Queue Length 95th (ft) 18 0 0 0 821 Control Delay (s) 10.1 0.0 0.0 0.0 252.8 Lane LOS B F Approach Delay (s) 2.0 0.0 252.8 Approach LOS F Intersection Summary Average Delay 74.1 Intersection Capacity Utilization 78.0% ICU Level of Service D Analysis Period (min) 15 Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2021 Existing AM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 92 0 0 34 9 13 24 37 127 0 7 Future Volume (Veh/h) 3 92 0 0 34 9 13 24 37 127 0 7 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 3 97 0 0 36 9 14 25 39 134 0 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 10 2 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 45 97 144 148 97 156 144 40 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 45 97 144 148 97 156 144 40 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 98 97 96 82 100 99 cM capacity (veh/h) 1576 1509 824 746 965 761 750 1036 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 100 45 78 141 Volume Left 3 0 14 134 Volume Right 0 9 39 7 cSH 1576 1700 1547 801 Volume to Capacity 0.00 0.03 0.05 0.18 Queue Length 95th (ft) 0 0 4 16 Control Delay (s) 0.2 0.0 9.4 10.6 Lane LOS A A B Approach Delay (s) 0.2 0.0 9.4 10.6 Approach LOS A B Intersection Summary Average Delay 6.2 Intersection Capacity Utilization 27.6% ICU Level of Service A Analysis Period (min) 15 Year 2021 Existing AM 11:14 am 04/01/2021 2021 No Build AM Synchro 11 Report JMT Page 14 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 886 633 524 1414 0 227 0 158 172 69 169 Future Volume (vph) 0 886 633 524 1414 0 227 0 158 172 69 169 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3574 1583 3467 3574 1787 1599 1787 1863 1599 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3574 1583 3467 3574 0 1599 1787 1863 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 933 666 552 1488 0 239 0 166 181 73 178 RTOR Reduction (vph) 0 0 65 0 0 0 0 0 80 0 0 162 Lane Group Flow (vph) 0 933 601 552 1488 0 239 0 86 181 73 16 Heavy Vehicles (%) 0% 1% 2% 1% 1% 0% 1% 0% 1% 1% 2% 1% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 33.3 50.5 17.5 56.8 17.2 17.5 31.2 8.0 8.0 Effective Green, g (s) 34.3 50.5 18.5 57.8 17.2 18.5 31.2 9.0 9.0 Actuated g/C Ratio 0.34 0.50 0.18 0.58 0.17 0.18 0.31 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1225 894 641 2065 307 295 557 167 143 v/s Ratio Prot 0.26 0.12 c0.16 c0.42 c0.13 0.05 0.10 c0.04 v/s Ratio Perm 0.26 0.01 v/c Ratio 0.76 0.67 0.86 0.72 0.78 0.29 0.32 0.44 0.11 Uniform Delay, d1 29.2 18.5 39.5 15.3 39.6 35.1 26.3 43.1 41.8 Progression Factor 1.00 1.00 0.57 0.34 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 4.5 2.0 7.8 1.3 11.8 0.2 0.1 0.7 0.1 Delay (s) 33.7 20.5 30.4 6.4 51.3 35.3 26.5 43.8 42.0 Level of Service C C C A D D C D D Approach Delay (s) 28.2 12.9 44.8 35.8 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 74.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 1 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 207 1000 0 0 943 249 1054 0 262 0 0 0 Future Volume (vph) 207 1000 0 0 943 249 1054 0 262 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1583 1698 1698 1599 Flt Permitted 0.12 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 221 3574 3574 1583 1698 1698 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 218 1053 0 0 993 262 1109 0 276 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 161 0 0 59 0 0 0 Lane Group Flow (vph) 218 1053 0 0 993 101 554 555 217 0 0 0 Heavy Vehicles (%) 1% 1% 2% 1% 1% 2% 1% 0% 1% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 53.4 53.4 37.7 37.7 35.1 35.1 35.1 Effective Green, g (s) 53.4 54.4 38.7 38.7 36.1 36.1 36.1 Actuated g/C Ratio 0.53 0.54 0.39 0.39 0.36 0.36 0.36 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 277 1944 1383 612 612 612 577 v/s Ratio Prot c0.08 0.29 0.28 0.33 c0.33 v/s Ratio Perm c0.34 0.06 0.14 v/c Ratio 0.79 0.54 0.72 0.17 0.91 0.91 0.38 Uniform Delay, d1 17.8 14.7 26.0 20.1 30.3 30.4 23.6 Progression Factor 0.59 0.75 0.81 0.92 1.00 1.00 1.00 Incremental Delay, d2 9.1 0.8 3.0 0.5 16.6 16.8 0.1 Delay (s) 19.5 11.9 24.1 19.0 46.9 47.1 23.8 Level of Service B B C B D D C Approach Delay (s) 13.2 23.0 42.4 0.0 Approach LOS B C D A Intersection Summary HCM 2000 Control Delay 26.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.85 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 79.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 2 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1164 109 45 1084 108 50 Future Volume (vph) 1164 109 45 1084 108 50 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.19 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 369 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1225 115 47 1141 114 53 RTOR Reduction (vph) 0 24 0 0 0 46 Lane Group Flow (vph) 1225 91 47 1141 114 7 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 69.8 79.5 79.3 79.3 9.7 13.7 Effective Green, g (s) 69.8 79.5 79.3 79.3 9.7 13.7 Actuated g/C Ratio 0.70 0.80 0.79 0.79 0.10 0.14 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2519 1372 350 2862 175 310 v/s Ratio Prot c0.34 0.01 0.01 c0.32 c0.06 0.00 v/s Ratio Perm 0.05 0.10 0.00 v/c Ratio 0.49 0.07 0.13 0.40 0.65 0.02 Uniform Delay, d1 6.9 2.2 5.8 3.1 43.5 37.4 Progression Factor 0.30 0.13 0.68 0.68 1.00 1.00 Incremental Delay, d2 0.6 0.0 0.1 0.4 6.5 0.0 Delay (s) 2.7 0.3 4.0 2.5 50.0 37.4 Level of Service A A A A D D Approach Delay (s) 2.5 2.6 46.0 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 5.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 52.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 3 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 257 957 0 0 899 45 1 0 0 41 0 229 Future Volume (vph) 257 957 0 0 899 45 1 0 0 41 0 229 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 3433 3406 3406 1583 1805 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 3433 3406 3406 1583 1805 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 271 1007 0 0 946 47 1 0 0 43 0 241 RTOR Reduction (vph) 0 0 0 0 0 16 0 0 0 0 0 0 Lane Group Flow (vph) 271 1007 0 0 946 31 0 1 0 0 43 241 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 12.3 75.7 57.4 63.4 0.8 6.0 18.3 Effective Green, g (s) 13.3 76.7 58.4 65.4 1.8 7.0 20.3 Actuated g/C Ratio 0.13 0.77 0.58 0.65 0.02 0.07 0.20 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 1.0 2.0 2.0 Lane Grp Cap (vph) 456 2612 1989 1035 32 123 565 v/s Ratio Prot c0.08 0.30 c0.28 0.00 c0.00 0.02 c0.06 v/s Ratio Perm 0.02 0.03 v/c Ratio 0.59 0.39 0.48 0.03 0.03 0.35 0.43 Uniform Delay, d1 40.8 3.9 12.0 6.1 48.2 44.3 34.8 Progression Factor 1.16 0.07 0.76 0.18 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.4 0.8 0.0 0.1 0.6 0.2 Delay (s) 48.7 0.7 9.8 1.1 48.4 45.0 35.0 Level of Service D A A A D D C Approach Delay (s) 10.9 9.4 48.4 36.5 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 13.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 51.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 4 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 42 920 36 15 847 45 37 3 23 29 2 60 Future Volume (vph) 42 920 36 15 847 45 37 3 23 29 2 60 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.96 1.00 Satd. Flow (prot) 1770 3391 1770 3386 1770 1614 1779 1583 Flt Permitted 0.26 1.00 0.28 1.00 0.74 1.00 0.72 1.00 Satd. Flow (perm) 492 3391 531 3386 1370 1614 1340 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 44 968 38 16 892 47 39 3 24 31 2 63 RTOR Reduction (vph) 0 2 0 0 2 0 0 22 0 0 0 55 Lane Group Flow (vph) 44 1004 0 16 937 0 39 5 0 0 33 8 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 81.0 81.0 70.9 70.9 6.5 6.5 6.5 10.6 Effective Green, g (s) 82.0 82.0 71.9 71.9 7.5 7.5 7.5 12.6 Actuated g/C Ratio 0.82 0.82 0.72 0.72 0.08 0.08 0.08 0.13 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 468 2780 381 2434 102 121 100 278 v/s Ratio Prot 0.00 c0.30 c0.28 0.00 0.00 v/s Ratio Perm 0.07 0.03 c0.03 0.02 0.00 v/c Ratio 0.09 0.36 0.04 0.38 0.38 0.04 0.33 0.03 Uniform Delay, d1 2.2 2.3 4.1 5.5 44.0 42.9 43.9 38.3 Progression Factor 0.32 0.26 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.3 0.2 0.5 0.9 0.0 0.7 0.0 Delay (s) 0.7 0.9 4.3 5.9 44.9 43.0 44.6 38.3 Level of Service A A A A D D D D Approach Delay (s) 0.9 5.9 44.1 40.5 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.39 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 52.4% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 5 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 259 439 274 94 509 83 282 197 72 38 91 116 Future Volume (vph) 259 439 274 94 509 83 282 197 72 38 91 116 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 1599 1719 3504 1787 1863 1615 1752 1697 Flt Permitted 0.19 1.00 1.00 0.49 1.00 0.34 1.00 1.00 0.63 1.00 Satd. Flow (perm) 366 3574 1599 880 3504 645 1863 1615 1159 1697 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 273 462 288 99 536 87 297 207 76 40 96 122 RTOR Reduction (vph) 0 0 148 0 13 0 0 0 48 0 44 0 Lane Group Flow (vph) 273 462 140 99 610 0 297 207 28 40 174 0 Heavy Vehicles (%) 1% 1% 1% 5% 1% 0% 1% 2% 0% 3% 2% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 42.8 30.5 43.7 30.2 23.9 38.3 28.2 34.5 22.2 18.6 Effective Green, g (s) 42.8 31.5 45.7 29.2 24.9 38.3 29.2 34.5 24.2 19.6 Actuated g/C Ratio 0.45 0.33 0.49 0.31 0.26 0.41 0.31 0.37 0.26 0.21 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 361 1196 870 324 927 422 578 592 327 353 v/s Ratio Prot c0.10 0.13 0.02 0.02 0.17 c0.10 0.11 0.00 0.01 0.10 v/s Ratio Perm c0.24 0.06 0.08 c0.19 0.01 0.03 v/c Ratio 0.76 0.39 0.16 0.31 0.66 0.70 0.36 0.05 0.12 0.49 Uniform Delay, d1 18.6 23.9 13.5 23.7 30.8 20.7 25.2 19.2 26.6 32.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 7.8 0.3 0.0 0.2 1.9 4.3 0.5 0.0 0.1 1.5 Delay (s) 26.4 24.2 13.5 23.9 32.7 25.1 25.7 19.2 26.6 34.4 Level of Service C C B C C C C B C C Approach Delay (s) 21.8 31.5 24.5 33.2 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 26.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 94.1 Sum of lost time (s) 24.0 Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 6 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 25 419 129 80 432 16 196 149 133 12 25 18 Future Volume (vph) 25 419 129 80 432 16 196 149 133 12 25 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.96 1.00 0.99 0.96 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99 Satd. Flow (prot) 1805 1833 1805 1890 1792 1796 Flt Permitted 0.34 1.00 0.19 1.00 0.84 0.88 Satd. Flow (perm) 647 1833 356 1890 1537 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 26 441 136 84 455 17 206 157 140 13 26 19 RTOR Reduction (vph) 0 10 0 0 1 0 0 11 0 0 12 0 Lane Group Flow (vph) 26 567 0 84 471 0 0 492 0 0 46 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 43.3 40.1 47.7 42.3 36.7 36.7 Effective Green, g (s) 43.3 40.1 47.7 42.3 36.7 36.7 Actuated g/C Ratio 0.43 0.40 0.48 0.42 0.37 0.37 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 Lane Grp Cap (vph) 316 733 247 797 562 585 v/s Ratio Prot 0.00 c0.31 c0.02 0.25 v/s Ratio Perm 0.03 0.14 c0.32 0.03 v/c Ratio 0.08 0.77 0.34 0.59 0.87 0.08 Uniform Delay, d1 17.2 26.1 17.8 22.3 29.6 20.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 6.4 0.3 2.2 14.2 0.1 Delay (s) 17.2 32.6 18.1 24.5 43.8 20.8 Level of Service B C B C D C Approach Delay (s) 31.9 23.5 43.8 20.8 Approach LOS C C D C Intersection Summary HCM 2000 Control Delay 32.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 100.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 83.4% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 7 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 31 452 32 15 463 26 31 44 25 18 16 12 Future Volume (vph) 31 452 32 15 463 26 31 44 25 18 16 12 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.97 0.96 Flt Protected 1.00 1.00 0.98 0.98 Satd. Flow (prot) 1878 1884 1808 1797 Flt Permitted 0.96 0.98 0.88 0.83 Satd. Flow (perm) 1799 1851 1609 1517 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 33 476 34 16 487 27 33 46 26 19 17 13 RTOR Reduction (vph) 0 3 0 0 3 0 0 23 0 0 11 0 Lane Group Flow (vph) 0 540 0 0 527 0 0 82 0 0 38 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 26.1 26.1 4.9 4.9 Effective Green, g (s) 26.1 26.1 4.9 4.9 Actuated g/C Ratio 0.63 0.63 0.12 0.12 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1131 1164 189 179 v/s Ratio Prot v/s Ratio Perm c0.30 0.28 c0.05 0.02 v/c Ratio 0.48 0.45 0.43 0.21 Uniform Delay, d1 4.1 4.0 17.0 16.5 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.6 1.6 0.6 Delay (s) 4.7 4.6 18.6 17.1 Level of Service A A B B Approach Delay (s) 4.7 4.6 18.6 17.1 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 6.4 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.47 Actuated Cycle Length (s) 41.5 Sum of lost time (s) 10.5 Intersection Capacity Utilization 55.1% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 8 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 7 420 31 150 480 35 34 4 60 90 24 27 Future Volume (vph) 7 420 31 150 480 35 34 4 60 90 24 27 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.86 1.00 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1825 1752 1826 1770 1600 1770 1715 Flt Permitted 0.46 1.00 0.33 1.00 0.72 1.00 0.71 1.00 Satd. Flow (perm) 852 1825 602 1826 1346 1600 1329 1715 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 7 442 33 158 505 37 36 4 63 95 25 28 RTOR Reduction (vph) 0 3 0 0 2 0 0 55 0 0 24 0 Lane Group Flow (vph) 7 472 0 158 540 0 36 12 0 95 29 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 30.8 30.1 44.3 38.1 8.1 8.1 8.1 8.1 Effective Green, g (s) 30.8 30.1 44.3 38.1 8.1 8.1 8.1 8.1 Actuated g/C Ratio 0.49 0.47 0.70 0.60 0.13 0.13 0.13 0.13 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 423 866 578 1097 171 204 169 219 v/s Ratio Prot 0.00 c0.26 c0.04 c0.30 0.01 0.02 v/s Ratio Perm 0.01 0.15 0.03 c0.07 v/c Ratio 0.02 0.55 0.27 0.49 0.21 0.06 0.56 0.13 Uniform Delay, d1 8.4 11.8 4.5 7.2 24.8 24.3 26.0 24.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 1.2 0.1 0.7 0.6 0.1 4.2 0.3 Delay (s) 8.4 13.0 4.6 7.9 25.4 24.4 30.2 24.8 Level of Service A B A A C C C C Approach Delay (s) 13.0 7.2 24.8 28.3 Approach LOS B A C C Intersection Summary HCM 2000 Control Delay 12.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 63.4 Sum of lost time (s) 16.5 Intersection Capacity Utilization 57.7% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 9 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 45 450 85 400 500 155 95 270 495 155 174 80 Future Volume (vph) 45 450 85 400 500 155 95 270 495 155 174 80 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 12 12 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.98 1.00 0.96 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1745 3495 1745 3414 1685 1863 1599 1620 3429 Flt Permitted 0.39 1.00 0.26 1.00 0.54 1.00 1.00 0.25 1.00 Satd. Flow (perm) 716 3495 479 3414 951 1863 1599 426 3429 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 47 474 89 421 526 163 100 284 521 163 183 84 RTOR Reduction (vph) 0 12 0 0 23 0 0 0 0 0 54 0 Lane Group Flow (vph) 47 551 0 421 666 0 100 284 521 163 213 0 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 1% 4% 0% 1% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 2 6 8 8 4 Actuated Green, G (s) 36.4 32.3 63.0 53.4 27.7 21.3 46.5 30.8 22.6 Effective Green, g (s) 38.4 34.3 64.0 55.4 29.7 23.3 48.5 32.8 24.6 Actuated g/C Ratio 0.35 0.31 0.58 0.50 0.27 0.21 0.44 0.30 0.22 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 297 1089 580 1719 306 394 705 226 766 v/s Ratio Prot 0.01 0.16 c0.17 0.20 0.02 0.15 c0.18 c0.06 0.06 v/s Ratio Perm 0.05 c0.25 0.07 0.15 c0.15 v/c Ratio 0.16 0.51 0.73 0.39 0.33 0.72 0.74 0.72 0.28 Uniform Delay, d1 23.9 30.9 14.9 16.8 31.2 40.3 25.5 31.1 35.3 Progression Factor 1.00 1.00 1.39 0.79 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.7 3.7 0.6 0.2 5.4 3.5 9.2 0.1 Delay (s) 24.0 32.6 24.4 13.9 31.4 45.8 29.0 40.3 35.4 Level of Service C C C B C D C D D Approach Delay (s) 31.9 17.9 34.5 37.3 Approach LOS C B C D Intersection Summary HCM 2000 Control Delay 28.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 73.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 10 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 933 195 326 940 0 0 0 0 135 0 115 Future Volume (vph) 0 933 195 326 940 0 0 0 0 135 0 115 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 10 12 12 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.97 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3457 1652 3574 1865 1553 Flt Permitted 1.00 0.08 1.00 0.95 1.00 Satd. Flow (perm) 3457 141 3574 1865 1553 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 982 205 343 989 0 0 0 0 142 0 121 RTOR Reduction (vph) 0 16 0 0 0 0 0 0 0 0 0 108 Lane Group Flow (vph) 0 1171 0 343 989 0 0 0 0 0 142 13 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 0% 1% 3% 2% 1% 0% 0% 0% 0% 0% 0% 4% Turn Type NA pm+pt NA Split NA Perm Protected Phases 2 13 6 4 4 Permitted Phases 6 4 Actuated Green, G (s) 40.7 88.9 88.9 11.1 11.1 Effective Green, g (s) 42.2 90.4 90.4 12.1 12.1 Actuated g/C Ratio 0.38 0.82 0.82 0.11 0.11 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1326 681 2937 205 170 v/s Ratio Prot c0.34 c0.19 0.28 c0.08 v/s Ratio Perm 0.22 0.01 v/c Ratio 0.88 0.50 0.34 0.69 0.08 Uniform Delay, d1 31.6 19.5 2.4 47.2 43.9 Progression Factor 0.95 2.61 0.31 1.00 1.00 Incremental Delay, d2 6.9 0.1 0.2 7.9 0.1 Delay (s) 36.8 51.1 1.0 55.1 44.0 Level of Service D D A E D Approach Delay (s) 36.8 13.9 0.0 50.0 Approach LOS D B A D Intersection Summary HCM 2000 Control Delay 27.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 14.5 Intersection Capacity Utilization 67.6% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 11 HCM Signalized Intersection Capacity Analysis Year 2021 Existing PM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 271 797 0 0 836 195 345 102 650 0 0 85 Future Volume (vph) 271 797 0 0 836 195 345 102 650 0 0 85 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 12 12 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.97 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1668 3574 3466 1711 1792 1546 1611 Flt Permitted 0.10 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 169 3574 3466 1711 1792 1546 1611 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 285 839 0 0 880 205 363 107 684 0 0 89 RTOR Reduction (vph) 0 0 0 0 18 0 0 0 78 0 0 0 Lane Group Flow (vph) 285 839 0 0 1067 0 363 107 606 0 0 89 Heavy Vehicles (%) 1% 1% 0% 0% 1% 2% 2% 6% 1% 0% 0% 2% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 56.6 56.1 36.1 42.4 42.4 42.4 15.0 Effective Green, g (s) 57.6 58.1 38.1 44.4 44.4 44.4 16.0 Actuated g/C Ratio 0.52 0.53 0.35 0.40 0.40 0.40 0.15 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 306 1887 1200 690 723 624 234 v/s Ratio Prot c0.14 0.23 0.31 0.21 0.06 0.06 v/s Ratio Perm c0.35 c0.39 v/c Ratio 0.93 0.44 0.89 0.53 0.15 0.97 0.38 Uniform Delay, d1 39.7 16.0 34.0 24.8 20.8 32.2 42.5 Progression Factor 0.65 0.42 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 21.7 0.4 10.0 0.3 0.0 28.6 1.0 Delay (s) 47.4 7.1 44.0 25.2 20.8 60.8 43.6 Level of Service D A D C C E D Approach Delay (s) 17.3 44.0 45.9 43.6 Approach LOS B D D D Intersection Summary HCM 2000 Control Delay 35.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 73.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2021 Existing PM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 520 927 850 0 0 315 Future Volume (Veh/h) 520 927 850 0 0 315 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 547 976 895 0 0 332 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.71 0.72 0.71 vC, conflicting volume 895 2477 895 vC1, stage 1 conf vol 895 vC2, stage 2 conf vol 1582 vCu, unblocked vol 642 2648 642 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 19 100 0 cM capacity (veh/h) 672 29 297 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 547 488 488 895 332 Volume Left 547 0 0 0 0 Volume Right 0 0 0 0 332 cSH 672 1700 1700 1700 297 Volume to Capacity 0.81 0.29 0.29 0.53 1.12 Queue Length 95th (ft) 213 0 0 0 338 Control Delay (s) 29.5 0.0 0.0 0.0 125.7 Lane LOS D F Approach Delay (s) 10.6 0.0 125.7 Approach LOS F Intersection Summary Average Delay 21.0 Intersection Capacity Utilization 80.2% ICU Level of Service D Analysis Period (min) 15 Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2021 Existing PM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 6 78 0 0 76 51 62 136 219 63 0 2 Future Volume (vph) 6 78 0 0 76 51 62 136 219 63 0 2 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 6 82 0 0 80 54 65 143 231 66 0 2 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total (vph) 88 134 208 231 66 2 Volume Left (vph) 6 0 65 0 66 0 Volume Right (vph) 0 54 0 231 0 2 Hadj (s) 0.01 -0.24 0.06 -0.60 0.20 -0.60 Departure Headway (s) 4.7 4.4 4.6 3.2 4.9 3.2 Degree Utilization, x 0.12 0.17 0.26 0.21 0.09 0.00 Capacity (veh/h) 708 754 750 1122 690 1121 Control Delay (s) 8.4 8.3 9.2 7.0 8.4 6.2 Approach Delay (s) 8.4 8.3 8.1 8.3 Approach LOS A A A A Intersection Summary Delay 8.2 Level of Service A Intersection Capacity Utilization 33.1% ICU Level of Service A Analysis Period (min) 15 Year 2021 Existing PM 3:55 pm 03/17/2021 2021 No Build PM Synchro 11 Report JMT Page 14 Queuing and Blocking Report Year 2021 Existing AM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 228 188 268 174 184 164 166 124 117 220 94 80 Average Queue (ft) 114 59 110 78 83 68 79 49 43 99 31 32 95th Queue (ft) 191 134 200 135 140 131 136 95 77 171 69 57 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 110 139 154 180 105 74 191 228 79 Average Queue (ft) 42 40 53 58 24 17 72 125 24 95th Queue (ft) 80 96 112 123 66 46 156 192 57 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 20 28 4 32 48 55 42 19 Average Queue (ft) 0 1 0 4 3 3 7 1 95th Queue (ft) 6 10 2 20 21 21 26 9 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) Queuing Penalty (veh) Year 2021 Existing AM SimTraffic Report JMT Page 1 Queuing and Blocking Report Year 2021 Existing AM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB SB SB SB Directions Served L L T TR T T R LT R R Maximum Queue (ft) 38 47 30 42 107 100 14 47 51 25 Average Queue (ft) 3 13 1 1 20 16 0 9 13 3 95th Queue (ft) 17 35 10 13 59 53 5 31 36 15 Link Distance (ft) 625 625 797 797 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 32 118 124 52 118 132 102 67 28 44 Average Queue (ft) 5 37 39 12 29 36 43 27 2 14 95th Queue (ft) 21 89 97 37 82 92 84 55 13 40 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 88 246 208 114 105 148 149 162 117 67 126 407 Average Queue (ft) 28 117 61 42 39 64 60 66 35 19 33 182 95th Queue (ft) 61 193 143 82 77 117 114 118 77 42 79 312 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Year 2021 Existing AM SimTraffic Report JMT Page 2 Queuing and Blocking Report Year 2021 Existing AM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB SB Directions Served L TR L TR LTR LTR Maximum Queue (ft) 32 349 136 235 215 160 Average Queue (ft) 4 139 50 71 99 66 95th Queue (ft) 19 261 94 154 170 120 Link Distance (ft) 1654 4993 1071 1000 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 187 163 87 81 Average Queue (ft) 68 57 33 31 95th Queue (ft) 136 122 63 59 Link Distance (ft) 3900 1654 3895 1060 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB NB NB SB SB Directions Served L TR L TR L TR L TR Maximum Queue (ft) 32 232 54 143 74 90 90 52 Average Queue (ft) 2 93 17 42 20 39 33 12 95th Queue (ft) 15 176 44 95 52 69 67 38 Link Distance (ft) 1701 2976 575 583 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Year 2021 Existing AM SimTraffic Report JMT Page 3 Queuing and Blocking Report Year 2021 Existing AM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB NB NB NB SB SB Directions Served L T TR T L T TR L T R L T Maximum Queue (ft) 54 350 313 52 188 89 157 57 89 222 152 87 Average Queue (ft) 14 92 143 2 78 7 42 10 24 105 58 30 95th Queue (ft) 39 222 266 30 148 37 101 34 58 178 116 65 Link Distance (ft) 336 2976 120 120 120 506 506 572 Upstream Blk Time (%) 0 0 3 0 0 Queuing Penalty (veh) 3 0 7 0 1 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 1 Queuing Penalty (veh) 2 2 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB Directions Served TR Maximum Queue (ft) 84 Average Queue (ft) 24 95th Queue (ft) 57 Link Distance (ft) 572 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB SB SB Directions Served T TR L T T LT R Maximum Queue (ft) 156 155 180 302 282 244 174 Average Queue (ft) 153 155 178 274 53 108 46 95th Queue (ft) 170 158 187 351 137 193 100 Link Distance (ft) 82 82 278 278 1127 Upstream Blk Time (%) 51 69 14 0 Queuing Penalty (veh) 239 325 93 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 47 0 2 Queuing Penalty (veh) 129 1 3 Year 2021 Existing AM SimTraffic Report JMT Page 4 Queuing and Blocking Report Year 2021 Existing AM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB SB Directions Served L T T T TR L T R R Maximum Queue (ft) 78 96 96 523 450 215 194 150 821 Average Queue (ft) 17 25 18 424 143 83 37 83 574 95th Queue (ft) 50 64 55 596 339 155 108 136 1007 Link Distance (ft) 278 278 450 450 1088 786 Upstream Blk Time (%) 19 0 42 Queuing Penalty (veh) 105 1 0 Storage Bay Dist (ft) 100 450 100 Storage Blk Time (%) 0 0 1 4 Queuing Penalty (veh) 1 0 4 6 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB WB SW Directions Served L T R Maximum Queue (ft) 128 23 353 Average Queue (ft) 48 1 256 95th Queue (ft) 91 9 422 Link Distance (ft) 249 270 Upstream Blk Time (%) 37 Queuing Penalty (veh) 219 Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB SB SB Directions Served LT TR LT L R Maximum Queue (ft) 3 4 44 77 15 Average Queue (ft) 0 0 18 38 0 95th Queue (ft) 2 2 39 62 8 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 50 Storage Blk Time (%) 2 0 Queuing Penalty (veh) 0 0 Zone Summary Zone wide Queuing Penalty: 1141 Year 2021 Existing AM SimTraffic Report JMT Page 5 Queuing and Blocking Report Year 2021 Existing PM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 483 407 353 262 266 227 231 264 205 205 131 165 Average Queue (ft) 285 230 157 125 131 121 130 133 54 88 52 74 95th Queue (ft) 410 353 279 211 219 192 202 221 118 154 100 128 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 0 0 0 0 0 Queuing Penalty (veh) 0 0 1 0 0 1 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 195 269 258 369 333 163 400 737 270 Average Queue (ft) 102 99 105 226 151 41 288 355 204 95th Queue (ft) 169 190 189 348 263 92 414 539 353 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) 1 0 0 Queuing Penalty (veh) 6 0 0 Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 2 1 0 0 28 0 Queuing Penalty (veh) 11 2 0 3 221 1 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 176 158 50 86 189 173 168 60 Average Queue (ft) 69 63 10 25 47 42 72 21 95th Queue (ft) 134 121 34 57 122 109 130 45 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Year 2021 Existing PM SimTraffic Report JMT Page 1 Queuing and Blocking Report Year 2021 Existing PM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB SB SB SB Directions Served L L T TR T T R LTR LT R R Maximum Queue (ft) 148 155 68 47 216 210 99 26 94 197 156 Average Queue (ft) 66 81 7 4 86 83 7 1 30 95 38 95th Queue (ft) 117 128 32 20 170 169 40 9 66 160 100 Link Distance (ft) 625 625 797 797 316 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 2 2 Queuing Penalty (veh) 0 1 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 50 127 109 41 185 202 104 58 80 71 Average Queue (ft) 16 28 22 7 52 56 36 19 26 30 95th Queue (ft) 39 79 65 26 128 135 80 47 63 57 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 239 253 210 145 134 234 261 262 188 52 85 239 Average Queue (ft) 112 135 79 50 48 123 140 127 84 20 24 110 95th Queue (ft) 186 208 164 97 92 197 221 210 148 43 57 192 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Year 2021 Existing PM SimTraffic Report JMT Page 2 Queuing and Blocking Report Year 2021 Existing PM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB SB Directions Served L TR L TR LTR LTR Maximum Queue (ft) 53 427 122 389 441 88 Average Queue (ft) 15 202 39 143 229 23 95th Queue (ft) 42 362 82 274 364 56 Link Distance (ft) 1654 4993 1071 1000 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 254 242 100 65 Average Queue (ft) 92 82 41 22 95th Queue (ft) 186 169 78 48 Link Distance (ft) 3900 1654 3895 1060 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB B23 NB NB SB SB Directions Served L TR L TR T L TR L TR Maximum Queue (ft) 31 270 116 210 71 77 76 116 87 Average Queue (ft) 4 103 48 73 1 24 30 50 29 95th Queue (ft) 20 196 89 145 35 57 60 90 63 Link Distance (ft) 1701 2976 336 575 583 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Year 2021 Existing PM SimTraffic Report JMT Page 3 Queuing and Blocking Report Year 2021 Existing PM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB NB NB NB SB SB Directions Served L T TR T L T TR L T R L T Maximum Queue (ft) 250 392 334 104 192 193 178 239 359 384 276 145 Average Queue (ft) 31 176 194 5 146 119 73 62 168 191 115 64 95th Queue (ft) 113 341 314 50 219 199 144 146 273 316 218 115 Link Distance (ft) 336 2976 120 120 120 506 506 572 Upstream Blk Time (%) 2 0 16 8 1 Queuing Penalty (veh) 10 0 57 28 5 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 5 1 7 0 Queuing Penalty (veh) 0 17 4 6 0 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB Directions Served TR Maximum Queue (ft) 166 Average Queue (ft) 73 95th Queue (ft) 130 Link Distance (ft) 572 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB SB SB Directions Served T TR L T T LT R Maximum Queue (ft) 156 155 180 296 266 212 143 Average Queue (ft) 155 151 160 157 24 97 43 95th Queue (ft) 155 167 207 347 123 169 82 Link Distance (ft) 82 82 278 278 1127 Upstream Blk Time (%) 55 45 2 0 Queuing Penalty (veh) 311 252 11 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 17 0 0 Queuing Penalty (veh) 79 0 0 Year 2021 Existing PM SimTraffic Report JMT Page 4 Queuing and Blocking Report Year 2021 Existing PM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB SB Directions Served L T T T TR L T R R Maximum Queue (ft) 150 305 302 523 514 499 847 150 159 Average Queue (ft) 136 195 78 452 332 230 353 146 65 95th Queue (ft) 174 349 225 604 532 463 760 166 126 Link Distance (ft) 278 278 450 450 1088 786 Upstream Blk Time (%) 3 0 34 6 2 Queuing Penalty (veh) 18 2 178 29 0 Storage Bay Dist (ft) 100 450 100 Storage Blk Time (%) 21 2 0 2 48 Queuing Penalty (veh) 85 6 0 17 215 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB EB EB WB SW Directions Served L T T T R Maximum Queue (ft) 300 485 413 85 213 Average Queue (ft) 197 76 22 12 89 95th Queue (ft) 322 356 179 70 188 Link Distance (ft) 503 503 249 270 Upstream Blk Time (%) 3 0 0 2 Queuing Penalty (veh) 21 0 1 7 Storage Bay Dist (ft) 250 Storage Blk Time (%) 16 0 Queuing Penalty (veh) 73 0 Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB NB SB SB Directions Served LT TR LT R L R Maximum Queue (ft) 59 70 74 170 66 5 Average Queue (ft) 30 32 38 17 28 0 95th Queue (ft) 49 52 61 91 53 3 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 50 Storage Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 0 0 Zone Summary Zone wide Queuing Penalty: 1681 Year 2021 Existing PM SimTraffic Report JMT Page 5 Arterial Level of Service Year 2021 Existing AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 21.4 31.5 0.1 13 481 North off-ramp 3 8.7 20.6 0.1 23 Marketfair Plaza 4 1.3 8.4 0.1 35 Water Board 5 0.7 12.4 0.1 39 Laz-Boy 6 4.2 19.2 0.2 32 Morgan Road 7 24.4 49.7 0.3 21 24 5.5 17.0 0.1 27 Total 66.2 158.7 1.0 24 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 18.2 28.7 0.1 16 Great Northern East 6 6.2 31.2 0.3 33 Great Northern Mall 5 2.3 17.5 0.2 35 Marketfair Plaza 4 1.1 12.8 0.1 38 481 North on-ramp 3 5.9 12.9 0.1 23 481 South off-ramp 2 14.1 25.8 0.1 18 Total 47.8 128.9 0.9 26 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.6 30.0 0.4 50 Henry Clay Boulevard 8 22.2 43.5 0.3 27 Driveway 45 8.6 71.2 1.0 48 Total 33.4 144.7 1.7 42 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 15.2 78.5 1.0 44 Driveway 59 5.9 27.2 0.3 43 24 3.1 30.4 0.4 49 Total 24.2 136.1 1.7 45 Year 2021 Existing AM SimTraffic Report JMT Page 1 Arterial Level of Service Year 2021 Existing AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 10.5 77.8 0.8 35 21 3.5 32.9 0.3 35 Total 14.0 110.7 1.1 35 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 7.2 36.4 0.3 32 Driveway 45 7.2 74.7 0.8 36 Total 14.4 111.1 1.1 35 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 9.5 35.4 0.3 34 23 7.5 66.9 0.6 31 Total 17.0 102.3 0.9 32 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 6.1 51.7 0.6 40 15 2.8 29.8 0.3 40 Total 9.0 81.5 0.9 40 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 16.3 24.1 0.1 12 Driveway 70 5.4 9.6 0.0 15 Driveway 36 26.9 34.0 0.1 7 I-81 SB On-Ramp 12 30.8 42.5 0.0 3 I-81 NB Off-Ramp 13 4.9 11.9 0.1 20 Driveway 27 0.9 10.7 0.1 34 LakeShore Rd. 14 0.4 11.3 0.1 33 Total 85.7 143.9 0.5 13 Year 2021 Existing AM SimTraffic Report JMT Page 2 Arterial Level of Service Year 2021 Existing AM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 6.4 17.8 0.1 21 Pardee Road 13 41.8 63.8 0.1 7 I-81 SB Off-Ramp 12 4.4 11.4 0.1 21 Driveway 36 0.8 3.6 0.0 30 Driveway 70 1.3 8.5 0.1 29 Route 11 11 3.9 7.4 0.0 19 23 1.4 9.9 0.1 29 Total 60.0 122.3 0.5 16 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 4.6 54.2 0.7 49 15 4.1 38.2 0.5 49 Total 8.7 92.3 1.3 49 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 2.3 36.1 0.5 52 21 4.5 53.0 0.7 50 Total 6.9 89.1 1.3 51 Year 2021 Existing AM SimTraffic Report JMT Page 3 Arterial Level of Service Year 2021 Existing PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 38.3 48.5 0.1 9 481 North off-ramp 3 14.1 26.1 0.1 18 Marketfair Plaza 4 5.5 12.6 0.1 23 Water Board 5 1.9 13.6 0.1 36 Laz-Boy 6 2.7 17.8 0.2 34 Morgan Road 7 23.4 47.6 0.3 22 24 6.0 17.6 0.1 26 Total 91.8 183.7 1.0 21 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 29.9 40.9 0.1 11 Great Northern East 6 8.1 32.3 0.3 32 Great Northern Mall 5 8.7 24.0 0.2 25 Marketfair Plaza 4 4.8 16.5 0.1 29 481 North on-ramp 3 24.8 32.2 0.1 9 481 South off-ramp 2 18.9 30.3 0.1 15 Total 95.3 176.3 0.9 19 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.2 30.4 0.4 49 Henry Clay Boulevard 8 28.8 50.1 0.3 23 Driveway 45 11.9 74.3 1.0 46 Total 42.9 154.7 1.7 39 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 24.9 88.3 1.0 39 Driveway 59 6.0 27.4 0.3 43 24 3.5 30.9 0.4 48 Total 34.4 146.6 1.7 42 Year 2021 Existing PM SimTraffic Report JMT Page 1 Arterial Level of Service Year 2021 Existing PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 13.0 80.4 0.8 34 21 3.9 33.3 0.3 35 Total 17.0 113.7 1.1 34 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 8.4 37.7 0.3 31 Driveway 45 7.7 75.2 0.8 36 Total 16.2 112.9 1.1 34 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 12.4 38.4 0.3 31 23 7.8 66.8 0.6 31 Total 20.2 105.2 0.9 31 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 9.7 55.3 0.6 38 15 3.8 30.7 0.3 39 Total 13.5 86.0 0.9 38 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 46.6 54.4 0.1 5 Driveway 70 3.7 7.9 0.0 18 Driveway 36 19.5 26.5 0.1 9 I-81 SB On-Ramp 12 27.1 30.3 0.0 4 I-81 NB Off-Ramp 13 7.4 14.3 0.1 17 Driveway 27 2.1 12.4 0.1 29 LakeShore Rd. 14 0.9 11.7 0.1 32 Total 107.3 157.6 0.5 11 Year 2021 Existing PM SimTraffic Report JMT Page 2 Arterial Level of Service Year 2021 Existing PM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 12.0 23.4 0.1 16 Pardee Road 13 80.8 99.6 0.1 4 I-81 SB Off-Ramp 12 6.2 13.2 0.1 18 Driveway 36 0.6 3.5 0.0 30 Driveway 70 2.2 9.3 0.1 27 Route 11 11 14.0 17.7 0.0 8 23 4.4 13.0 0.1 22 Total 120.2 179.7 0.5 10 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 5.5 55.0 0.7 48 15 4.0 38.0 0.5 49 Total 9.5 93.0 1.3 49 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 3.6 37.2 0.5 50 21 5.3 53.7 0.7 49 Total 8.8 90.9 1.3 50 Year 2021 Existing PM SimTraffic Report JMT Page 3 WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX D YEAR 2024 BACKGROUND CONDITON CAPACITY ANALYSIS OUTPUT HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 439 654 288 571 0 96 0 152 225 40 84 Future Volume (vph) 0 439 654 288 571 0 96 0 152 225 40 84 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3438 1568 3433 3374 1752 1553 1770 1863 1568 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3438 1568 3433 3374 0 1553 1770 1863 1568 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 462 688 303 601 0 101 0 160 237 42 88 RTOR Reduction (vph) 0 0 167 0 0 0 0 0 140 0 0 80 Lane Group Flow (vph) 0 462 521 303 601 0 101 0 20 237 42 8 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 5% 3% 2% 7% 2% 3% 2% 4% 2% 2% 3% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 25.2 40.8 8.8 40.0 15.6 8.8 28.0 6.4 6.4 Effective Green, g (s) 26.2 40.8 9.8 41.0 15.6 9.8 28.0 7.4 7.4 Actuated g/C Ratio 0.33 0.51 0.12 0.51 0.19 0.12 0.35 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1125 917 420 1729 341 190 619 172 145 v/s Ratio Prot 0.13 c0.11 c0.09 0.18 0.06 0.01 c0.13 0.02 v/s Ratio Perm 0.22 0.01 v/c Ratio 0.41 0.57 0.72 0.35 0.30 0.10 0.38 0.24 0.06 Uniform Delay, d1 20.9 13.5 33.8 11.6 27.5 31.2 19.5 33.7 33.1 Progression Factor 1.00 1.00 0.70 0.52 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 0.8 5.0 0.5 0.5 0.1 0.1 0.3 0.1 Delay (s) 22.0 14.3 28.5 6.5 28.0 31.3 19.7 34.0 33.2 Level of Service C B C A C C B C C Approach Delay (s) 17.4 13.9 30.0 24.5 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 18.4 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 1 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 131 677 0 0 561 149 301 0 43 0 0 0 Future Volume (vph) 131 677 0 0 561 149 301 0 43 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1719 3471 3438 1492 1603 1603 1455 Flt Permitted 0.37 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 664 3471 3438 1492 1603 1603 1455 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 138 713 0 0 591 157 317 0 45 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 65 0 0 38 0 0 0 Lane Group Flow (vph) 138 713 0 0 591 92 158 159 7 0 0 0 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 5% 4% 2% 1% 5% 6% 7% 0% 11% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 57.1 57.1 45.9 45.9 11.4 11.4 11.4 Effective Green, g (s) 57.1 58.1 46.9 46.9 12.4 12.4 12.4 Actuated g/C Ratio 0.71 0.73 0.59 0.59 0.16 0.16 0.16 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 549 2520 2015 874 248 248 225 v/s Ratio Prot 0.02 c0.21 0.17 0.10 c0.10 v/s Ratio Perm 0.16 0.06 0.00 v/c Ratio 0.25 0.28 0.29 0.11 0.64 0.64 0.03 Uniform Delay, d1 4.0 3.8 8.3 7.3 31.7 31.7 28.7 Progression Factor 0.74 0.64 0.70 0.29 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.3 0.4 0.2 3.9 4.2 0.0 Delay (s) 3.0 2.7 6.2 2.3 35.6 35.9 28.7 Level of Service A A A A D D C Approach Delay (s) 2.7 5.4 34.9 0.0 Approach LOS A A C A Intersection Summary HCM 2000 Control Delay 9.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.37 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 43.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 2 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 677 31 7 701 9 2 Future Volume (vph) 677 31 7 701 9 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.38 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 723 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 713 33 7 738 9 2 RTOR Reduction (vph) 0 8 0 0 0 2 Lane Group Flow (vph) 713 25 7 738 9 0 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 59.1 61.8 66.3 66.3 2.7 4.4 Effective Green, g (s) 59.1 61.8 66.3 66.3 2.7 4.4 Actuated g/C Ratio 0.74 0.77 0.83 0.83 0.03 0.06 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2666 1358 622 2991 60 199 v/s Ratio Prot c0.20 0.00 0.00 c0.20 c0.00 0.00 v/s Ratio Perm 0.02 0.01 0.00 v/c Ratio 0.27 0.02 0.01 0.25 0.15 0.00 Uniform Delay, d1 3.4 2.1 1.2 1.5 37.5 35.7 Progression Factor 0.14 0.02 0.56 0.47 1.00 1.00 Incremental Delay, d2 0.2 0.0 0.0 0.2 0.4 0.0 Delay (s) 0.7 0.0 0.7 0.9 38.0 35.7 Level of Service A A A A D D Approach Delay (s) 0.7 0.9 37.6 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 1.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.27 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 31.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 3 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 42 635 2 0 686 9 0 0 0 10 0 22 Future Volume (vph) 42 635 2 0 686 9 0 0 0 10 0 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3433 3405 3406 1583 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3433 3405 3406 1583 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 44 668 2 0 722 9 0 0 0 11 0 23 RTOR Reduction (vph) 0 0 0 0 0 2 0 0 0 0 0 0 Lane Group Flow (vph) 44 670 0 0 722 7 0 0 0 0 11 23 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 3.6 65.7 56.1 58.4 2.3 5.9 Effective Green, g (s) 4.6 66.7 57.1 60.4 3.3 7.9 Actuated g/C Ratio 0.06 0.83 0.71 0.75 0.04 0.10 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 2.0 2.0 Lane Grp Cap (vph) 197 2838 2431 1195 73 275 v/s Ratio Prot 0.01 c0.20 c0.21 0.00 c0.01 0.00 v/s Ratio Perm 0.00 0.00 v/c Ratio 0.22 0.24 0.30 0.01 0.15 0.08 Uniform Delay, d1 36.0 1.4 4.2 2.4 37.0 32.8 Progression Factor 1.28 0.25 0.30 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.3 0.0 0.3 0.0 Delay (s) 46.2 0.5 1.5 2.4 37.3 32.8 Level of Service D A A A D C Approach Delay (s) 3.3 1.6 0.0 34.3 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 3.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.32 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 31.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 4 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 10 565 70 29 619 10 57 0 51 2 0 18 Future Volume (vph) 10 565 70 29 619 10 57 0 51 2 0 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3363 1770 3399 1770 1583 1770 1583 Flt Permitted 0.36 1.00 0.40 1.00 0.76 1.00 0.72 1.00 Satd. Flow (perm) 670 3363 740 3399 1409 1583 1345 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 11 595 74 31 652 11 60 0 54 2 0 19 RTOR Reduction (vph) 0 9 0 0 1 0 0 49 0 0 0 16 Lane Group Flow (vph) 11 660 0 31 662 0 60 5 0 0 2 3 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 60.5 60.5 52.6 52.6 7.0 7.0 7.0 8.9 Effective Green, g (s) 61.5 61.5 53.6 53.6 8.0 8.0 8.0 10.9 Actuated g/C Ratio 0.77 0.77 0.67 0.67 0.10 0.10 0.10 0.14 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 554 2585 495 2277 140 158 134 314 v/s Ratio Prot 0.00 c0.20 c0.19 0.00 0.00 v/s Ratio Perm 0.01 0.04 c0.04 0.00 0.00 v/c Ratio 0.02 0.26 0.06 0.29 0.43 0.03 0.01 0.01 Uniform Delay, d1 2.4 2.7 4.5 5.4 33.9 32.5 32.4 29.9 Progression Factor 1.40 1.35 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.2 0.2 0.3 0.8 0.0 0.0 0.0 Delay (s) 3.3 3.8 4.8 5.7 34.6 32.5 32.5 29.9 Level of Service A A A A C C C C Approach Delay (s) 3.8 5.7 33.6 30.1 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 7.3 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.32 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 5 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 53 373 199 76 325 19 146 61 58 72 201 194 Future Volume (vph) 53 373 199 76 325 19 146 61 58 72 201 194 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3438 1583 1687 3450 1703 1810 1583 1805 1734 Flt Permitted 0.54 1.00 1.00 0.38 1.00 0.32 1.00 1.00 0.64 1.00 Satd. Flow (perm) 998 3438 1583 683 3450 571 1810 1583 1214 1734 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 56 393 209 80 342 20 154 64 61 76 212 204 RTOR Reduction (vph) 0 0 137 0 4 0 0 0 40 0 29 0 Lane Group Flow (vph) 56 393 72 80 358 0 154 64 21 76 387 0 Heavy Vehicles (%) 2% 5% 2% 7% 4% 0% 6% 5% 2% 0% 1% 2% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 22.2 18.3 27.1 26.6 20.5 32.0 23.2 29.3 37.8 26.1 Effective Green, g (s) 22.2 19.3 29.1 25.6 21.5 32.0 24.2 29.3 39.8 27.1 Actuated g/C Ratio 0.26 0.23 0.34 0.30 0.25 0.38 0.29 0.35 0.47 0.32 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 296 782 645 272 874 332 516 546 658 554 v/s Ratio Prot 0.01 c0.11 0.01 c0.02 0.10 c0.05 0.04 0.00 0.02 c0.22 v/s Ratio Perm 0.04 0.03 0.07 0.13 0.01 0.04 v/c Ratio 0.19 0.50 0.11 0.29 0.41 0.46 0.12 0.04 0.12 0.70 Uniform Delay, d1 23.9 28.6 19.0 21.9 26.4 18.6 22.4 18.4 12.5 25.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.7 0.0 0.2 0.4 0.4 0.1 0.0 0.0 4.1 Delay (s) 24.0 29.3 19.0 22.1 26.8 19.0 22.6 18.4 12.5 29.4 Level of Service C C B C C B C B B C Approach Delay (s) 25.6 25.9 19.7 26.8 Approach LOS C C B C Intersection Summary HCM 2000 Control Delay 25.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.57 Actuated Cycle Length (s) 84.8 Sum of lost time (s) 24.0 Intersection Capacity Utilization 66.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 6 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 8 261 203 138 351 2 109 38 66 12 129 24 Future Volume (vph) 8 261 203 138 351 2 109 38 66 12 129 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.93 1.00 1.00 0.96 0.98 Flt Protected 0.95 1.00 0.95 1.00 0.97 1.00 Satd. Flow (prot) 1805 1775 1805 1898 1775 1856 Flt Permitted 0.54 1.00 0.29 1.00 0.72 0.97 Satd. Flow (perm) 1027 1775 549 1898 1315 1800 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 8 275 214 145 369 2 115 40 69 13 136 25 RTOR Reduction (vph) 0 23 0 0 0 0 0 15 0 0 5 0 Lane Group Flow (vph) 8 466 0 145 371 0 0 209 0 0 169 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 36.0 35.2 49.2 42.4 18.7 18.7 Effective Green, g (s) 36.0 35.2 49.2 42.4 18.7 18.7 Actuated g/C Ratio 0.45 0.44 0.62 0.53 0.23 0.23 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 Lane Grp Cap (vph) 470 781 463 1007 307 421 v/s Ratio Prot 0.00 c0.26 c0.03 c0.20 v/s Ratio Perm 0.01 0.16 c0.16 0.09 v/c Ratio 0.02 0.60 0.31 0.37 0.68 0.40 Uniform Delay, d1 12.1 17.0 8.5 10.9 27.9 25.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 2.3 0.1 0.6 5.9 0.6 Delay (s) 12.1 19.2 8.6 11.6 33.8 26.5 Level of Service B B A B C C Approach Delay (s) 19.1 10.8 33.8 26.5 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 19.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 79.9 Sum of lost time (s) 18.0 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 7 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 16 358 21 11 335 16 39 11 42 55 4 19 Future Volume (vph) 16 358 21 11 335 16 39 11 42 55 4 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.94 0.97 Flt Protected 1.00 1.00 0.98 0.97 Satd. Flow (prot) 1883 1886 1747 1775 Flt Permitted 0.98 0.98 0.83 0.73 Satd. Flow (perm) 1848 1859 1472 1340 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 17 377 22 12 353 17 41 12 44 58 4 20 RTOR Reduction (vph) 0 3 0 0 2 0 0 38 0 0 17 0 Lane Group Flow (vph) 0 413 0 0 380 0 0 59 0 0 65 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 21.8 21.8 4.7 4.7 Effective Green, g (s) 21.8 21.8 4.7 4.7 Actuated g/C Ratio 0.59 0.59 0.13 0.13 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1088 1095 186 170 v/s Ratio Prot v/s Ratio Perm c0.22 0.20 0.04 c0.05 v/c Ratio 0.38 0.35 0.31 0.38 Uniform Delay, d1 4.0 3.9 14.7 14.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.5 0.4 1.0 1.4 Delay (s) 4.5 4.3 15.7 16.2 Level of Service A A B B Approach Delay (s) 4.5 4.3 15.7 16.2 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 6.5 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.38 Actuated Cycle Length (s) 37.0 Sum of lost time (s) 10.5 Intersection Capacity Utilization 43.1% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 8 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 4 562 10 36 281 26 28 2 92 51 9 7 Future Volume (vph) 4 562 10 36 281 26 28 2 92 51 9 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1840 1752 1822 1770 1589 1770 1741 Flt Permitted 0.57 1.00 0.32 1.00 0.75 1.00 0.69 1.00 Satd. Flow (perm) 1042 1840 588 1822 1392 1589 1291 1741 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 4 592 11 38 296 27 29 2 97 54 9 7 RTOR Reduction (vph) 0 0 0 0 3 0 0 85 0 0 6 0 Lane Group Flow (vph) 4 603 0 38 320 0 29 14 0 54 10 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 31.3 30.7 34.1 32.1 6.8 6.8 6.8 6.8 Effective Green, g (s) 31.3 30.7 34.1 32.1 6.8 6.8 6.8 6.8 Actuated g/C Ratio 0.56 0.55 0.61 0.57 0.12 0.12 0.12 0.12 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 590 1008 399 1044 169 192 156 211 v/s Ratio Prot 0.00 c0.33 c0.00 0.18 0.01 0.01 v/s Ratio Perm 0.00 0.05 0.02 c0.04 v/c Ratio 0.01 0.60 0.10 0.31 0.17 0.07 0.35 0.05 Uniform Delay, d1 5.5 8.5 5.1 6.2 22.1 21.8 22.6 21.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 1.4 0.0 0.4 0.5 0.2 1.3 0.1 Delay (s) 5.5 9.9 5.1 6.5 22.6 22.0 23.9 21.8 Level of Service A A A A C C C C Approach Delay (s) 9.9 6.4 22.1 23.4 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 11.0 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 56.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 48.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 9 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 36 665 36 240 322 92 14 27 169 87 57 20 Future Volume (vph) 36 665 36 240 322 92 14 27 169 87 57 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 12 12 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.99 1.00 0.97 1.00 1.00 0.85 1.00 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1662 3451 1711 3265 1636 1900 1583 1589 3394 Flt Permitted 0.50 1.00 0.29 1.00 0.70 1.00 1.00 0.45 1.00 Satd. Flow (perm) 872 3451 528 3265 1208 1900 1583 757 3394 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 38 700 38 253 339 97 15 28 178 92 60 21 RTOR Reduction (vph) 0 2 0 0 17 0 0 0 0 0 18 0 Lane Group Flow (vph) 38 736 0 253 419 0 15 28 178 92 63 0 Heavy Vehicles (%) 5% 4% 0% 2% 6% 10% 3% 0% 2% 6% 3% 0% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 2 6 8 8 4 Actuated Green, G (s) 62.7 59.9 78.5 70.2 8.2 6.1 19.2 19.3 11.4 Effective Green, g (s) 64.7 61.9 79.5 72.2 10.2 8.1 21.2 20.5 13.4 Actuated g/C Ratio 0.59 0.56 0.72 0.66 0.09 0.07 0.19 0.19 0.12 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 540 1941 533 2143 124 139 305 208 413 v/s Ratio Prot 0.00 0.21 0.06 0.13 0.00 0.01 c0.07 c0.04 0.02 v/s Ratio Perm 0.04 c0.28 0.01 0.04 c0.05 v/c Ratio 0.07 0.38 0.47 0.20 0.12 0.20 0.58 0.44 0.15 Uniform Delay, d1 9.5 13.4 6.3 7.5 45.7 47.9 40.4 38.7 43.2 Progression Factor 1.00 1.00 0.94 0.62 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.6 0.2 0.2 0.2 0.3 1.8 0.5 0.1 Delay (s) 9.6 13.9 6.2 4.9 45.9 48.2 42.2 39.3 43.3 Level of Service A B A A D D D D D Approach Delay (s) 13.7 5.3 43.2 41.2 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 16.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 54.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 10 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 484 476 767 560 0 0 0 0 127 0 133 Future Volume (vph) 0 484 476 767 560 0 0 0 0 127 0 133 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 10 12 12 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 0.93 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3228 1620 3406 1811 1583 Flt Permitted 1.00 0.10 1.00 0.95 1.00 Satd. Flow (perm) 3228 173 3406 1811 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 509 501 807 589 0 0 0 0 134 0 140 RTOR Reduction (vph) 0 164 0 0 0 0 0 0 0 0 0 128 Lane Group Flow (vph) 0 846 0 807 589 0 0 0 0 0 134 12 Heavy Vehicles (%) 0% 5% 2% 4% 6% 0% 0% 0% 0% 3% 0% 2% Turn Type NA pm+pt NA Split NA Perm Protected Phases 2 13 6 4 4 Permitted Phases 6 4 Actuated Green, G (s) 31.0 91.2 91.2 8.8 8.8 Effective Green, g (s) 32.5 92.7 92.7 9.8 9.8 Actuated g/C Ratio 0.30 0.84 0.84 0.09 0.09 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1.5 1.5 Lane Grp Cap (vph) 953 845 2870 161 141 v/s Ratio Prot 0.26 c0.46 0.17 c0.07 v/s Ratio Perm c0.34 0.01 v/c Ratio 0.89 0.96 0.21 0.83 0.09 Uniform Delay, d1 37.0 23.6 1.6 49.3 46.0 Progression Factor 0.93 0.64 1.78 1.00 1.00 Incremental Delay, d2 9.9 17.3 0.1 28.1 0.1 Delay (s) 44.2 32.5 3.1 77.4 46.1 Level of Service D C A E D Approach Delay (s) 44.2 20.1 0.0 61.4 Approach LOS D C A E Intersection Summary HCM 2000 Control Delay 33.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 14.5 Intersection Capacity Utilization 88.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 11 HCM Signalized Intersection Capacity Analysis Year 2024 Background AM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 100 515 0 0 1034 80 120 32 324 0 0 174 Future Volume (vph) 100 515 0 0 1034 80 120 32 324 0 0 174 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 12 12 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.99 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1589 3471 3467 1586 1387 1446 1522 Flt Permitted 0.15 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 254 3471 3467 1586 1387 1446 1522 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 105 542 0 0 1088 84 126 34 341 0 0 183 RTOR Reduction (vph) 0 0 0 0 4 0 0 0 293 0 0 0 Lane Group Flow (vph) 105 542 0 0 1168 0 126 34 48 0 0 183 Heavy Vehicles (%) 6% 4% 0% 0% 3% 3% 10% 37% 8% 0% 0% 8% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 85.4 84.9 56.9 13.6 13.6 13.6 23.0 Effective Green, g (s) 86.4 86.9 58.9 15.6 15.6 15.6 24.0 Actuated g/C Ratio 0.79 0.79 0.54 0.14 0.14 0.14 0.22 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 490 2742 1856 224 196 205 332 v/s Ratio Prot 0.05 0.16 c0.34 c0.08 0.02 c0.12 v/s Ratio Perm 0.12 0.03 v/c Ratio 0.21 0.20 0.63 0.56 0.17 0.24 0.55 Uniform Delay, d1 13.4 2.9 17.9 44.0 41.5 41.9 38.2 Progression Factor 0.30 0.45 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.1 1.6 1.9 0.2 0.2 2.0 Delay (s) 4.1 1.4 19.5 45.9 41.7 42.1 40.2 Level of Service A A B D D D D Approach Delay (s) 1.8 19.5 43.1 40.2 Approach LOS A B D D Intersection Summary HCM 2000 Control Delay 21.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.60 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 60.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background AM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 164 676 665 0 0 614 Future Volume (Veh/h) 164 676 665 0 0 614 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 173 712 700 0 0 646 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.80 0.80 0.80 vC, conflicting volume 700 1402 700 vC1, stage 1 conf vol 700 vC2, stage 2 conf vol 702 vCu, unblocked vol 505 1378 505 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 80 100 0 cM capacity (veh/h) 860 293 416 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 173 356 356 700 646 Volume Left 173 0 0 0 0 Volume Right 0 0 0 0 646 cSH 860 1700 1700 1700 416 Volume to Capacity 0.20 0.21 0.21 0.41 1.55 Queue Length 95th (ft) 19 0 0 0 888 Control Delay (s) 10.2 0.0 0.0 0.0 284.2 Lane LOS B F Approach Delay (s) 2.0 0.0 284.2 Approach LOS F Intersection Summary Average Delay 83.1 Intersection Capacity Utilization 79.7% ICU Level of Service D Analysis Period (min) 15 Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background AM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 94 0 0 35 9 13 25 38 130 0 7 Future Volume (Veh/h) 3 94 0 0 35 9 13 25 38 130 0 7 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 3 99 0 0 37 9 14 26 40 137 0 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 10 2 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 46 99 146 151 99 160 146 42 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 46 99 146 151 99 160 146 42 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 98 97 96 82 100 99 cM capacity (veh/h) 1575 1507 820 743 962 755 747 1035 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 102 46 80 144 Volume Left 3 0 14 137 Volume Right 0 9 40 7 cSH 1575 1700 1540 794 Volume to Capacity 0.00 0.03 0.05 0.18 Queue Length 95th (ft) 0 0 4 16 Control Delay (s) 0.2 0.0 9.4 10.7 Lane LOS A A B Approach Delay (s) 0.2 0.0 9.4 10.7 Approach LOS A B Intersection Summary Average Delay 6.2 Intersection Capacity Utilization 27.9% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background AM 7:22 am 04/05/2021 2024 No Build AM Synchro 11 Report Page 14 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 913 652 536 1452 0 236 0 162 176 71 175 Future Volume (vph) 0 913 652 536 1452 0 236 0 162 176 71 175 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3574 1583 3467 3574 1787 1599 1787 1863 1599 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3574 1583 3467 3574 0 1599 1787 1863 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 961 686 564 1528 0 248 0 171 185 75 184 RTOR Reduction (vph) 0 0 63 0 0 0 0 0 80 0 0 167 Lane Group Flow (vph) 0 961 623 564 1528 0 248 0 91 185 75 17 Heavy Vehicles (%) 0% 1% 2% 1% 1% 0% 1% 0% 1% 1% 2% 1% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 33.0 50.4 17.6 56.6 17.4 17.6 31.4 8.0 8.0 Effective Green, g (s) 34.0 50.4 18.6 57.6 17.4 18.6 31.4 9.0 9.0 Actuated g/C Ratio 0.34 0.50 0.19 0.58 0.17 0.19 0.31 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1215 892 644 2058 310 297 561 167 143 v/s Ratio Prot 0.27 c0.12 c0.16 c0.43 0.14 0.06 0.10 c0.04 v/s Ratio Perm 0.27 0.01 v/c Ratio 0.79 0.70 0.88 0.74 0.80 0.31 0.33 0.45 0.12 Uniform Delay, d1 29.8 19.0 39.6 15.7 39.6 35.1 26.2 43.1 41.8 Progression Factor 1.00 1.00 0.56 0.32 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 5.3 2.4 8.3 1.4 13.7 0.2 0.1 0.7 0.1 Delay (s) 35.1 21.4 30.4 6.4 53.3 35.4 26.4 43.9 42.0 Level of Service D C C A D D C D D Approach Delay (s) 29.4 12.9 46.0 35.8 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay 24.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 75.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 1 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 213 1029 0 0 969 255 1079 0 268 0 0 0 Future Volume (vph) 213 1029 0 0 969 255 1079 0 268 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1583 1698 1698 1599 Flt Permitted 0.10 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 193 3574 3574 1583 1698 1698 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 224 1083 0 0 1020 268 1136 0 282 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 166 0 0 59 0 0 0 Lane Group Flow (vph) 224 1083 0 0 1020 102 568 568 223 0 0 0 Heavy Vehicles (%) 1% 1% 2% 1% 1% 2% 1% 0% 1% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 52.9 52.9 36.9 36.9 35.6 35.6 35.6 Effective Green, g (s) 52.9 53.9 37.9 37.9 36.6 36.6 36.6 Actuated g/C Ratio 0.53 0.54 0.38 0.38 0.37 0.37 0.37 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 269 1926 1354 599 621 621 585 v/s Ratio Prot c0.09 0.30 0.29 c0.33 0.33 v/s Ratio Perm c0.35 0.06 0.14 v/c Ratio 0.83 0.56 0.75 0.17 0.91 0.91 0.38 Uniform Delay, d1 22.0 15.2 27.0 20.6 30.2 30.2 23.4 Progression Factor 0.52 0.75 0.81 0.93 1.00 1.00 1.00 Incremental Delay, d2 12.9 0.9 3.7 0.6 17.8 17.8 0.2 Delay (s) 24.4 12.4 25.6 19.8 48.0 48.0 23.5 Level of Service C B C B D D C Approach Delay (s) 14.4 24.4 43.1 0.0 Approach LOS B C D A Intersection Summary HCM 2000 Control Delay 27.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 81.0% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 2 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1196 111 46 1114 110 51 Future Volume (vph) 1196 111 46 1114 110 51 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.19 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 352 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1259 117 48 1173 116 54 RTOR Reduction (vph) 0 24 0 0 0 47 Lane Group Flow (vph) 1259 93 48 1173 116 7 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 69.7 79.5 79.2 79.2 9.8 13.8 Effective Green, g (s) 69.7 79.5 79.2 79.2 9.8 13.8 Actuated g/C Ratio 0.70 0.80 0.79 0.79 0.10 0.14 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2516 1372 336 2859 176 311 v/s Ratio Prot c0.35 0.01 0.01 c0.32 c0.06 0.00 v/s Ratio Perm 0.05 0.11 0.00 v/c Ratio 0.50 0.07 0.14 0.41 0.66 0.02 Uniform Delay, d1 7.0 2.2 6.1 3.2 43.5 37.3 Progression Factor 0.32 0.34 0.68 0.68 1.00 1.00 Incremental Delay, d2 0.6 0.0 0.1 0.4 6.6 0.0 Delay (s) 2.9 0.8 4.2 2.6 50.1 37.3 Level of Service A A A A D D Approach Delay (s) 2.7 2.6 46.0 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 5.3 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.53 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 3 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 263 985 0 0 924 46 1 0 0 42 0 234 Future Volume (vph) 263 985 0 0 924 46 1 0 0 42 0 234 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 3433 3406 3406 1583 1805 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 3433 3406 3406 1583 1805 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 277 1037 0 0 973 48 1 0 0 44 0 246 RTOR Reduction (vph) 0 0 0 0 0 17 0 0 0 0 0 0 Lane Group Flow (vph) 277 1037 0 0 973 31 0 1 0 0 44 246 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 12.4 75.7 57.3 63.3 0.8 6.0 18.4 Effective Green, g (s) 13.4 76.7 58.3 65.3 1.8 7.0 20.4 Actuated g/C Ratio 0.13 0.77 0.58 0.65 0.02 0.07 0.20 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 1.0 2.0 2.0 Lane Grp Cap (vph) 460 2612 1985 1033 32 123 568 v/s Ratio Prot c0.08 0.30 c0.29 0.00 c0.00 0.02 c0.06 v/s Ratio Perm 0.02 0.03 v/c Ratio 0.60 0.40 0.49 0.03 0.03 0.36 0.43 Uniform Delay, d1 40.8 3.9 12.2 6.1 48.2 44.4 34.8 Progression Factor 1.15 0.07 0.75 0.17 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.4 0.8 0.0 0.1 0.7 0.2 Delay (s) 48.4 0.7 10.0 1.1 48.4 45.0 34.9 Level of Service D A A A D D C Approach Delay (s) 10.7 9.5 48.4 36.5 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 13.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 51.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 4 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 947 37 15 871 46 38 3 24 30 2 61 Future Volume (vph) 43 947 37 15 871 46 38 3 24 30 2 61 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.96 1.00 Satd. Flow (prot) 1770 3391 1770 3387 1770 1613 1779 1583 Flt Permitted 0.26 1.00 0.28 1.00 0.73 1.00 0.72 1.00 Satd. Flow (perm) 477 3391 515 3387 1369 1613 1338 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 45 997 39 16 917 48 40 3 25 32 2 64 RTOR Reduction (vph) 0 2 0 0 2 0 0 23 0 0 0 56 Lane Group Flow (vph) 45 1034 0 16 963 0 40 5 0 0 34 8 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 80.9 80.9 70.8 70.8 6.6 6.6 6.6 10.7 Effective Green, g (s) 81.9 81.9 71.8 71.8 7.6 7.6 7.6 12.7 Actuated g/C Ratio 0.82 0.82 0.72 0.72 0.08 0.08 0.08 0.13 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 456 2777 369 2431 104 122 101 280 v/s Ratio Prot 0.01 c0.31 c0.28 0.00 0.00 v/s Ratio Perm 0.08 0.03 c0.03 0.03 0.00 v/c Ratio 0.10 0.37 0.04 0.40 0.38 0.04 0.34 0.03 Uniform Delay, d1 2.3 2.4 4.1 5.6 44.0 42.8 43.8 38.2 Progression Factor 0.31 0.25 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.4 0.2 0.5 0.9 0.0 0.7 0.0 Delay (s) 0.8 1.0 4.3 6.0 44.8 42.9 44.5 38.3 Level of Service A A A A D D D D Approach Delay (s) 1.0 6.0 44.0 40.4 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 53.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 5 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 266 451 283 96 523 85 290 201 74 39 93 120 Future Volume (vph) 266 451 283 96 523 85 290 201 74 39 93 120 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 1599 1719 3505 1787 1863 1615 1752 1696 Flt Permitted 0.18 1.00 1.00 0.48 1.00 0.34 1.00 1.00 0.63 1.00 Satd. Flow (perm) 334 3574 1599 869 3505 632 1863 1615 1153 1696 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 280 475 298 101 551 89 305 212 78 41 98 126 RTOR Reduction (vph) 0 0 159 0 12 0 0 0 48 0 44 0 Lane Group Flow (vph) 280 475 139 101 628 0 305 212 30 41 180 0 Heavy Vehicles (%) 1% 1% 1% 5% 1% 0% 1% 2% 0% 3% 2% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 41.4 28.2 41.6 30.6 22.8 38.6 28.5 36.3 22.3 18.7 Effective Green, g (s) 41.4 29.2 43.6 29.6 23.8 38.6 29.5 36.3 24.3 19.7 Actuated g/C Ratio 0.44 0.31 0.47 0.32 0.25 0.41 0.32 0.39 0.26 0.21 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 352 1114 838 341 891 425 587 626 328 356 v/s Ratio Prot c0.11 0.13 0.03 0.02 0.18 c0.10 0.11 0.00 0.01 0.11 v/s Ratio Perm c0.24 0.06 0.07 c0.19 0.01 0.03 v/c Ratio 0.80 0.43 0.17 0.30 0.70 0.72 0.36 0.05 0.12 0.51 Uniform Delay, d1 19.4 25.6 14.5 23.2 31.7 20.4 24.8 17.9 26.3 32.6 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 11.0 0.4 0.0 0.2 2.7 4.8 0.5 0.0 0.1 1.5 Delay (s) 30.4 25.9 14.5 23.4 34.5 25.2 25.3 17.9 26.3 34.2 Level of Service C C B C C C C B C C Approach Delay (s) 23.9 32.9 24.3 33.0 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 27.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 93.6 Sum of lost time (s) 24.0 Intersection Capacity Utilization 78.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 6 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 27 428 133 82 442 16 201 152 136 12 26 19 Future Volume (vph) 27 428 133 82 442 16 201 152 136 12 26 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.96 1.00 0.99 0.96 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99 Satd. Flow (prot) 1805 1832 1805 1890 1792 1795 Flt Permitted 0.33 1.00 0.17 1.00 0.84 0.88 Satd. Flow (perm) 628 1832 332 1890 1534 1600 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 28 451 140 86 465 17 212 160 143 13 27 20 RTOR Reduction (vph) 0 10 0 0 1 0 0 11 0 0 13 0 Lane Group Flow (vph) 28 581 0 86 481 0 0 504 0 0 47 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 44.8 41.5 49.4 43.8 38.1 38.1 Effective Green, g (s) 44.8 41.5 49.4 43.8 38.1 38.1 Actuated g/C Ratio 0.43 0.40 0.48 0.42 0.37 0.37 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 Lane Grp Cap (vph) 310 736 238 802 566 590 v/s Ratio Prot 0.00 c0.32 c0.02 0.25 v/s Ratio Perm 0.04 0.15 c0.33 0.03 v/c Ratio 0.09 0.79 0.36 0.60 0.89 0.08 Uniform Delay, d1 17.7 27.0 18.5 22.9 30.6 21.2 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 7.0 0.3 2.2 15.8 0.1 Delay (s) 17.7 34.0 18.8 25.2 46.3 21.2 Level of Service B C B C D C Approach Delay (s) 33.3 24.2 46.3 21.2 Approach LOS C C D C Intersection Summary HCM 2000 Control Delay 33.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 103.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 84.7% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 7 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 32 462 33 15 473 27 32 45 26 18 16 12 Future Volume (vph) 32 462 33 15 473 27 32 45 26 18 16 12 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.97 0.96 Flt Protected 1.00 1.00 0.98 0.98 Satd. Flow (prot) 1878 1884 1807 1797 Flt Permitted 0.95 0.98 0.88 0.85 Satd. Flow (perm) 1796 1851 1608 1554 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 34 486 35 16 498 28 34 47 27 19 17 13 RTOR Reduction (vph) 0 3 0 0 3 0 0 24 0 0 11 0 Lane Group Flow (vph) 0 552 0 0 539 0 0 84 0 0 38 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 26.5 26.5 5.0 5.0 Effective Green, g (s) 26.5 26.5 5.0 5.0 Actuated g/C Ratio 0.63 0.63 0.12 0.12 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1133 1167 191 185 v/s Ratio Prot v/s Ratio Perm c0.31 0.29 c0.05 0.02 v/c Ratio 0.49 0.46 0.44 0.20 Uniform Delay, d1 4.1 4.0 17.2 16.7 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.7 0.6 1.6 0.5 Delay (s) 4.8 4.6 18.8 17.2 Level of Service A A B B Approach Delay (s) 4.8 4.6 18.8 17.2 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 6.4 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.48 Actuated Cycle Length (s) 42.0 Sum of lost time (s) 10.5 Intersection Capacity Utilization 56.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 8 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 7 430 32 153 491 36 35 4 61 92 25 28 Future Volume (vph) 7 430 32 153 491 36 35 4 61 92 25 28 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.86 1.00 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1825 1752 1826 1770 1600 1770 1715 Flt Permitted 0.46 1.00 0.32 1.00 0.72 1.00 0.71 1.00 Satd. Flow (perm) 842 1825 586 1826 1343 1600 1328 1715 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 7 453 34 161 517 38 37 4 64 97 26 29 RTOR Reduction (vph) 0 3 0 0 2 0 0 56 0 0 25 0 Lane Group Flow (vph) 7 484 0 161 553 0 37 12 0 97 30 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 31.1 30.4 44.7 38.5 8.2 8.2 8.2 8.2 Effective Green, g (s) 31.1 30.4 44.7 38.5 8.2 8.2 8.2 8.2 Actuated g/C Ratio 0.49 0.48 0.70 0.60 0.13 0.13 0.13 0.13 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 419 868 570 1100 172 205 170 220 v/s Ratio Prot 0.00 c0.27 c0.04 c0.30 0.01 0.02 v/s Ratio Perm 0.01 0.16 0.03 c0.07 v/c Ratio 0.02 0.56 0.28 0.50 0.22 0.06 0.57 0.14 Uniform Delay, d1 8.5 12.0 4.6 7.2 25.0 24.5 26.2 24.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 1.3 0.1 0.8 0.6 0.1 4.6 0.3 Delay (s) 8.5 13.3 4.7 8.0 25.6 24.6 30.8 25.0 Level of Service A B A A C C C C Approach Delay (s) 13.2 7.3 24.9 28.7 Approach LOS B A C C Intersection Summary HCM 2000 Control Delay 12.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 63.9 Sum of lost time (s) 16.5 Intersection Capacity Utilization 58.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 9 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 46 460 87 409 511 159 97 276 506 159 178 82 Future Volume (vph) 46 460 87 409 511 159 97 276 506 159 178 82 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 12 12 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.98 1.00 0.96 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1745 3494 1745 3413 1685 1863 1599 1620 3429 Flt Permitted 0.38 1.00 0.24 1.00 0.53 1.00 1.00 0.24 1.00 Satd. Flow (perm) 705 3494 450 3413 946 1863 1599 414 3429 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 48 484 92 431 538 167 102 291 533 167 187 86 RTOR Reduction (vph) 0 13 0 0 23 0 0 0 0 0 54 0 Lane Group Flow (vph) 48 563 0 431 682 0 102 291 533 167 219 0 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 1% 4% 0% 1% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 2 6 8 8 4 Actuated Green, G (s) 35.4 31.2 62.6 52.9 28.0 21.7 47.6 31.3 23.1 Effective Green, g (s) 37.4 33.2 63.6 54.9 30.0 23.7 49.6 33.3 25.1 Actuated g/C Ratio 0.34 0.30 0.58 0.50 0.27 0.22 0.45 0.30 0.23 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 288 1054 576 1703 307 401 721 226 782 v/s Ratio Prot 0.01 0.16 c0.18 0.20 0.02 0.16 0.18 c0.06 0.06 v/s Ratio Perm 0.05 c0.25 0.07 0.15 c0.16 v/c Ratio 0.17 0.53 0.75 0.40 0.33 0.73 0.74 0.74 0.28 Uniform Delay, d1 24.6 32.0 15.5 17.2 31.0 40.1 24.9 30.9 35.0 Progression Factor 1.00 1.00 1.36 0.80 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.9 4.4 0.7 0.2 5.5 3.4 10.4 0.1 Delay (s) 24.7 33.9 25.5 14.5 31.2 45.6 28.3 41.3 35.1 Level of Service C C C B C D C D D Approach Delay (s) 33.2 18.7 34.1 37.4 Approach LOS C B C D Intersection Summary HCM 2000 Control Delay 28.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 74.8% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 10 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 954 199 333 961 0 0 0 0 138 0 118 Future Volume (vph) 0 954 199 333 961 0 0 0 0 138 0 118 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 10 12 12 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.97 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3457 1652 3574 1865 1553 Flt Permitted 1.00 0.08 1.00 0.95 1.00 Satd. Flow (perm) 3457 140 3574 1865 1553 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1004 209 351 1012 0 0 0 0 145 0 124 RTOR Reduction (vph) 0 16 0 0 0 0 0 0 0 0 0 110 Lane Group Flow (vph) 0 1197 0 351 1012 0 0 0 0 0 145 14 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 0% 1% 3% 2% 1% 0% 0% 0% 0% 0% 0% 4% Turn Type NA pm+pt NA Split NA Perm Protected Phases 2 13 6 4 4 Permitted Phases 6 4 Actuated Green, G (s) 41.1 88.8 88.8 11.2 11.2 Effective Green, g (s) 42.6 90.3 90.3 12.2 12.2 Actuated g/C Ratio 0.39 0.82 0.82 0.11 0.11 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1338 674 2933 206 172 v/s Ratio Prot c0.35 c0.19 0.28 c0.08 v/s Ratio Perm 0.23 0.01 v/c Ratio 0.89 0.52 0.35 0.70 0.08 Uniform Delay, d1 31.6 20.2 2.5 47.2 43.9 Progression Factor 0.94 2.58 0.31 1.00 1.00 Incremental Delay, d2 7.6 0.2 0.2 8.6 0.1 Delay (s) 37.4 52.1 1.0 55.7 43.9 Level of Service D D A E D Approach Delay (s) 37.4 14.2 0.0 50.3 Approach LOS D B A D Intersection Summary HCM 2000 Control Delay 27.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 14.5 Intersection Capacity Utilization 68.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 11 HCM Signalized Intersection Capacity Analysis Year 2024 Background PM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 277 815 0 0 855 199 353 104 665 0 0 87 Future Volume (vph) 277 815 0 0 855 199 353 104 665 0 0 87 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 12 12 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.97 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1668 3574 3467 1711 1792 1546 1611 Flt Permitted 0.10 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 171 3574 3467 1711 1792 1546 1611 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 292 858 0 0 900 209 372 109 700 0 0 92 RTOR Reduction (vph) 0 0 0 0 18 0 0 0 74 0 0 0 Lane Group Flow (vph) 292 858 0 0 1091 0 372 109 626 0 0 92 Heavy Vehicles (%) 1% 1% 0% 0% 1% 2% 2% 6% 1% 0% 0% 2% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 56.0 55.5 35.5 43.0 43.0 43.0 15.0 Effective Green, g (s) 57.0 57.5 37.5 45.0 45.0 45.0 16.0 Actuated g/C Ratio 0.52 0.52 0.34 0.41 0.41 0.41 0.15 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 306 1868 1181 699 733 632 234 v/s Ratio Prot c0.14 0.24 0.31 0.22 0.06 0.06 v/s Ratio Perm c0.35 c0.41 v/c Ratio 0.95 0.46 0.92 0.53 0.15 0.99 0.39 Uniform Delay, d1 40.8 16.5 34.9 24.5 20.4 32.3 42.6 Progression Factor 0.64 0.42 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 25.1 0.4 13.3 0.4 0.0 33.3 1.1 Delay (s) 51.1 7.3 48.1 24.9 20.5 65.6 43.7 Level of Service D A D C C E D Approach Delay (s) 18.5 48.1 48.6 43.7 Approach LOS B D D D Intersection Summary HCM 2000 Control Delay 38.5 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.98 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 74.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background PM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 532 948 869 0 0 322 Future Volume (Veh/h) 532 948 869 0 0 322 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 560 998 915 0 0 339 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.69 0.71 0.69 vC, conflicting volume 915 2534 915 vC1, stage 1 conf vol 915 vC2, stage 2 conf vol 1619 vCu, unblocked vol 654 2711 654 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 14 100 0 cM capacity (veh/h) 652 21 286 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 560 499 499 915 339 Volume Left 560 0 0 0 0 Volume Right 0 0 0 0 339 cSH 652 1700 1700 1700 286 Volume to Capacity 0.86 0.29 0.29 0.54 1.18 Queue Length 95th (ft) 246 0 0 0 376 Control Delay (s) 34.9 0.0 0.0 0.0 150.7 Lane LOS D F Approach Delay (s) 12.5 0.0 150.7 Approach LOS F Intersection Summary Average Delay 25.1 Intersection Capacity Utilization 81.9% ICU Level of Service D Analysis Period (min) 15 Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background PM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 6 80 0 0 78 52 63 139 224 64 0 2 Future Volume (vph) 6 80 0 0 78 52 63 139 224 64 0 2 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 6 84 0 0 82 55 66 146 236 67 0 2 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total (vph) 90 137 212 236 67 2 Volume Left (vph) 6 0 66 0 67 0 Volume Right (vph) 0 55 0 236 0 2 Hadj (s) 0.01 -0.24 0.06 -0.60 0.20 -0.60 Departure Headway (s) 4.8 4.5 4.6 3.2 4.9 3.2 Degree Utilization, x 0.12 0.17 0.27 0.21 0.09 0.00 Capacity (veh/h) 704 751 747 1122 687 1121 Control Delay (s) 8.4 8.4 9.3 7.0 8.4 6.2 Approach Delay (s) 8.4 8.4 8.1 8.3 Approach LOS A A A A Intersection Summary Delay 8.2 Level of Service A Intersection Capacity Utilization 33.5% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background PM 8:37 am 04/05/2021 2024 No Build PM Synchro 11 Report Page 14 Queuing and Blocking Report Year 2024 Background AM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 240 204 292 165 180 172 187 120 108 229 97 88 Average Queue (ft) 123 68 116 80 83 70 83 50 42 95 32 33 95th Queue (ft) 199 148 213 138 142 136 145 96 76 169 69 60 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 118 135 147 175 109 88 187 227 92 Average Queue (ft) 45 39 51 62 27 18 75 127 26 95th Queue (ft) 87 96 110 131 69 49 158 196 62 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 15 24 3 35 59 55 49 27 Average Queue (ft) 0 1 0 3 4 3 8 2 95th Queue (ft) 5 9 2 19 25 23 28 12 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) Queuing Penalty (veh) Year 2024 Background AM SimTraffic Report Page 1 Queuing and Blocking Report Year 2024 Background AM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB SB SB SB Directions Served L L T TR T T R LT R R Maximum Queue (ft) 30 47 38 31 91 93 18 44 59 23 Average Queue (ft) 3 13 1 1 20 17 1 9 14 3 95th Queue (ft) 15 35 11 10 56 53 6 30 39 14 Link Distance (ft) 625 625 797 797 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 32 126 127 51 140 134 114 80 37 44 Average Queue (ft) 4 37 39 11 31 35 44 28 2 13 95th Queue (ft) 19 93 93 34 89 91 88 56 15 39 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 104 263 222 123 108 153 154 199 127 56 271 483 Average Queue (ft) 30 120 66 44 40 68 65 75 35 17 42 206 95th Queue (ft) 68 197 149 85 80 122 119 140 80 41 144 377 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 2 Queuing Penalty (veh) 0 0 2 Year 2024 Background AM SimTraffic Report Page 2 Queuing and Blocking Report Year 2024 Background AM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB SB Directions Served L TR L TR LTR LTR Maximum Queue (ft) 40 340 134 201 226 167 Average Queue (ft) 5 137 49 75 102 66 95th Queue (ft) 22 256 93 157 175 127 Link Distance (ft) 1654 4993 1071 1000 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 168 176 92 81 Average Queue (ft) 64 60 35 31 95th Queue (ft) 131 124 66 59 Link Distance (ft) 3900 1654 3895 1060 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB NB NB SB SB Directions Served L TR L TR L TR L TR Maximum Queue (ft) 30 249 59 128 67 89 103 50 Average Queue (ft) 2 92 18 39 20 39 33 11 95th Queue (ft) 15 175 45 89 51 67 69 36 Link Distance (ft) 1701 2976 575 583 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Year 2024 Background AM SimTraffic Report Page 3 Queuing and Blocking Report Year 2024 Background AM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB NB NB NB SB SB Directions Served L T TR T L T TR L T R L T Maximum Queue (ft) 57 351 316 10 183 90 145 50 75 241 159 100 Average Queue (ft) 14 100 149 0 80 6 42 9 22 111 61 30 95th Queue (ft) 39 233 272 6 149 35 102 32 53 191 118 68 Link Distance (ft) 336 2976 120 120 120 506 506 572 Upstream Blk Time (%) 0 0 4 0 0 Queuing Penalty (veh) 1 0 8 0 1 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 1 0 Queuing Penalty (veh) 3 1 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB Directions Served TR Maximum Queue (ft) 88 Average Queue (ft) 25 95th Queue (ft) 60 Link Distance (ft) 572 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB SB SB Directions Served T TR L T T LT R Maximum Queue (ft) 156 155 180 302 285 320 213 Average Queue (ft) 153 155 179 281 58 116 54 95th Queue (ft) 170 157 182 332 152 241 134 Link Distance (ft) 82 82 278 278 1127 Upstream Blk Time (%) 52 71 16 0 Queuing Penalty (veh) 250 341 107 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 49 0 5 0 Queuing Penalty (veh) 138 0 7 0 Year 2024 Background AM SimTraffic Report Page 4 Queuing and Blocking Report Year 2024 Background AM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB SB Directions Served L T T T TR L T R R Maximum Queue (ft) 79 100 76 523 458 202 290 149 844 Average Queue (ft) 17 25 18 472 152 87 41 83 738 95th Queue (ft) 49 65 52 616 360 155 140 137 988 Link Distance (ft) 278 278 450 450 1088 786 Upstream Blk Time (%) 33 0 69 Queuing Penalty (veh) 183 1 0 Storage Bay Dist (ft) 100 450 100 Storage Blk Time (%) 0 0 1 4 Queuing Penalty (veh) 0 0 6 6 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB WB SW Directions Served L T R Maximum Queue (ft) 147 63 353 Average Queue (ft) 50 4 291 95th Queue (ft) 98 39 439 Link Distance (ft) 249 270 Upstream Blk Time (%) 0 55 Queuing Penalty (veh) 0 339 Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB NB SB Directions Served LT LT L Maximum Queue (ft) 3 47 85 Average Queue (ft) 0 20 39 95th Queue (ft) 2 40 64 Link Distance (ft) 1618 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) 2 Queuing Penalty (veh) 0 Zone Summary Zone wide Queuing Penalty: 1396 Year 2024 Background AM SimTraffic Report Page 5 Queuing and Blocking Report Year 2024 Background PM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 507 469 365 304 326 260 250 272 217 193 164 178 Average Queue (ft) 290 232 164 135 140 127 135 134 55 90 56 76 95th Queue (ft) 423 374 281 232 238 207 215 221 127 155 115 134 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 0 0 1 0 1 Queuing Penalty (veh) 0 0 0 1 0 2 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 197 348 306 372 335 124 400 877 270 Average Queue (ft) 107 109 112 246 171 39 304 385 221 95th Queue (ft) 177 222 210 373 290 80 430 622 355 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) 2 0 0 Queuing Penalty (veh) 10 0 0 Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 3 1 0 0 30 0 Queuing Penalty (veh) 17 2 0 4 241 1 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 194 179 60 89 197 154 178 55 Average Queue (ft) 74 68 10 27 52 43 76 20 95th Queue (ft) 143 131 36 62 125 104 134 43 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Year 2024 Background PM SimTraffic Report Page 1 Queuing and Blocking Report Year 2024 Background PM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB SB SB SB Directions Served L L T TR T T R LTR LT R R Maximum Queue (ft) 142 151 77 60 226 228 47 20 91 199 162 Average Queue (ft) 65 79 8 5 87 84 6 1 31 100 41 95th Queue (ft) 115 127 38 26 173 171 23 7 69 168 107 Link Distance (ft) 625 625 797 797 316 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 2 1 Queuing Penalty (veh) 0 1 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 57 130 117 42 177 194 104 64 88 75 Average Queue (ft) 17 31 25 8 49 54 35 20 29 32 95th Queue (ft) 41 81 70 28 121 134 74 49 67 59 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 272 267 241 147 142 249 273 269 190 54 80 256 Average Queue (ft) 119 138 81 51 51 127 147 134 85 20 24 112 95th Queue (ft) 202 219 176 98 100 210 234 220 150 42 59 195 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 Year 2024 Background PM SimTraffic Report Page 2 Queuing and Blocking Report Year 2024 Background PM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB SB Directions Served L TR L TR LTR LTR Maximum Queue (ft) 144 482 153 399 527 90 Average Queue (ft) 16 218 42 147 246 25 95th Queue (ft) 68 393 95 281 418 58 Link Distance (ft) 1654 4993 1071 1000 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 Storage Blk Time (%) 1 0 Queuing Penalty (veh) 0 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 264 237 111 63 Average Queue (ft) 96 86 42 22 95th Queue (ft) 194 174 79 49 Link Distance (ft) 3900 1654 3895 1060 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB B23 NB NB SB SB Directions Served L TR L TR T L TR L TR Maximum Queue (ft) 35 299 135 215 184 74 88 134 99 Average Queue (ft) 5 110 50 79 4 24 32 52 31 95th Queue (ft) 22 215 92 158 70 56 62 96 67 Link Distance (ft) 1701 2976 336 575 583 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 0 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 0 Year 2024 Background PM SimTraffic Report Page 3 Queuing and Blocking Report Year 2024 Background PM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB NB NB NB SB SB Directions Served L T TR T L T TR L T R L T Maximum Queue (ft) 223 409 334 124 192 193 185 239 384 392 280 149 Average Queue (ft) 30 183 200 6 152 124 76 68 177 192 118 65 95th Queue (ft) 99 343 316 59 226 207 154 161 292 316 224 114 Link Distance (ft) 336 2976 120 120 120 506 506 572 Upstream Blk Time (%) 2 0 19 9 2 Queuing Penalty (veh) 11 0 67 32 8 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 5 2 7 0 Queuing Penalty (veh) 0 16 4 7 0 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB Directions Served TR Maximum Queue (ft) 168 Average Queue (ft) 75 95th Queue (ft) 133 Link Distance (ft) 572 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB SB SB Directions Served T TR L T T LT R Maximum Queue (ft) 156 155 180 295 270 232 124 Average Queue (ft) 155 153 157 145 25 100 45 95th Queue (ft) 156 161 208 335 124 180 90 Link Distance (ft) 82 82 278 278 1127 Upstream Blk Time (%) 59 47 1 0 Queuing Penalty (veh) 339 274 10 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 16 0 1 0 Queuing Penalty (veh) 77 1 1 0 Year 2024 Background PM SimTraffic Report Page 4 Queuing and Blocking Report Year 2024 Background PM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB SB Directions Served L T T T TR L T R R Maximum Queue (ft) 150 307 307 523 518 500 1051 150 160 Average Queue (ft) 140 215 90 462 368 251 398 146 66 95th Queue (ft) 170 362 253 612 579 493 854 169 123 Link Distance (ft) 278 278 450 450 1088 786 Upstream Blk Time (%) 5 0 43 12 4 Queuing Penalty (veh) 27 3 224 65 0 Storage Bay Dist (ft) 100 450 100 Storage Blk Time (%) 24 3 0 1 50 Queuing Penalty (veh) 97 9 0 12 230 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB EB EB WB SW Directions Served L T T T R Maximum Queue (ft) 300 557 482 135 254 Average Queue (ft) 223 173 47 24 108 95th Queue (ft) 350 575 275 121 243 Link Distance (ft) 503 503 249 270 Upstream Blk Time (%) 16 0 0 6 Queuing Penalty (veh) 121 1 3 21 Storage Bay Dist (ft) 250 Storage Blk Time (%) 31 0 Queuing Penalty (veh) 149 0 Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB NB SB SB Directions Served LT TR LT R L R Maximum Queue (ft) 54 58 73 168 76 4 Average Queue (ft) 31 32 39 18 29 0 95th Queue (ft) 49 50 62 93 57 3 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 50 Storage Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 0 0 Zone Summary Zone wide Queuing Penalty: 2091 Year 2024 Background PM SimTraffic Report Page 5 Arterial Level of Service Year 2024 Background AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 22.7 32.8 0.1 13 481 North off-ramp 3 8.5 20.4 0.1 23 Marketfair Plaza 4 1.3 8.3 0.1 36 Water Board 5 0.7 12.4 0.1 39 Laz-Boy 6 4.3 19.3 0.2 31 Morgan Road 7 25.0 50.0 0.3 21 24 5.6 17.1 0.1 27 Total 68.0 160.4 1.0 24 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 18.7 29.4 0.1 16 Great Northern East 6 6.3 31.4 0.3 33 Great Northern Mall 5 2.4 17.6 0.2 35 Marketfair Plaza 4 1.1 12.9 0.1 38 481 North on-ramp 3 6.2 13.2 0.1 22 481 South off-ramp 2 14.3 26.0 0.1 18 Total 49.0 130.5 0.9 26 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.6 30.0 0.4 50 Henry Clay Boulevard 8 22.3 43.6 0.3 27 Driveway 45 8.7 71.2 1.0 48 Total 33.5 144.8 1.7 42 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 15.8 79.1 1.0 44 Driveway 59 6.2 27.6 0.3 42 24 3.1 30.4 0.4 49 Total 25.1 137.1 1.7 45 Year 2024 Background AM SimTraffic Report Page 1 Arterial Level of Service Year 2024 Background AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 10.4 77.7 0.8 35 21 3.6 32.9 0.3 36 Total 14.0 110.6 1.1 35 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 7.3 36.5 0.3 32 Driveway 45 7.2 74.6 0.8 36 Total 14.5 111.1 1.1 35 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 9.6 35.4 0.3 34 23 7.5 66.8 0.6 31 Total 17.1 102.3 0.9 32 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 5.9 51.5 0.6 40 15 2.7 29.6 0.3 41 Total 8.6 81.1 0.9 40 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 16.5 24.3 0.1 12 Driveway 70 6.2 10.4 0.0 14 Driveway 36 30.3 37.4 0.1 7 I-81 SB On-Ramp 12 31.0 49.2 0.0 3 I-81 NB Off-Ramp 13 5.0 12.0 0.1 20 Driveway 27 0.9 10.6 0.1 34 LakeShore Rd. 14 0.4 11.3 0.1 33 Total 90.4 155.2 0.5 13 Year 2024 Background AM SimTraffic Report Page 2 Arterial Level of Service Year 2024 Background AM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 11.4 22.7 0.1 16 Pardee Road 13 49.7 96.9 0.1 6 I-81 SB Off-Ramp 12 4.5 11.4 0.1 21 Driveway 36 0.8 3.6 0.0 30 Driveway 70 1.3 8.4 0.1 29 Route 11 11 3.7 7.2 0.0 20 23 1.3 9.9 0.1 29 Total 72.7 160.1 0.5 14 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 4.7 54.2 0.7 49 15 4.2 38.2 0.5 49 Total 8.9 92.4 1.3 49 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 2.2 35.8 0.5 52 21 4.4 52.7 0.7 50 Total 6.6 88.4 1.3 51 Year 2024 Background AM SimTraffic Report Page 3 Arterial Level of Service Year 2024 Background PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 39.1 49.4 0.1 9 481 North off-ramp 3 14.5 26.4 0.1 18 Marketfair Plaza 4 5.6 12.8 0.1 23 Water Board 5 2.0 13.7 0.1 36 Laz-Boy 6 2.9 18.0 0.2 34 Morgan Road 7 24.2 48.3 0.3 21 24 6.2 17.8 0.1 26 Total 94.6 186.4 1.0 20 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 30.9 41.9 0.1 11 Great Northern East 6 8.1 32.4 0.3 32 Great Northern Mall 5 8.6 23.8 0.2 26 Marketfair Plaza 4 5.2 16.9 0.1 29 481 North on-ramp 3 27.9 35.3 0.1 8 481 South off-ramp 2 18.5 29.9 0.1 16 Total 99.2 180.1 0.9 19 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.2 30.4 0.4 49 Henry Clay Boulevard 8 32.0 53.2 0.3 22 Driveway 45 11.9 74.4 1.0 46 Total 46.1 158.0 1.7 39 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 25.4 88.8 1.0 39 Driveway 59 6.3 27.5 0.3 42 24 3.6 30.9 0.4 48 Total 35.3 147.2 1.7 42 Year 2024 Background PM SimTraffic Report Page 1 Arterial Level of Service Year 2024 Background PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 13.4 80.9 0.8 33 21 3.9 33.3 0.3 35 Total 17.4 114.3 1.1 34 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 9.0 38.2 0.3 31 Driveway 45 8.0 75.4 0.8 36 Total 16.9 113.6 1.1 34 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 12.9 38.9 0.3 31 23 8.0 67.1 0.6 31 Total 21.0 105.9 0.9 31 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 10.1 55.4 0.6 37 15 3.9 30.8 0.3 39 Total 14.0 86.2 0.9 38 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 48.8 56.6 0.1 5 Driveway 70 4.3 8.5 0.0 16 Driveway 36 23.5 30.6 0.1 8 I-81 SB On-Ramp 12 28.7 32.2 0.0 3 I-81 NB Off-Ramp 13 8.6 15.5 0.1 15 Driveway 27 5.6 16.8 0.1 23 LakeShore Rd. 14 1.0 11.9 0.1 31 Total 120.5 172.1 0.5 10 Year 2024 Background PM SimTraffic Report Page 2 Arterial Level of Service Year 2024 Background PM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 19.1 30.6 0.1 12 Pardee Road 13 87.9 106.3 0.1 4 I-81 SB Off-Ramp 12 6.2 13.3 0.1 18 Driveway 36 0.6 3.5 0.0 30 Driveway 70 2.6 9.8 0.1 25 Route 11 11 14.3 18.0 0.0 8 23 4.6 13.1 0.1 22 Total 135.3 194.5 0.5 9 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 5.5 55.0 0.7 48 15 4.0 38.1 0.5 49 Total 9.6 93.0 1.3 49 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 3.8 37.3 0.5 50 21 5.4 53.8 0.7 49 Total 9.2 91.1 1.3 50 Year 2024 Background PM SimTraffic Report Page 3 WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX E YEAR 2024 BACKGROUND DEVELOPMENT CONDITION CAPACITY ANALYSIS OUTPUT HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 488 654 288 620 0 96 0 152 245 40 84 Future Volume (vph) 0 488 654 288 620 0 96 0 152 245 40 84 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3438 1568 3433 3374 1752 1553 1770 1863 1568 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3438 1568 3433 3374 0 1553 1770 1863 1568 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 514 688 303 653 0 101 0 160 258 42 88 RTOR Reduction (vph) 0 0 167 0 0 0 0 0 127 0 0 80 Lane Group Flow (vph) 0 514 521 303 653 0 101 0 33 258 42 8 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 5% 3% 2% 7% 2% 3% 2% 4% 2% 2% 3% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 25.1 40.8 8.8 39.9 15.7 8.8 28.1 6.4 6.4 Effective Green, g (s) 26.1 40.8 9.8 40.9 15.7 9.8 28.1 7.4 7.4 Actuated g/C Ratio 0.33 0.51 0.12 0.51 0.20 0.12 0.35 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1121 917 420 1724 343 190 621 172 145 v/s Ratio Prot 0.15 c0.11 c0.09 0.19 0.06 0.02 c0.15 0.02 v/s Ratio Perm 0.22 0.01 v/c Ratio 0.46 0.57 0.72 0.38 0.29 0.17 0.42 0.24 0.06 Uniform Delay, d1 21.4 13.5 33.8 11.8 27.4 31.5 19.7 33.7 33.1 Progression Factor 1.00 1.00 0.69 0.61 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.8 4.9 0.6 0.5 0.2 0.2 0.3 0.1 Delay (s) 22.7 14.3 28.3 7.9 27.9 31.6 19.9 34.0 33.2 Level of Service C B C A C C B C C Approach Delay (s) 17.9 14.3 30.2 24.4 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 1 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 131 746 0 0 610 169 301 0 43 0 0 0 Future Volume (vph) 131 746 0 0 610 169 301 0 43 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1719 3471 3438 1492 1603 1603 1455 Flt Permitted 0.34 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 621 3471 3438 1492 1603 1603 1455 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 138 785 0 0 642 178 317 0 45 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 74 0 0 38 0 0 0 Lane Group Flow (vph) 138 785 0 0 642 104 158 159 7 0 0 0 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 5% 4% 2% 1% 5% 6% 7% 0% 11% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 57.1 57.1 45.9 45.9 11.4 11.4 11.4 Effective Green, g (s) 57.1 58.1 46.9 46.9 12.4 12.4 12.4 Actuated g/C Ratio 0.71 0.73 0.59 0.59 0.16 0.16 0.16 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 521 2520 2015 874 248 248 225 v/s Ratio Prot 0.02 c0.23 0.19 0.10 c0.10 v/s Ratio Perm 0.17 0.07 0.00 v/c Ratio 0.26 0.31 0.32 0.12 0.64 0.64 0.03 Uniform Delay, d1 4.1 3.9 8.4 7.4 31.7 31.7 28.7 Progression Factor 0.64 0.56 0.71 0.29 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.3 0.4 0.3 3.9 4.2 0.0 Delay (s) 2.7 2.5 6.4 2.4 35.6 35.9 28.7 Level of Service A A A A D D C Approach Delay (s) 2.5 5.5 34.9 0.0 Approach LOS A A C A Intersection Summary HCM 2000 Control Delay 9.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 45.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 2 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 746 31 7 770 9 2 Future Volume (vph) 746 31 7 770 9 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.35 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 666 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 785 33 7 811 9 2 RTOR Reduction (vph) 0 8 0 0 0 2 Lane Group Flow (vph) 785 25 7 811 9 0 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 59.1 61.8 66.3 66.3 2.7 4.4 Effective Green, g (s) 59.1 61.8 66.3 66.3 2.7 4.4 Actuated g/C Ratio 0.74 0.77 0.83 0.83 0.03 0.06 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2666 1358 576 2991 60 199 v/s Ratio Prot c0.22 0.00 0.00 c0.22 c0.00 0.00 v/s Ratio Perm 0.02 0.01 0.00 v/c Ratio 0.29 0.02 0.01 0.27 0.15 0.00 Uniform Delay, d1 3.5 2.1 1.3 1.5 37.5 35.7 Progression Factor 0.13 0.01 0.63 0.51 1.00 1.00 Incremental Delay, d2 0.3 0.0 0.0 0.2 0.4 0.0 Delay (s) 0.7 0.0 0.8 1.0 38.0 35.7 Level of Service A A A A D D Approach Delay (s) 0.7 1.0 37.6 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 1.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.30 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 33.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 3 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 42 704 2 0 755 9 0 0 0 10 0 22 Future Volume (vph) 42 704 2 0 755 9 0 0 0 10 0 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3433 3405 3406 1583 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3433 3405 3406 1583 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 44 741 2 0 795 9 0 0 0 11 0 23 RTOR Reduction (vph) 0 0 0 0 0 2 0 0 0 0 0 0 Lane Group Flow (vph) 44 743 0 0 795 7 0 0 0 0 11 23 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 3.6 65.7 56.1 58.4 2.3 5.9 Effective Green, g (s) 4.6 66.7 57.1 60.4 3.3 7.9 Actuated g/C Ratio 0.06 0.83 0.71 0.75 0.04 0.10 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 2.0 2.0 Lane Grp Cap (vph) 197 2838 2431 1195 73 275 v/s Ratio Prot 0.01 c0.22 c0.23 0.00 c0.01 0.00 v/s Ratio Perm 0.00 0.00 v/c Ratio 0.22 0.26 0.33 0.01 0.15 0.08 Uniform Delay, d1 36.0 1.4 4.3 2.4 37.0 32.8 Progression Factor 1.27 0.21 0.26 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.4 0.0 0.3 0.0 Delay (s) 46.1 0.5 1.5 2.4 37.3 32.8 Level of Service D A A A D C Approach Delay (s) 3.1 1.5 0.0 34.3 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 2.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.35 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 33.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 4 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 10 634 70 29 688 10 57 0 51 2 0 18 Future Volume (vph) 10 634 70 29 688 10 57 0 51 2 0 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3367 1770 3400 1770 1583 1770 1583 Flt Permitted 0.33 1.00 0.37 1.00 0.76 1.00 0.72 1.00 Satd. Flow (perm) 614 3367 690 3400 1409 1583 1345 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 11 667 74 31 724 11 60 0 54 2 0 19 RTOR Reduction (vph) 0 8 0 0 1 0 0 49 0 0 0 16 Lane Group Flow (vph) 11 733 0 31 734 0 60 5 0 0 2 3 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 60.5 60.5 52.6 52.6 7.0 7.0 7.0 8.9 Effective Green, g (s) 61.5 61.5 53.6 53.6 8.0 8.0 8.0 10.9 Actuated g/C Ratio 0.77 0.77 0.67 0.67 0.10 0.10 0.10 0.14 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 513 2588 462 2278 140 158 134 314 v/s Ratio Prot 0.00 c0.22 c0.22 0.00 0.00 v/s Ratio Perm 0.02 0.04 c0.04 0.00 0.00 v/c Ratio 0.02 0.28 0.07 0.32 0.43 0.03 0.01 0.01 Uniform Delay, d1 2.4 2.7 4.6 5.6 33.9 32.5 32.4 29.9 Progression Factor 1.30 1.24 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.3 0.3 0.4 0.8 0.0 0.0 0.0 Delay (s) 3.2 3.7 4.8 5.9 34.6 32.5 32.5 29.9 Level of Service A A A A C C C C Approach Delay (s) 3.6 5.9 33.6 30.1 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 7.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 5 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 53 442 199 130 394 19 146 61 112 72 201 194 Future Volume (vph) 53 442 199 130 394 19 146 61 112 72 201 194 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3438 1583 1687 3453 1703 1810 1583 1805 1734 Flt Permitted 0.49 1.00 1.00 0.30 1.00 0.29 1.00 1.00 0.64 1.00 Satd. Flow (perm) 904 3438 1583 537 3453 528 1810 1583 1221 1734 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 56 465 209 137 415 20 154 64 118 76 212 204 RTOR Reduction (vph) 0 0 136 0 3 0 0 0 75 0 32 0 Lane Group Flow (vph) 56 465 73 137 432 0 154 64 43 76 384 0 Heavy Vehicles (%) 2% 5% 2% 7% 4% 0% 6% 5% 2% 0% 1% 2% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 26.3 21.1 30.2 33.5 24.7 33.8 24.7 33.5 39.6 27.6 Effective Green, g (s) 26.3 22.1 32.2 32.5 25.7 33.8 25.7 33.5 41.6 28.6 Actuated g/C Ratio 0.29 0.24 0.35 0.35 0.28 0.37 0.28 0.36 0.45 0.31 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 307 824 647 293 963 309 505 575 633 538 v/s Ratio Prot 0.01 c0.14 0.01 c0.04 0.13 c0.05 0.04 0.01 0.02 c0.22 v/s Ratio Perm 0.04 0.03 c0.12 0.13 0.02 0.04 v/c Ratio 0.18 0.56 0.11 0.47 0.45 0.50 0.13 0.07 0.12 0.71 Uniform Delay, d1 24.3 30.8 20.3 21.5 27.4 21.0 24.8 19.2 14.5 28.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.1 0.0 0.4 0.5 0.5 0.2 0.0 0.0 4.8 Delay (s) 24.4 31.8 20.3 22.0 27.8 21.5 25.0 19.2 14.5 32.9 Level of Service C C C C C C C B B C Approach Delay (s) 28.0 26.4 21.3 30.0 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 92.1 Sum of lost time (s) 24.0 Intersection Capacity Utilization 69.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 6 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 8 384 203 182 474 2 109 38 110 12 129 24 Future Volume (vph) 8 384 203 182 474 2 109 38 110 12 129 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 1.00 0.94 0.98 Flt Protected 0.95 1.00 0.95 1.00 0.98 1.00 Satd. Flow (prot) 1805 1801 1805 1899 1753 1856 Flt Permitted 0.46 1.00 0.21 1.00 0.73 0.97 Satd. Flow (perm) 874 1801 403 1899 1309 1805 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 8 404 214 192 499 2 115 40 116 13 136 25 RTOR Reduction (vph) 0 16 0 0 0 0 0 24 0 0 5 0 Lane Group Flow (vph) 8 602 0 192 501 0 0 247 0 0 169 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 45.9 45.0 60.0 53.1 22.5 22.5 Effective Green, g (s) 45.9 45.0 60.0 53.1 22.5 22.5 Actuated g/C Ratio 0.49 0.48 0.63 0.56 0.24 0.24 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 Lane Grp Cap (vph) 433 857 389 1067 311 429 v/s Ratio Prot 0.00 c0.33 c0.05 0.26 v/s Ratio Perm 0.01 0.27 c0.19 0.09 v/c Ratio 0.02 0.70 0.49 0.47 0.79 0.39 Uniform Delay, d1 12.6 19.5 11.7 12.3 33.8 30.3 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 3.9 0.4 0.9 13.0 0.6 Delay (s) 12.6 23.3 12.0 13.2 46.8 30.9 Level of Service B C B B D C Approach Delay (s) 23.2 12.9 46.8 30.9 Approach LOS C B D C Intersection Summary HCM 2000 Control Delay 23.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 94.5 Sum of lost time (s) 18.0 Intersection Capacity Utilization 86.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 7 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 51 490 21 12 467 16 39 21 81 55 4 54 Future Volume (vph) 51 490 21 12 467 16 39 21 81 55 4 54 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.92 0.94 Flt Protected 1.00 1.00 0.99 0.98 Satd. Flow (prot) 1882 1889 1729 1735 Flt Permitted 0.92 0.98 0.89 0.85 Satd. Flow (perm) 1747 1861 1554 1509 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 54 516 22 13 492 17 41 22 85 58 4 57 RTOR Reduction (vph) 0 2 0 0 2 0 0 71 0 0 48 0 Lane Group Flow (vph) 0 590 0 0 520 0 0 77 0 0 71 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 25.4 25.4 6.8 6.8 Effective Green, g (s) 25.4 25.4 6.8 6.8 Actuated g/C Ratio 0.59 0.59 0.16 0.16 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1039 1107 247 240 v/s Ratio Prot v/s Ratio Perm c0.34 0.28 c0.05 0.05 v/c Ratio 0.57 0.47 0.31 0.30 Uniform Delay, d1 5.3 4.9 15.9 15.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 0.7 0.7 0.7 Delay (s) 6.5 5.5 16.6 16.5 Level of Service A A B B Approach Delay (s) 6.5 5.5 16.6 16.5 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 8.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 42.7 Sum of lost time (s) 10.5 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 8 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 4 829 10 36 499 26 28 2 92 51 9 7 Future Volume (vph) 4 829 10 36 499 26 28 2 92 51 9 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1841 1752 1831 1770 1589 1770 1741 Flt Permitted 0.43 1.00 0.18 1.00 0.75 1.00 0.69 1.00 Satd. Flow (perm) 795 1841 340 1831 1392 1589 1291 1741 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 4 873 11 38 525 27 29 2 97 54 9 7 RTOR Reduction (vph) 0 0 0 0 1 0 0 88 0 0 6 0 Lane Group Flow (vph) 4 884 0 38 551 0 29 11 0 54 10 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 49.2 48.5 54.2 51.0 7.3 7.3 7.3 7.3 Effective Green, g (s) 49.2 48.5 54.2 51.0 7.3 7.3 7.3 7.3 Actuated g/C Ratio 0.65 0.64 0.72 0.68 0.10 0.10 0.10 0.10 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 526 1182 303 1236 134 153 124 168 v/s Ratio Prot 0.00 c0.48 c0.01 0.30 0.01 0.01 v/s Ratio Perm 0.00 0.08 0.02 c0.04 v/c Ratio 0.01 0.75 0.13 0.45 0.22 0.07 0.44 0.06 Uniform Delay, d1 4.6 9.3 6.8 5.7 31.5 31.0 32.2 31.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 3.2 0.1 0.5 0.8 0.2 2.4 0.1 Delay (s) 4.6 12.4 6.9 6.2 32.3 31.2 34.6 31.1 Level of Service A B A A C C C C Approach Delay (s) 12.4 6.3 31.5 33.8 Approach LOS B A C C Intersection Summary HCM 2000 Control Delay 12.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 75.5 Sum of lost time (s) 16.5 Intersection Capacity Utilization 62.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 9 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 36 907 61 240 515 92 39 30 169 87 63 20 Future Volume (vph) 36 907 61 240 515 92 39 30 169 87 63 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 12 12 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 1.00 0.85 1.00 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1662 3447 1711 3309 1636 1900 1583 1589 3402 Flt Permitted 0.41 1.00 0.19 1.00 0.70 1.00 1.00 0.47 1.00 Satd. Flow (perm) 716 3447 346 3309 1201 1900 1583 786 3402 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 38 955 64 253 542 97 41 32 178 92 66 21 RTOR Reduction (vph) 0 3 0 0 11 0 0 0 0 0 19 0 Lane Group Flow (vph) 38 1016 0 253 628 0 41 32 178 92 68 0 Heavy Vehicles (%) 5% 4% 0% 2% 6% 10% 3% 0% 2% 6% 3% 0% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 2 6 8 8 4 Actuated Green, G (s) 63.0 60.2 80.1 71.8 8.5 5.0 19.4 15.8 8.4 Effective Green, g (s) 65.0 62.2 81.1 73.8 10.5 7.0 21.4 17.8 10.4 Actuated g/C Ratio 0.59 0.57 0.74 0.67 0.10 0.06 0.19 0.16 0.09 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 455 1949 446 2220 132 120 307 188 321 v/s Ratio Prot 0.00 0.29 c0.08 0.19 0.01 0.02 c0.08 c0.04 0.02 v/s Ratio Perm 0.05 c0.34 0.02 0.03 c0.04 v/c Ratio 0.08 0.52 0.57 0.28 0.31 0.27 0.58 0.49 0.21 Uniform Delay, d1 9.4 14.7 8.4 7.4 46.2 49.1 40.2 41.1 46.0 Progression Factor 1.00 1.00 0.89 0.76 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 1.0 1.0 0.3 0.5 0.4 1.7 0.7 0.1 Delay (s) 9.4 15.7 8.4 5.9 46.6 49.5 41.9 41.8 46.1 Level of Service A B A A D D D D D Approach Delay (s) 15.5 6.6 43.6 43.9 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 17.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 62.2% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 10 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 553 649 767 733 0 0 0 0 127 0 153 Future Volume (vph) 0 553 649 767 733 0 0 0 0 127 0 153 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 10 12 12 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frt 0.92 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3209 1620 3406 1811 1583 Flt Permitted 1.00 0.10 1.00 0.95 1.00 Satd. Flow (perm) 3209 168 3406 1811 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 582 683 807 772 0 0 0 0 134 0 161 RTOR Reduction (vph) 0 193 0 0 0 0 0 0 0 0 0 147 Lane Group Flow (vph) 0 1072 0 807 772 0 0 0 0 0 134 14 Heavy Vehicles (%) 0% 5% 2% 4% 6% 0% 0% 0% 0% 3% 0% 2% Turn Type NA pm+pt NA Split NA Perm Protected Phases 2 13 6 4 4 Permitted Phases 6 4 Actuated Green, G (s) 32.0 91.2 91.2 8.8 8.8 Effective Green, g (s) 33.5 92.7 92.7 9.8 9.8 Actuated g/C Ratio 0.30 0.84 0.84 0.09 0.09 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1.5 1.5 Lane Grp Cap (vph) 977 830 2870 161 141 v/s Ratio Prot c0.33 c0.46 0.23 c0.07 v/s Ratio Perm 0.36 0.01 v/c Ratio 1.10 0.97 0.27 0.83 0.10 Uniform Delay, d1 38.2 24.7 1.8 49.3 46.1 Progression Factor 0.81 0.62 1.17 1.00 1.00 Incremental Delay, d2 58.6 19.6 0.2 28.1 0.1 Delay (s) 89.6 34.9 2.2 77.4 46.2 Level of Service F C A E D Approach Delay (s) 89.6 18.9 0.0 60.3 Approach LOS F B A E Intersection Summary HCM 2000 Control Delay 51.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 14.5 Intersection Capacity Utilization 95.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 11 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 120 564 0 0 1083 80 244 32 324 0 0 174 Future Volume (vph) 120 564 0 0 1083 80 244 32 324 0 0 174 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 12 12 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.99 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1589 3471 3469 1586 1387 1446 1522 Flt Permitted 0.12 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 202 3471 3469 1586 1387 1446 1522 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 126 594 0 0 1140 84 257 34 341 0 0 183 RTOR Reduction (vph) 0 0 0 0 5 0 0 0 270 0 0 0 Lane Group Flow (vph) 126 594 0 0 1219 0 257 34 71 0 0 183 Heavy Vehicles (%) 6% 4% 0% 0% 3% 3% 10% 37% 8% 0% 0% 8% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 78.0 77.5 52.5 21.0 21.0 21.0 20.0 Effective Green, g (s) 79.0 79.5 54.5 23.0 23.0 23.0 21.0 Actuated g/C Ratio 0.72 0.72 0.50 0.21 0.21 0.21 0.19 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 409 2508 1718 331 290 302 290 v/s Ratio Prot 0.06 0.17 c0.35 c0.16 0.02 c0.12 v/s Ratio Perm 0.16 0.05 v/c Ratio 0.31 0.24 0.71 0.78 0.12 0.24 0.63 Uniform Delay, d1 23.1 5.1 21.6 41.1 35.3 36.2 40.9 Progression Factor 0.97 1.43 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.0 2.5 10.0 0.1 0.1 4.4 Delay (s) 22.6 7.3 24.1 51.0 35.3 36.3 45.4 Level of Service C A C D D D D Approach Delay (s) 10.0 24.1 42.3 45.4 Approach LOS A C D D Intersection Summary HCM 2000 Control Delay 26.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 66.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development AM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 179 710 699 0 0 629 Future Volume (Veh/h) 179 710 699 0 0 629 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 188 747 736 0 0 662 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.80 0.80 0.80 vC, conflicting volume 736 1486 736 vC1, stage 1 conf vol 736 vC2, stage 2 conf vol 750 vCu, unblocked vol 549 1482 549 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 77 100 0 cM capacity (veh/h) 828 268 389 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 188 374 374 736 662 Volume Left 188 0 0 0 0 Volume Right 0 0 0 0 662 cSH 828 1700 1700 1700 389 Volume to Capacity 0.23 0.22 0.22 0.43 1.70 Queue Length 95th (ft) 22 0 0 0 1006 Control Delay (s) 10.6 0.0 0.0 0.0 350.4 Lane LOS B F Approach Delay (s) 2.1 0.0 350.4 Approach LOS F Intersection Summary Average Delay 100.3 Intersection Capacity Utilization 82.4% ICU Level of Service E Analysis Period (min) 15 Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development AM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 94 0 0 35 9 13 74 38 130 0 7 Future Volume (Veh/h) 3 94 0 0 35 9 13 74 38 130 0 7 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 3 99 0 0 37 9 14 78 40 137 0 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 10 2 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 46 99 146 151 99 186 146 42 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 46 99 146 151 99 186 146 42 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 98 90 96 80 100 99 cM capacity (veh/h) 1575 1507 820 743 962 686 747 1035 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 102 46 132 144 Volume Left 3 0 14 137 Volume Right 0 9 40 7 cSH 1575 1700 1083 721 Volume to Capacity 0.00 0.03 0.12 0.20 Queue Length 95th (ft) 0 0 10 19 Control Delay (s) 0.2 0.0 10.0 11.4 Lane LOS A A B Approach Delay (s) 0.2 0.0 10.0 11.4 Approach LOS A B Intersection Summary Average Delay 7.0 Intersection Capacity Utilization 27.9% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 14 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development AM 29: Caughdenoy Road & Entrance 1 04/26/2021 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 35 59 43 45 59 78 Future Volume (Veh/h) 35 59 43 45 59 78 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 62 45 47 62 82 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 251 45 92 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 251 45 92 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 95 94 96 cM capacity (veh/h) 690 1002 1454 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 37 62 45 47 62 82 Volume Left 37 0 0 0 62 0 Volume Right 0 62 0 47 0 0 cSH 690 1002 1700 1700 1454 1700 Volume to Capacity 0.05 0.06 0.03 0.03 0.04 0.05 Queue Length 95th (ft) 4 5 0 0 3 0 Control Delay (s) 10.5 8.8 0.0 0.0 7.6 0.0 Lane LOS B A A Approach Delay (s) 9.5 0.0 3.3 Approach LOS A Intersection Summary Average Delay 4.2 Intersection Capacity Utilization 19.9% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 15 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development AM 30: Rt 31 Seg 4 & Entrance 2 04/26/2021 Movement SBL SBR SEL SET NWT NWR Lane Configurations Traffic Volume (vph) 267 132 171 455 363 218 Future Volume (vph) 267 132 171 455 363 218 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1641 1468 1641 1863 1863 1468 Flt Permitted 0.95 1.00 0.51 1.00 1.00 1.00 Satd. Flow (perm) 1641 1468 877 1863 1863 1468 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 281 139 180 479 382 229 RTOR Reduction (vph) 0 96 0 0 0 132 Lane Group Flow (vph) 281 43 180 479 382 97 Heavy Vehicles (%) 10% 10% 10% 2% 2% 10% Turn Type Prot Perm Perm NA NA Perm Protected Phases 4 6 2 Permitted Phases 4 6 2 Actuated Green, G (s) 13.9 13.9 19.1 19.1 19.1 19.1 Effective Green, g (s) 13.9 13.9 19.1 19.1 19.1 19.1 Actuated g/C Ratio 0.31 0.31 0.42 0.42 0.42 0.42 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 506 453 372 790 790 623 v/s Ratio Prot c0.17 c0.26 0.21 v/s Ratio Perm 0.03 0.21 0.07 v/c Ratio 0.56 0.09 0.48 0.61 0.48 0.16 Uniform Delay, d1 13.0 11.1 9.4 10.0 9.4 8.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.1 1.0 1.3 0.5 0.1 Delay (s) 14.3 11.2 10.4 11.4 9.8 8.1 Level of Service B B B B A A Approach Delay (s) 13.3 11.1 9.2 Approach LOS B B A Intersection Summary HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 45.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 58.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development AM 11:14 am 04/01/2021 2024 Phase 1 AM Synchro 11 Report JMT Page 16 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 957 652 536 1496 0 236 0 162 194 71 175 Future Volume (vph) 0 957 652 536 1496 0 236 0 162 194 71 175 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3574 1583 3467 3574 1787 1599 1787 1863 1599 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3574 1583 3467 3574 0 1599 1787 1863 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1007 686 564 1575 0 248 0 171 204 75 184 RTOR Reduction (vph) 0 0 63 0 0 0 0 0 80 0 0 167 Lane Group Flow (vph) 0 1007 623 564 1575 0 248 0 91 204 75 17 Heavy Vehicles (%) 0% 1% 2% 1% 1% 0% 1% 0% 1% 1% 2% 1% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 33.0 50.4 17.6 56.6 17.4 17.6 31.4 8.0 8.0 Effective Green, g (s) 34.0 50.4 18.6 57.6 17.4 18.6 31.4 9.0 9.0 Actuated g/C Ratio 0.34 0.50 0.19 0.58 0.17 0.19 0.31 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1215 892 644 2058 310 297 561 167 143 v/s Ratio Prot c0.28 c0.12 c0.16 0.44 0.14 0.06 0.11 c0.04 v/s Ratio Perm 0.27 0.01 v/c Ratio 0.83 0.70 0.88 0.77 0.80 0.31 0.36 0.45 0.12 Uniform Delay, d1 30.3 19.0 39.6 16.1 39.6 35.1 26.6 43.1 41.8 Progression Factor 1.00 1.00 0.54 0.33 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.6 2.4 7.8 1.5 13.7 0.2 0.1 0.7 0.1 Delay (s) 36.9 21.4 29.2 6.8 53.3 35.4 26.7 43.9 42.0 Level of Service D C C A D D C D D Approach Delay (s) 30.6 12.7 46.0 35.6 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay 24.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.80 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 1 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 213 1091 0 0 1013 273 1079 0 268 0 0 0 Future Volume (vph) 213 1091 0 0 1013 273 1079 0 268 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1583 1698 1698 1599 Flt Permitted 0.09 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 177 3574 3574 1583 1698 1698 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 224 1148 0 0 1066 287 1136 0 282 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 178 0 0 59 0 0 0 Lane Group Flow (vph) 224 1148 0 0 1066 109 568 568 223 0 0 0 Heavy Vehicles (%) 1% 1% 2% 1% 1% 2% 1% 0% 1% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 52.9 52.9 36.9 36.9 35.6 35.6 35.6 Effective Green, g (s) 52.9 53.9 37.9 37.9 36.6 36.6 36.6 Actuated g/C Ratio 0.53 0.54 0.38 0.38 0.37 0.37 0.37 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 262 1926 1354 599 621 621 585 v/s Ratio Prot c0.09 0.32 0.30 c0.33 0.33 v/s Ratio Perm c0.36 0.07 0.14 v/c Ratio 0.85 0.60 0.79 0.18 0.91 0.91 0.38 Uniform Delay, d1 24.2 15.7 27.5 20.7 30.2 30.2 23.4 Progression Factor 0.47 0.74 0.73 0.71 1.00 1.00 1.00 Incremental Delay, d2 14.8 1.0 4.3 0.6 17.8 17.8 0.2 Delay (s) 26.2 12.6 24.5 15.3 48.0 48.0 23.5 Level of Service C B C B D D C Approach Delay (s) 14.8 22.5 43.1 0.0 Approach LOS B C D A Intersection Summary HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 82.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 2 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1258 111 46 1176 110 51 Future Volume (vph) 1258 111 46 1176 110 51 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.17 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 322 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1324 117 48 1238 116 54 RTOR Reduction (vph) 0 24 0 0 0 43 Lane Group Flow (vph) 1324 93 48 1238 116 11 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 69.7 79.5 79.2 79.2 9.8 13.8 Effective Green, g (s) 69.7 79.5 79.2 79.2 9.8 13.8 Actuated g/C Ratio 0.70 0.80 0.79 0.79 0.10 0.14 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2516 1372 314 2859 176 311 v/s Ratio Prot c0.37 0.01 0.01 c0.34 c0.06 0.00 v/s Ratio Perm 0.05 0.11 0.01 v/c Ratio 0.53 0.07 0.15 0.43 0.66 0.04 Uniform Delay, d1 7.2 2.2 6.8 3.3 43.5 37.3 Progression Factor 0.38 0.37 0.85 0.83 1.00 1.00 Incremental Delay, d2 0.7 0.0 0.1 0.4 6.6 0.0 Delay (s) 3.4 0.8 5.8 3.2 50.1 37.3 Level of Service A A A A D D Approach Delay (s) 3.2 3.3 46.1 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 5.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 3 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 263 1047 0 0 986 46 1 0 0 42 0 234 Future Volume (vph) 263 1047 0 0 986 46 1 0 0 42 0 234 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 3433 3406 3406 1583 1805 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 3433 3406 3406 1583 1805 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 277 1102 0 0 1038 48 1 0 0 44 0 246 RTOR Reduction (vph) 0 0 0 0 0 17 0 0 0 0 0 0 Lane Group Flow (vph) 277 1102 0 0 1038 31 0 1 0 0 44 246 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 12.4 75.7 57.3 63.3 0.8 6.0 18.4 Effective Green, g (s) 13.4 76.7 58.3 65.3 1.8 7.0 20.4 Actuated g/C Ratio 0.13 0.77 0.58 0.65 0.02 0.07 0.20 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 1.0 2.0 2.0 Lane Grp Cap (vph) 460 2612 1985 1033 32 123 568 v/s Ratio Prot c0.08 0.32 c0.30 0.00 c0.00 0.02 c0.06 v/s Ratio Perm 0.02 0.03 v/c Ratio 0.60 0.42 0.52 0.03 0.03 0.36 0.43 Uniform Delay, d1 40.8 4.0 12.5 6.1 48.2 44.4 34.8 Progression Factor 1.14 0.39 0.75 0.14 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.4 0.9 0.0 0.1 0.7 0.2 Delay (s) 47.6 2.0 10.3 0.8 48.4 45.0 34.9 Level of Service D A B A D D C Approach Delay (s) 11.2 9.9 48.4 36.5 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 4 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 1009 37 15 933 46 38 3 24 30 2 61 Future Volume (vph) 43 1009 37 15 933 46 38 3 24 30 2 61 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.96 1.00 Satd. Flow (prot) 1770 3392 1770 3388 1770 1613 1779 1583 Flt Permitted 0.24 1.00 0.26 1.00 0.73 1.00 0.72 1.00 Satd. Flow (perm) 440 3392 483 3388 1369 1613 1338 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 45 1062 39 16 982 48 40 3 25 32 2 64 RTOR Reduction (vph) 0 2 0 0 2 0 0 23 0 0 0 56 Lane Group Flow (vph) 45 1099 0 16 1028 0 40 5 0 0 34 8 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 80.9 80.9 70.8 70.8 6.6 6.6 6.6 10.7 Effective Green, g (s) 81.9 81.9 71.8 71.8 7.6 7.6 7.6 12.7 Actuated g/C Ratio 0.82 0.82 0.72 0.72 0.08 0.08 0.08 0.13 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 428 2778 346 2432 104 122 101 280 v/s Ratio Prot 0.01 c0.32 c0.30 0.00 0.00 v/s Ratio Perm 0.08 0.03 c0.03 0.03 0.00 v/c Ratio 0.11 0.40 0.05 0.42 0.38 0.04 0.34 0.03 Uniform Delay, d1 2.4 2.4 4.1 5.7 44.0 42.8 43.8 38.2 Progression Factor 0.24 0.20 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.4 0.3 0.5 0.9 0.0 0.7 0.0 Delay (s) 0.6 0.9 4.4 6.2 44.8 42.9 44.5 38.3 Level of Service A A A A D D D D Approach Delay (s) 0.9 6.2 44.0 40.4 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 53.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 5 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 266 513 283 144 585 85 290 201 122 39 93 120 Future Volume (vph) 266 513 283 144 585 85 290 201 122 39 93 120 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 1599 1719 3511 1787 1863 1615 1752 1696 Flt Permitted 0.14 1.00 1.00 0.41 1.00 0.33 1.00 1.00 0.63 1.00 Satd. Flow (perm) 270 3574 1599 737 3511 614 1863 1615 1153 1696 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 280 540 298 152 616 89 305 212 128 41 98 126 RTOR Reduction (vph) 0 0 160 0 11 0 0 0 75 0 44 0 Lane Group Flow (vph) 280 540 138 152 695 0 305 212 53 41 180 0 Heavy Vehicles (%) 1% 1% 1% 5% 1% 0% 1% 2% 0% 3% 2% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 42.1 27.9 42.6 32.3 23.0 39.8 30.3 39.6 21.6 18.6 Effective Green, g (s) 42.1 28.9 44.6 31.3 24.0 39.8 31.3 39.6 23.6 19.6 Actuated g/C Ratio 0.44 0.30 0.46 0.33 0.25 0.41 0.33 0.41 0.25 0.20 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 342 1075 834 330 877 434 607 666 308 346 v/s Ratio Prot c0.12 0.15 0.03 0.04 0.20 c0.11 0.11 0.01 0.01 0.11 v/s Ratio Perm c0.24 0.06 0.11 c0.18 0.03 0.03 v/c Ratio 0.82 0.50 0.17 0.46 0.79 0.70 0.35 0.08 0.13 0.52 Uniform Delay, d1 21.3 27.6 14.9 23.9 33.7 20.8 24.6 17.1 28.0 34.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 13.4 0.5 0.0 0.4 5.2 4.2 0.5 0.0 0.1 1.8 Delay (s) 34.7 28.1 14.9 24.3 38.9 25.0 25.1 17.1 28.0 35.9 Level of Service C C B C D C C B C D Approach Delay (s) 26.3 36.3 23.5 34.6 Approach LOS C D C C Intersection Summary HCM 2000 Control Delay 29.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 96.0 Sum of lost time (s) 24.0 Intersection Capacity Utilization 80.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 6 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 27 538 133 122 552 16 201 152 176 12 26 19 Future Volume (vph) 27 538 133 122 552 16 201 152 176 12 26 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 1.00 0.96 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.98 0.99 Satd. Flow (prot) 1805 1843 1805 1892 1781 1795 Flt Permitted 0.23 1.00 0.09 1.00 0.85 0.88 Satd. Flow (perm) 433 1843 169 1892 1541 1602 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 28 566 140 128 581 17 212 160 185 13 27 20 RTOR Reduction (vph) 0 8 0 0 1 0 0 16 0 0 13 0 Lane Group Flow (vph) 28 698 0 128 597 0 0 541 0 0 47 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 51.8 48.4 57.0 51.0 42.6 42.6 Effective Green, g (s) 51.8 48.4 57.0 51.0 42.6 42.6 Actuated g/C Ratio 0.45 0.42 0.50 0.44 0.37 0.37 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 Lane Grp Cap (vph) 235 775 169 839 570 593 v/s Ratio Prot 0.00 c0.38 c0.04 0.32 v/s Ratio Perm 0.05 c0.34 c0.35 0.03 v/c Ratio 0.12 0.90 0.76 0.71 0.95 0.08 Uniform Delay, d1 20.1 31.1 23.9 26.0 35.2 23.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 14.9 15.7 4.1 25.4 0.1 Delay (s) 20.2 46.0 39.6 30.2 60.5 23.5 Level of Service C D D C E C Approach Delay (s) 45.0 31.8 60.5 23.5 Approach LOS D C E C Intersection Summary HCM 2000 Control Delay 43.9 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.91 Actuated Cycle Length (s) 115.0 Sum of lost time (s) 18.0 Intersection Capacity Utilization 94.7% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 7 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 63 581 33 15 592 27 32 54 61 18 16 43 Future Volume (vph) 63 581 33 15 592 27 32 54 61 18 16 43 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.94 0.93 Flt Protected 1.00 1.00 0.99 0.99 Satd. Flow (prot) 1879 1887 1775 1737 Flt Permitted 0.90 0.98 0.90 0.91 Satd. Flow (perm) 1699 1853 1617 1595 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 66 612 35 16 623 28 34 57 64 19 17 45 RTOR Reduction (vph) 0 3 0 0 2 0 0 47 0 0 38 0 Lane Group Flow (vph) 0 710 0 0 665 0 0 108 0 0 43 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 30.2 30.2 7.3 7.3 Effective Green, g (s) 30.2 30.2 7.3 7.3 Actuated g/C Ratio 0.63 0.63 0.15 0.15 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1068 1165 245 242 v/s Ratio Prot v/s Ratio Perm c0.42 0.36 c0.07 0.03 v/c Ratio 0.67 0.57 0.44 0.18 Uniform Delay, d1 5.7 5.1 18.5 17.7 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.1 1.1 1.3 0.4 Delay (s) 7.8 6.2 19.8 18.1 Level of Service A A B B Approach Delay (s) 7.8 6.2 19.8 18.1 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 8.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 48.0 Sum of lost time (s) 10.5 Intersection Capacity Utilization 84.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 8 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 7 668 32 153 685 36 35 4 61 92 25 28 Future Volume (vph) 7 668 32 153 685 36 35 4 61 92 25 28 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.86 1.00 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1832 1752 1831 1770 1600 1770 1715 Flt Permitted 0.33 1.00 0.20 1.00 0.72 1.00 0.71 1.00 Satd. Flow (perm) 617 1832 367 1831 1343 1600 1328 1715 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 7 703 34 161 721 38 37 4 64 97 26 29 RTOR Reduction (vph) 0 2 0 0 1 0 0 57 0 0 26 0 Lane Group Flow (vph) 7 735 0 161 758 0 37 11 0 97 29 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 45.6 44.9 59.8 53.6 9.3 9.3 9.3 9.3 Effective Green, g (s) 45.6 44.9 59.8 53.6 9.3 9.3 9.3 9.3 Actuated g/C Ratio 0.57 0.56 0.75 0.67 0.12 0.12 0.12 0.12 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 361 1026 436 1225 155 185 154 199 v/s Ratio Prot 0.00 c0.40 c0.04 c0.41 0.01 0.02 v/s Ratio Perm 0.01 0.23 0.03 c0.07 v/c Ratio 0.02 0.72 0.37 0.62 0.24 0.06 0.63 0.15 Uniform Delay, d1 7.6 12.9 7.6 7.5 32.2 31.5 33.8 31.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 3.0 0.2 1.4 0.8 0.1 7.8 0.3 Delay (s) 7.6 15.9 7.8 8.8 33.0 31.7 41.6 32.2 Level of Service A B A A C C D C Approach Delay (s) 15.8 8.7 32.1 38.2 Approach LOS B A C D Intersection Summary HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 80.1 Sum of lost time (s) 16.5 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 9 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 46 676 109 409 683 159 141 282 506 159 184 82 Future Volume (vph) 46 676 109 409 683 159 141 282 506 159 184 82 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 12 12 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.98 1.00 0.97 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1745 3505 1745 3439 1685 1863 1599 1620 3433 Flt Permitted 0.32 1.00 0.12 1.00 0.49 1.00 1.00 0.25 1.00 Satd. Flow (perm) 589 3505 222 3439 864 1863 1599 429 3433 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 48 712 115 431 719 167 148 297 533 167 194 86 RTOR Reduction (vph) 0 10 0 0 15 0 0 0 0 0 52 0 Lane Group Flow (vph) 48 817 0 431 871 0 148 297 533 167 228 0 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 1% 4% 0% 1% Turn Type pm+pt NA pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 2 6 8 8 4 Actuated Green, G (s) 36.8 32.6 64.0 54.3 28.0 22.0 47.9 28.5 22.0 Effective Green, g (s) 38.8 34.6 65.0 56.3 30.0 24.0 49.9 30.5 24.0 Actuated g/C Ratio 0.35 0.31 0.59 0.51 0.27 0.22 0.45 0.28 0.22 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 262 1102 503 1760 287 406 725 200 749 v/s Ratio Prot 0.01 0.23 c0.21 0.25 0.03 0.16 0.18 c0.06 0.07 v/s Ratio Perm 0.06 c0.30 0.11 0.15 c0.17 v/c Ratio 0.18 0.74 0.86 0.49 0.52 0.73 0.74 0.83 0.30 Uniform Delay, d1 23.7 33.7 28.1 17.6 32.3 40.0 24.6 35.1 36.0 Progression Factor 1.00 1.00 1.04 0.77 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 4.5 12.2 0.9 0.7 5.8 3.4 23.9 0.1 Delay (s) 23.8 38.2 41.6 14.4 32.9 45.8 28.0 59.0 36.1 Level of Service C D D B C D C E D Approach Delay (s) 37.4 23.3 34.1 44.6 Approach LOS D C C D Intersection Summary HCM 2000 Control Delay 32.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 82.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 10 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1016 353 333 1115 0 0 0 0 138 0 136 Future Volume (vph) 0 1016 353 333 1115 0 0 0 0 138 0 136 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 12 12 12 10 12 12 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 1.00 0.95 1.00 1.00 Frpb, ped/bikes 0.99 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.96 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3400 1652 3574 1865 1553 Flt Permitted 1.00 0.07 1.00 0.95 1.00 Satd. Flow (perm) 3400 126 3574 1865 1553 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1069 372 351 1174 0 0 0 0 145 0 143 RTOR Reduction (vph) 0 31 0 0 0 0 0 0 0 0 0 127 Lane Group Flow (vph) 0 1410 0 351 1174 0 0 0 0 0 145 16 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 0% 1% 3% 2% 1% 0% 0% 0% 0% 0% 0% 4% Turn Type NA pm+pt NA Split NA Perm Protected Phases 2 13 6 4 4 Permitted Phases 6 4 Actuated Green, G (s) 46.7 88.8 88.8 11.2 11.2 Effective Green, g (s) 48.2 90.3 90.3 12.2 12.2 Actuated g/C Ratio 0.44 0.82 0.82 0.11 0.11 Clearance Time (s) 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1489 590 2933 206 172 v/s Ratio Prot c0.41 c0.19 0.33 c0.08 v/s Ratio Perm 0.30 0.01 v/c Ratio 0.95 0.59 0.40 0.70 0.09 Uniform Delay, d1 29.7 24.8 2.6 47.2 43.9 Progression Factor 0.91 2.64 1.03 1.00 1.00 Incremental Delay, d2 11.5 0.4 0.2 8.6 0.1 Delay (s) 38.5 65.8 2.9 55.7 44.0 Level of Service D E A E D Approach Delay (s) 38.5 17.4 0.0 49.9 Approach LOS D B A D Intersection Summary HCM 2000 Control Delay 29.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.79 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 14.5 Intersection Capacity Utilization 75.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 11 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 295 859 0 0 899 199 463 104 665 0 0 87 Future Volume (vph) 295 859 0 0 899 199 463 104 665 0 0 87 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 10 12 12 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.97 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1668 3574 3471 1711 1792 1546 1611 Flt Permitted 0.10 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 171 3574 3471 1711 1792 1546 1611 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 311 904 0 0 946 209 487 109 700 0 0 92 RTOR Reduction (vph) 0 0 0 0 17 0 0 0 66 0 0 0 Lane Group Flow (vph) 311 904 0 0 1138 0 487 109 634 0 0 92 Heavy Vehicles (%) 1% 1% 0% 0% 1% 2% 2% 6% 1% 0% 0% 2% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 56.0 55.5 35.5 43.0 43.0 43.0 15.0 Effective Green, g (s) 57.0 57.5 37.5 45.0 45.0 45.0 16.0 Actuated g/C Ratio 0.52 0.52 0.34 0.41 0.41 0.41 0.15 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 306 1868 1183 699 733 632 234 v/s Ratio Prot c0.15 0.25 0.33 0.28 0.06 0.06 v/s Ratio Perm c0.38 c0.41 v/c Ratio 1.02 0.48 0.96 0.70 0.15 1.00 0.39 Uniform Delay, d1 42.1 16.8 35.5 26.9 20.4 32.5 42.6 Progression Factor 0.40 0.31 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 36.2 0.4 18.5 2.5 0.0 36.7 1.1 Delay (s) 53.2 5.6 54.0 29.3 20.5 69.2 43.7 Level of Service D A D C C E D Approach Delay (s) 17.8 54.0 50.1 43.7 Approach LOS B D D D Intersection Summary HCM 2000 Control Delay 40.7 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.02 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 83.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development PM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 545 979 900 0 0 335 Future Volume (Veh/h) 545 979 900 0 0 335 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 574 1031 947 0 0 353 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.69 0.72 0.69 vC, conflicting volume 947 2610 947 vC1, stage 1 conf vol 947 vC2, stage 2 conf vol 1664 vCu, unblocked vol 701 2738 701 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 8 100 0 cM capacity (veh/h) 627 12 267 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 574 516 516 947 353 Volume Left 574 0 0 0 0 Volume Right 0 0 0 0 353 cSH 627 1700 1700 1700 267 Volume to Capacity 0.92 0.30 0.30 0.56 1.32 Queue Length 95th (ft) 294 0 0 0 452 Control Delay (s) 44.1 0.0 0.0 0.0 206.1 Lane LOS E F Approach Delay (s) 15.8 0.0 206.1 Approach LOS F Intersection Summary Average Delay 33.7 Intersection Capacity Utilization 84.2% ICU Level of Service E Analysis Period (min) 15 Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development PM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 6 80 0 0 78 52 63 183 224 64 0 2 Future Volume (vph) 6 80 0 0 78 52 63 183 224 64 0 2 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 6 84 0 0 82 55 66 193 236 67 0 2 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total (vph) 90 137 259 236 67 2 Volume Left (vph) 6 0 66 0 67 0 Volume Right (vph) 0 55 0 236 0 2 Hadj (s) 0.01 -0.24 0.05 -0.60 0.20 -0.60 Departure Headway (s) 4.9 4.6 4.6 3.2 5.0 3.2 Degree Utilization, x 0.12 0.17 0.33 0.21 0.09 0.00 Capacity (veh/h) 680 726 749 1122 675 1121 Control Delay (s) 8.6 8.5 9.9 7.0 8.5 6.2 Approach Delay (s) 8.6 8.5 8.5 8.4 Approach LOS A A A A Intersection Summary Delay 8.5 Level of Service A Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 14 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development PM 29: Caughdenoy Road & Entrance 1 04/26/2021 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 31 52 104 40 52 46 Future Volume (Veh/h) 31 52 104 40 52 46 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 33 55 109 42 55 48 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 267 109 151 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 267 109 151 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 95 94 96 cM capacity (veh/h) 677 923 1382 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 33 55 109 42 55 48 Volume Left 33 0 0 0 55 0 Volume Right 0 55 0 42 0 0 cSH 677 923 1700 1700 1382 1700 Volume to Capacity 0.05 0.06 0.06 0.02 0.04 0.03 Queue Length 95th (ft) 4 5 0 0 3 0 Control Delay (s) 10.6 9.1 0.0 0.0 7.7 0.0 Lane LOS B A A Approach Delay (s) 9.7 0.0 4.1 Approach LOS A Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 19.5% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 15 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development PM 30: Rt 31 Seg 4 & Entrance 2 04/26/2021 Movement SBL SBR SEL SET NWT NWR Lane Configurations Traffic Volume (vph) 238 119 154 506 515 194 Future Volume (vph) 238 119 154 506 515 194 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1641 1468 1641 1863 1863 1468 Flt Permitted 0.95 1.00 0.37 1.00 1.00 1.00 Satd. Flow (perm) 1641 1468 635 1863 1863 1468 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 251 125 162 533 542 204 RTOR Reduction (vph) 0 91 0 0 0 104 Lane Group Flow (vph) 251 34 162 533 542 100 Heavy Vehicles (%) 10% 10% 10% 2% 2% 10% Turn Type Prot Perm Perm NA NA Perm Protected Phases 4 6 2 Permitted Phases 4 6 2 Actuated Green, G (s) 13.4 13.4 24.2 24.2 24.2 24.2 Effective Green, g (s) 13.4 13.4 24.2 24.2 24.2 24.2 Actuated g/C Ratio 0.27 0.27 0.49 0.49 0.49 0.49 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 443 396 309 908 908 716 v/s Ratio Prot c0.15 0.29 c0.29 v/s Ratio Perm 0.02 0.26 0.07 v/c Ratio 0.57 0.09 0.52 0.59 0.60 0.14 Uniform Delay, d1 15.6 13.5 8.7 9.1 9.2 7.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.1 1.6 1.0 1.1 0.1 Delay (s) 17.3 13.6 10.3 10.1 10.2 7.1 Level of Service B B B B B A Approach Delay (s) 16.0 10.1 9.4 Approach LOS B B A Intersection Summary HCM 2000 Control Delay 11.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 49.6 Sum of lost time (s) 12.0 Intersection Capacity Utilization 72.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development PM 3:55 pm 03/17/2021 2024 Phase 1 PM Synchro 11 Report JMT Page 16 Queuing and Blocking Report Year 2024 Background Development AM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 258 214 304 168 177 192 198 134 112 268 150 80 Average Queue (ft) 135 81 118 80 85 74 84 51 44 108 36 32 95th Queue (ft) 214 166 213 135 143 143 150 101 79 193 92 57 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 139 147 157 189 117 83 200 224 103 Average Queue (ft) 47 37 50 63 30 21 72 129 26 95th Queue (ft) 92 96 111 131 76 53 155 193 65 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 18 29 2 34 58 63 45 22 Average Queue (ft) 0 1 0 4 4 4 8 2 95th Queue (ft) 7 10 1 20 24 27 28 11 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) Queuing Penalty (veh) Year 2024 Background Development AM SimTraffic Report JMT Page 1 Queuing and Blocking Report Year 2024 Background Development AM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB SB SB SB Directions Served L L T TR T T R LT R R Maximum Queue (ft) 36 53 46 41 100 107 13 49 62 25 Average Queue (ft) 3 13 1 1 20 17 0 8 14 3 95th Queue (ft) 17 36 14 12 58 55 4 29 38 16 Link Distance (ft) 625 625 797 797 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 28 138 146 61 137 150 112 75 31 47 Average Queue (ft) 4 46 48 13 35 41 44 30 1 13 95th Queue (ft) 19 104 109 40 90 100 87 58 12 39 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 138 317 298 130 183 193 198 187 124 77 91 383 Average Queue (ft) 32 167 111 49 68 86 88 78 37 27 34 177 95th Queue (ft) 81 260 217 92 129 151 157 141 85 53 70 293 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 1 0 0 Queuing Penalty (veh) 0 0 0 Year 2024 Background Development AM SimTraffic Report JMT Page 2 Queuing and Blocking Report Year 2024 Background Development AM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB SB Directions Served L TR L TR LTR LTR Maximum Queue (ft) 32 460 197 278 310 185 Average Queue (ft) 5 218 77 107 146 77 95th Queue (ft) 21 385 139 207 250 142 Link Distance (ft) 1654 4993 1071 1000 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 310 228 121 125 Average Queue (ft) 120 88 49 44 95th Queue (ft) 231 174 89 85 Link Distance (ft) 3900 1654 3895 3715 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB B15 WB WB NB NB SB SB Directions Served L TR T L TR L TR L TR Maximum Queue (ft) 192 1640 1236 71 228 81 134 126 53 Average Queue (ft) 11 811 254 22 72 21 54 41 11 95th Queue (ft) 98 1977 1192 54 160 55 100 90 37 Link Distance (ft) 1701 2010 2976 575 583 Upstream Blk Time (%) 21 0 Queuing Penalty (veh) 179 4 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 42 0 0 0 Queuing Penalty (veh) 2 0 0 0 Year 2024 Background Development AM SimTraffic Report JMT Page 3 Queuing and Blocking Report Year 2024 Background Development AM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB NB NB NB SB SB Directions Served L T TR T L T TR L T R L T Maximum Queue (ft) 274 443 336 2987 192 115 172 101 98 214 147 96 Average Queue (ft) 30 409 329 2460 126 22 72 30 28 104 59 35 95th Queue (ft) 135 444 356 3806 201 73 136 69 66 177 112 73 Link Distance (ft) 336 2976 120 120 120 506 506 572 Upstream Blk Time (%) 45 22 5 17 0 1 Queuing Penalty (veh) 439 0 46 48 0 4 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 19 58 Queuing Penalty (veh) 0 103 283 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB Directions Served TR Maximum Queue (ft) 95 Average Queue (ft) 27 95th Queue (ft) 64 Link Distance (ft) 572 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB SB SB Directions Served T TR L T T LT R Maximum Queue (ft) 156 155 180 296 383 280 192 Average Queue (ft) 148 155 175 215 133 107 57 95th Queue (ft) 179 157 190 359 319 203 119 Link Distance (ft) 82 82 278 278 1127 Upstream Blk Time (%) 55 73 5 1 Queuing Penalty (veh) 328 437 35 9 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 42 0 3 Queuing Penalty (veh) 154 2 4 Year 2024 Background Development AM SimTraffic Report JMT Page 4 Queuing and Blocking Report Year 2024 Background Development AM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB SB Directions Served L T T T TR L T R R Maximum Queue (ft) 115 156 128 523 464 376 272 149 278 Average Queue (ft) 42 60 47 505 204 173 42 78 130 95th Queue (ft) 88 113 95 590 443 291 135 127 223 Link Distance (ft) 278 278 450 450 1088 786 Upstream Blk Time (%) 45 0 Queuing Penalty (veh) 261 2 Storage Bay Dist (ft) 100 450 100 Storage Blk Time (%) 1 2 0 1 3 Queuing Penalty (veh) 4 2 0 4 8 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB WB SW Directions Served L T R Maximum Queue (ft) 126 99 353 Average Queue (ft) 50 6 325 95th Queue (ft) 94 49 437 Link Distance (ft) 249 270 Upstream Blk Time (%) 0 79 Queuing Penalty (veh) 0 496 Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB SB SB Directions Served LT TR LT L R Maximum Queue (ft) 3 2 63 86 5 Average Queue (ft) 0 0 28 40 0 95th Queue (ft) 2 2 47 65 3 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 50 Storage Blk Time (%) 2 0 Queuing Penalty (veh) 0 0 Year 2024 Background Development AM SimTraffic Report JMT Page 5 Queuing and Blocking Report Year 2024 Background Development AM 04/27/2021 Intersection: 29: Caughdenoy Road & Entrance 1 Movement WB WB NB SB Directions Served L R R L Maximum Queue (ft) 64 66 2 58 Average Queue (ft) 21 24 0 7 95th Queue (ft) 49 49 1 30 Link Distance (ft) 624 624 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 30: Rt 31 Seg 4 & Entrance 2 Movement SB SB SE SE NW NW Directions Served L R L T T R Maximum Queue (ft) 263 107 222 233 204 113 Average Queue (ft) 116 41 90 91 78 42 95th Queue (ft) 196 78 162 171 147 77 Link Distance (ft) 1047 1047 3359 1079 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 2 0 0 Zone Summary Zone wide Queuing Penalty: 2857 Year 2024 Background Development AM SimTraffic Report JMT Page 6 Queuing and Blocking Report Year 2024 Background Development PM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 552 492 442 246 260 252 259 269 157 224 205 183 Average Queue (ft) 328 271 165 124 127 132 141 139 57 101 56 83 95th Queue (ft) 479 417 297 211 214 206 216 223 112 173 122 147 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 0 0 2 Queuing Penalty (veh) 0 0 1 4 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 197 312 273 366 359 219 400 881 270 Average Queue (ft) 108 106 107 239 175 47 313 402 222 95th Queue (ft) 176 211 195 364 302 109 437 643 355 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) 1 0 0 0 Queuing Penalty (veh) 8 1 0 0 Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 3 1 0 0 1 32 0 Queuing Penalty (veh) 19 2 0 0 5 258 1 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 109 112 37 98 158 129 175 70 Average Queue (ft) 35 35 5 29 44 40 75 21 95th Queue (ft) 84 81 23 66 106 95 135 48 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Year 2024 Background Development PM SimTraffic Report JMT Page 1 Queuing and Blocking Report Year 2024 Background Development PM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB SB SB SB Directions Served L L T TR T T R LTR LT R R Maximum Queue (ft) 144 154 135 121 223 215 114 29 93 193 157 Average Queue (ft) 63 79 22 23 83 82 8 1 32 95 42 95th Queue (ft) 115 127 74 72 170 165 49 10 69 162 109 Link Distance (ft) 625 625 797 797 316 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 1 1 Queuing Penalty (veh) 0 1 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 60 142 127 41 216 219 103 64 97 80 Average Queue (ft) 17 41 33 7 54 59 36 20 30 32 95th Queue (ft) 42 103 87 27 140 152 77 49 69 60 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 263 305 248 134 199 310 314 277 205 60 75 282 Average Queue (ft) 127 167 108 53 75 153 174 131 91 28 26 114 95th Queue (ft) 210 254 200 97 139 248 269 218 158 51 58 206 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 0 0 0 Queuing Penalty (veh) 0 1 0 0 0 Year 2024 Background Development PM SimTraffic Report JMT Page 2 Queuing and Blocking Report Year 2024 Background Development PM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB SB Directions Served L TR L TR LTR LTR Maximum Queue (ft) 475 911 176 431 602 85 Average Queue (ft) 59 485 72 209 302 26 95th Queue (ft) 279 888 130 361 485 61 Link Distance (ft) 1654 4993 1071 1000 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 Storage Blk Time (%) 22 0 Queuing Penalty (veh) 6 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 400 337 152 87 Average Queue (ft) 166 113 57 34 95th Queue (ft) 303 227 106 66 Link Distance (ft) 3900 1654 3895 3715 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB B15 WB WB B23 NB NB SB SB Directions Served L TR T L TR T L TR L TR Maximum Queue (ft) 249 961 182 168 284 239 83 104 198 140 Average Queue (ft) 13 338 47 57 102 5 26 37 68 36 95th Queue (ft) 96 1040 413 111 203 69 62 74 142 84 Link Distance (ft) 1701 2010 2976 336 575 583 Upstream Blk Time (%) 5 0 Queuing Penalty (veh) 36 0 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 17 0 0 2 Queuing Penalty (veh) 1 0 0 1 Year 2024 Background Development PM SimTraffic Report JMT Page 3 Queuing and Blocking Report Year 2024 Background Development PM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB NB NB NB SB SB Directions Served L T TR T L T TR L T R L T Maximum Queue (ft) 275 437 336 2695 192 193 176 240 413 441 339 253 Average Queue (ft) 60 404 328 1836 158 131 88 98 185 210 156 73 95th Queue (ft) 206 460 358 3612 227 201 153 200 314 359 296 171 Link Distance (ft) 336 2976 120 120 120 506 506 572 Upstream Blk Time (%) 49 18 2 29 13 2 0 1 Queuing Penalty (veh) 403 0 17 120 53 9 0 0 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 38 52 0 9 3 Queuing Penalty (veh) 0 187 199 1 13 3 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB Directions Served TR Maximum Queue (ft) 196 Average Queue (ft) 77 95th Queue (ft) 141 Link Distance (ft) 572 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB SB SB Directions Served T TR L T T LT R Maximum Queue (ft) 156 155 180 304 288 244 183 Average Queue (ft) 155 153 171 214 58 103 53 95th Queue (ft) 158 163 198 355 197 188 111 Link Distance (ft) 82 82 278 278 1127 Upstream Blk Time (%) 64 51 4 0 Queuing Penalty (veh) 435 350 28 1 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 31 1 2 Queuing Penalty (veh) 174 4 2 Year 2024 Background Development PM SimTraffic Report JMT Page 4 Queuing and Blocking Report Year 2024 Background Development PM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB SB Directions Served L T T T TR L T R R Maximum Queue (ft) 150 311 309 523 523 500 1079 150 232 Average Queue (ft) 138 225 126 513 477 344 567 147 78 95th Queue (ft) 176 370 294 582 613 578 1218 165 167 Link Distance (ft) 278 278 450 450 1088 786 Upstream Blk Time (%) 6 1 69 42 20 Queuing Penalty (veh) 35 5 381 230 0 Storage Bay Dist (ft) 100 450 100 Storage Blk Time (%) 24 14 0 1 57 Queuing Penalty (veh) 105 40 1 12 322 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB EB EB WB SW Directions Served L T T T R Maximum Queue (ft) 300 575 500 221 331 Average Queue (ft) 256 317 57 64 187 95th Queue (ft) 368 757 309 211 393 Link Distance (ft) 503 503 249 270 Upstream Blk Time (%) 39 0 2 31 Queuing Penalty (veh) 295 1 13 102 Storage Bay Dist (ft) 250 Storage Blk Time (%) 55 Queuing Penalty (veh) 268 Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB NB SB SB Directions Served LT TR LT R L R Maximum Queue (ft) 55 70 91 171 68 5 Average Queue (ft) 30 33 45 16 29 0 95th Queue (ft) 47 52 72 86 55 3 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 50 Storage Blk Time (%) 1 0 Queuing Penalty (veh) 0 0 Year 2024 Background Development PM SimTraffic Report JMT Page 5 Queuing and Blocking Report Year 2024 Background Development PM 04/27/2021 Intersection: 29: Caughdenoy Road & Entrance 1 Movement WB WB NB SB Directions Served L R R L Maximum Queue (ft) 59 68 13 56 Average Queue (ft) 18 23 0 7 95th Queue (ft) 44 48 5 31 Link Distance (ft) 624 624 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 30: Rt 31 Seg 4 & Entrance 2 Movement SB SB SE SE NW NW Directions Served L R L T T R Maximum Queue (ft) 256 110 221 268 254 159 Average Queue (ft) 115 44 84 93 97 40 95th Queue (ft) 195 83 156 185 182 86 Link Distance (ft) 1047 1047 3359 1079 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) 0 0 0 0 Queuing Penalty (veh) 2 1 1 0 Zone Summary Zone wide Queuing Penalty: 4160 Year 2024 Background Development PM SimTraffic Report JMT Page 6 Arterial Level of Service Year 2024 Background Development AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 23.8 33.9 0.1 12 481 North off-ramp 3 7.7 19.6 0.1 24 Marketfair Plaza 4 1.3 8.3 0.1 36 Water Board 5 0.7 12.5 0.1 39 Laz-Boy 6 4.6 19.7 0.2 31 Morgan Road 7 35.9 61.1 0.3 17 24 7.8 19.3 0.1 24 Total 81.8 174.4 1.0 22 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 21.5 32.1 0.1 14 Great Northern East 6 6.5 31.5 0.3 33 Great Northern Mall 5 2.5 17.7 0.2 34 Marketfair Plaza 4 1.2 12.9 0.1 38 481 North on-ramp 3 5.7 12.8 0.1 23 481 South off-ramp 2 15.7 27.4 0.1 17 Total 53.0 134.3 0.9 25 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 3.2 30.7 0.4 49 Henry Clay Boulevard 8 30.4 51.7 0.3 23 Driveway 45 10.3 73.0 1.0 47 Total 43.9 155.3 1.7 39 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 17.7 81.2 1.0 42 Driveway 59 7.0 28.4 0.3 41 24 3.7 31.0 0.4 48 Total 28.4 140.5 1.7 43 Year 2024 Background Development AM SimTraffic Report JMT Page 1 Arterial Level of Service Year 2024 Background Development AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 16.0 83.3 0.8 32 21 4.3 33.6 0.3 35 Total 20.3 117.0 1.1 33 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 8.7 36.8 0.3 32 Driveway 45 7.9 75.3 0.8 36 Total 16.6 112.0 1.1 35 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 119.3 165.1 0.3 8 23 309.0 365.9 0.6 6 Total 428.3 531.0 0.9 6 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 8.4 54.3 0.6 38 15 3.5 30.5 0.3 39 Total 11.9 84.8 0.9 39 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 69.8 79.8 0.1 4 Driveway 70 13.3 17.8 0.0 8 Driveway 36 40.4 47.4 0.1 5 I-81 SB On-Ramp 12 32.0 91.3 0.0 3 I-81 NB Off-Ramp 13 13.5 20.5 0.1 12 Driveway 27 1.5 11.2 0.1 32 LakeShore Rd. 14 0.4 11.3 0.1 33 Total 170.9 279.2 0.5 8 Year 2024 Background Development AM SimTraffic Report JMT Page 2 Arterial Level of Service Year 2024 Background Development AM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 16.7 28.1 0.1 13 Pardee Road 13 56.8 134.7 0.1 5 I-81 SB Off-Ramp 12 4.8 11.8 0.1 20 Driveway 36 1.1 3.8 0.0 28 Driveway 70 2.0 9.2 0.1 27 Route 11 11 5.2 8.9 0.0 16 23 2.1 10.7 0.1 27 Total 88.8 207.1 0.5 13 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Entrance 2 30 13.7 55.7 0.6 42 Driveway 20 6.6 20.4 0.2 38 15 43.4 68.8 0.4 20 Total 63.8 144.8 1.3 31 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 2.6 28.1 0.4 50 Entrance 2 30 11.6 25.2 0.2 31 21 7.7 50.1 0.6 47 Total 21.9 103.5 1.3 44 Year 2024 Background Development AM SimTraffic Report JMT Page 3 Arterial Level of Service Year 2024 Background Development PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 44.7 54.9 0.1 8 481 North off-ramp 3 14.5 26.4 0.1 18 Marketfair Plaza 4 3.3 10.4 0.1 28 Water Board 5 2.7 14.3 0.1 34 Laz-Boy 6 3.6 18.7 0.2 32 Morgan Road 7 30.3 54.4 0.3 19 24 7.6 19.1 0.1 24 Total 106.6 198.3 1.0 19 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 34.8 45.8 0.1 10 Great Northern East 6 9.4 33.7 0.3 31 Great Northern Mall 5 8.1 23.3 0.2 26 Marketfair Plaza 4 3.8 15.5 0.1 32 481 North on-ramp 3 28.4 35.9 0.1 8 481 South off-ramp 2 18.9 30.3 0.1 15 Total 103.4 184.5 0.9 18 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.5 30.6 0.4 49 Henry Clay Boulevard 8 77.3 98.3 0.3 12 Driveway 45 13.6 75.9 1.0 45 Total 93.4 204.8 1.7 30 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 32.5 95.9 1.0 36 Driveway 59 7.3 28.6 0.3 41 24 4.1 31.4 0.4 48 Total 43.8 155.9 1.7 39 Year 2024 Background Development PM SimTraffic Report JMT Page 1 Arterial Level of Service Year 2024 Background Development PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 20.9 88.0 0.8 31 21 4.6 33.9 0.3 34 Total 25.5 121.9 1.1 32 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 10.5 38.8 0.3 30 Driveway 45 8.5 75.9 0.8 36 Total 19.0 114.6 1.1 34 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 49.1 77.9 0.3 16 23 267.5 324.0 0.6 6 Total 316.6 401.9 0.9 8 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 11.2 56.0 0.6 37 15 4.3 31.2 0.3 38 Total 15.5 87.2 0.9 38 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 98.9 108.3 0.1 3 Driveway 70 4.6 8.8 0.0 16 Driveway 36 29.9 36.9 0.1 7 I-81 SB On-Ramp 12 29.3 32.9 0.0 3 I-81 NB Off-Ramp 13 16.0 23.0 0.1 10 Driveway 27 18.1 33.3 0.1 13 LakeShore Rd. 14 1.0 11.9 0.1 31 Total 197.8 255.1 0.5 7 Year 2024 Background Development PM SimTraffic Report JMT Page 2 Arterial Level of Service Year 2024 Background Development PM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 47.0 58.6 0.1 6 Pardee Road 13 116.0 149.3 0.1 3 I-81 SB Off-Ramp 12 6.7 13.8 0.1 17 Driveway 36 1.0 3.9 0.0 27 Driveway 70 3.0 10.1 0.1 24 Route 11 11 15.1 18.8 0.0 7 23 5.0 13.6 0.1 21 Total 193.8 268.0 0.5 7 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Entrance 2 30 13.2 55.2 0.6 42 Driveway 20 5.1 18.8 0.2 41 15 11.7 37.5 0.4 38 Total 30.1 111.5 1.3 41 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 3.6 29.1 0.4 49 Entrance 2 30 12.0 25.7 0.2 30 21 8.2 50.7 0.6 46 Total 23.9 105.5 1.3 43 Year 2024 Background Development PM SimTraffic Report JMT Page 3 WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX F YEAR 2024 BACKGROUND DEVELOPMENT BUILD CONDITION CAPACITY ANALYSIS OUTPUT HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 488 654 288 620 0 96 0 152 245 40 84 Future Volume (vph) 0 488 654 288 620 0 96 0 152 245 40 84 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3438 1568 3433 3374 1752 1553 1770 1863 1568 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3438 1568 3433 3374 0 1553 1770 1863 1568 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 514 688 303 653 0 101 0 160 258 42 88 RTOR Reduction (vph) 0 0 167 0 0 0 0 0 127 0 0 80 Lane Group Flow (vph) 0 514 521 303 653 0 101 0 33 258 42 8 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 5% 3% 2% 7% 2% 3% 2% 4% 2% 2% 3% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 25.1 40.8 8.8 39.9 15.7 8.8 28.1 6.4 6.4 Effective Green, g (s) 26.1 40.8 9.8 40.9 15.7 9.8 28.1 7.4 7.4 Actuated g/C Ratio 0.33 0.51 0.12 0.51 0.20 0.12 0.35 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1121 917 420 1724 343 190 621 172 145 v/s Ratio Prot 0.15 c0.11 c0.09 0.19 0.06 0.02 c0.15 0.02 v/s Ratio Perm 0.22 0.01 v/c Ratio 0.46 0.57 0.72 0.38 0.29 0.17 0.42 0.24 0.06 Uniform Delay, d1 21.4 13.5 33.8 11.8 27.4 31.5 19.7 33.7 33.1 Progression Factor 1.00 1.00 0.69 0.61 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.4 0.8 4.9 0.6 0.5 0.2 0.2 0.3 0.1 Delay (s) 22.7 14.3 28.3 7.9 27.9 31.6 19.9 34.0 33.2 Level of Service C B C A C C B C C Approach Delay (s) 17.9 14.3 30.2 24.4 Approach LOS B B C C Intersection Summary HCM 2000 Control Delay 18.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 68.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 1 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 131 746 0 0 610 169 301 0 43 0 0 0 Future Volume (vph) 131 746 0 0 610 169 301 0 43 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1719 3471 3438 1492 1603 1603 1455 Flt Permitted 0.34 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 621 3471 3438 1492 1603 1603 1455 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 138 785 0 0 642 178 317 0 45 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 74 0 0 38 0 0 0 Lane Group Flow (vph) 138 785 0 0 642 104 158 159 7 0 0 0 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 5% 4% 2% 1% 5% 6% 7% 0% 11% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 57.1 57.1 45.9 45.9 11.4 11.4 11.4 Effective Green, g (s) 57.1 58.1 46.9 46.9 12.4 12.4 12.4 Actuated g/C Ratio 0.71 0.73 0.59 0.59 0.16 0.16 0.16 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 521 2520 2015 874 248 248 225 v/s Ratio Prot 0.02 c0.23 0.19 0.10 c0.10 v/s Ratio Perm 0.17 0.07 0.00 v/c Ratio 0.26 0.31 0.32 0.12 0.64 0.64 0.03 Uniform Delay, d1 4.1 3.9 8.4 7.4 31.7 31.7 28.7 Progression Factor 0.64 0.56 0.71 0.29 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.3 0.4 0.3 3.9 4.2 0.0 Delay (s) 2.7 2.5 6.4 2.4 35.6 35.9 28.7 Level of Service A A A A D D C Approach Delay (s) 2.5 5.5 34.9 0.0 Approach LOS A A C A Intersection Summary HCM 2000 Control Delay 9.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 45.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 2 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 746 31 7 770 9 2 Future Volume (vph) 746 31 7 770 9 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.35 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 666 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 785 33 7 811 9 2 RTOR Reduction (vph) 0 8 0 0 0 2 Lane Group Flow (vph) 785 25 7 811 9 0 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 59.1 61.8 66.3 66.3 2.7 4.4 Effective Green, g (s) 59.1 61.8 66.3 66.3 2.7 4.4 Actuated g/C Ratio 0.74 0.77 0.83 0.83 0.03 0.06 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2666 1358 576 2991 60 199 v/s Ratio Prot c0.22 0.00 0.00 c0.22 c0.00 0.00 v/s Ratio Perm 0.02 0.01 0.00 v/c Ratio 0.29 0.02 0.01 0.27 0.15 0.00 Uniform Delay, d1 3.5 2.1 1.3 1.5 37.5 35.7 Progression Factor 0.13 0.01 0.63 0.51 1.00 1.00 Incremental Delay, d2 0.3 0.0 0.0 0.2 0.4 0.0 Delay (s) 0.7 0.0 0.8 1.0 38.0 35.7 Level of Service A A A A D D Approach Delay (s) 0.7 1.0 37.6 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 1.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.30 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 33.8% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 3 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 42 704 2 0 755 9 0 0 0 10 0 22 Future Volume (vph) 42 704 2 0 755 9 0 0 0 10 0 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3433 3405 3406 1583 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3433 3405 3406 1583 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 44 741 2 0 795 9 0 0 0 11 0 23 RTOR Reduction (vph) 0 0 0 0 0 2 0 0 0 0 0 0 Lane Group Flow (vph) 44 743 0 0 795 7 0 0 0 0 11 23 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 3.6 65.7 56.1 58.4 2.3 5.9 Effective Green, g (s) 4.6 66.7 57.1 60.4 3.3 7.9 Actuated g/C Ratio 0.06 0.83 0.71 0.75 0.04 0.10 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 2.0 2.0 Lane Grp Cap (vph) 197 2838 2431 1195 73 275 v/s Ratio Prot 0.01 c0.22 c0.23 0.00 c0.01 0.00 v/s Ratio Perm 0.00 0.00 v/c Ratio 0.22 0.26 0.33 0.01 0.15 0.08 Uniform Delay, d1 36.0 1.4 4.3 2.4 37.0 32.8 Progression Factor 1.27 0.21 0.26 1.00 1.00 1.00 Incremental Delay, d2 0.2 0.2 0.4 0.0 0.3 0.0 Delay (s) 46.1 0.5 1.5 2.4 37.3 32.8 Level of Service D A A A D C Approach Delay (s) 3.1 1.5 0.0 34.3 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 2.9 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.35 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 33.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 4 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 10 634 70 29 688 10 57 0 51 2 0 18 Future Volume (vph) 10 634 70 29 688 10 57 0 51 2 0 18 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3367 1770 3400 1770 1583 1770 1583 Flt Permitted 0.33 1.00 0.37 1.00 0.76 1.00 0.72 1.00 Satd. Flow (perm) 614 3367 690 3400 1409 1583 1345 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 11 667 74 31 724 11 60 0 54 2 0 19 RTOR Reduction (vph) 0 8 0 0 1 0 0 49 0 0 0 16 Lane Group Flow (vph) 11 733 0 31 734 0 60 5 0 0 2 3 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 60.5 60.5 52.6 52.6 7.0 7.0 7.0 8.9 Effective Green, g (s) 61.5 61.5 53.6 53.6 8.0 8.0 8.0 10.9 Actuated g/C Ratio 0.77 0.77 0.67 0.67 0.10 0.10 0.10 0.14 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 513 2588 462 2278 140 158 134 314 v/s Ratio Prot 0.00 c0.22 c0.22 0.00 0.00 v/s Ratio Perm 0.02 0.04 c0.04 0.00 0.00 v/c Ratio 0.02 0.28 0.07 0.32 0.43 0.03 0.01 0.01 Uniform Delay, d1 2.4 2.7 4.6 5.6 33.9 32.5 32.4 29.9 Progression Factor 1.30 1.24 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.3 0.3 0.4 0.8 0.0 0.0 0.0 Delay (s) 3.2 3.7 4.8 5.9 34.6 32.5 32.5 29.9 Level of Service A A A A C C C C Approach Delay (s) 3.6 5.9 33.6 30.1 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 7.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 42.7% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 5 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 53 442 199 130 394 19 146 61 112 72 201 194 Future Volume (vph) 53 442 199 130 394 19 146 61 112 72 201 194 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3438 1583 1687 3453 1703 1810 1583 1805 1734 Flt Permitted 0.49 1.00 1.00 0.30 1.00 0.29 1.00 1.00 0.64 1.00 Satd. Flow (perm) 904 3438 1583 537 3453 528 1810 1583 1221 1734 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 56 465 209 137 415 20 154 64 118 76 212 204 RTOR Reduction (vph) 0 0 136 0 3 0 0 0 75 0 32 0 Lane Group Flow (vph) 56 465 73 137 432 0 154 64 43 76 384 0 Heavy Vehicles (%) 2% 5% 2% 7% 4% 0% 6% 5% 2% 0% 1% 2% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 26.3 21.1 30.2 33.5 24.7 33.8 24.7 33.5 39.6 27.6 Effective Green, g (s) 26.3 22.1 32.2 32.5 25.7 33.8 25.7 33.5 41.6 28.6 Actuated g/C Ratio 0.29 0.24 0.35 0.35 0.28 0.37 0.28 0.36 0.45 0.31 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 307 824 647 293 963 309 505 575 633 538 v/s Ratio Prot 0.01 c0.14 0.01 c0.04 0.13 c0.05 0.04 0.01 0.02 c0.22 v/s Ratio Perm 0.04 0.03 c0.12 0.13 0.02 0.04 v/c Ratio 0.18 0.56 0.11 0.47 0.45 0.50 0.13 0.07 0.12 0.71 Uniform Delay, d1 24.3 30.8 20.3 21.5 27.4 21.0 24.8 19.2 14.5 28.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.1 0.0 0.4 0.5 0.5 0.2 0.0 0.0 4.8 Delay (s) 24.4 31.8 20.3 22.0 27.8 21.5 25.0 19.2 14.5 32.9 Level of Service C C C C C C C B B C Approach Delay (s) 28.0 26.4 21.3 30.0 Approach LOS C C C C Intersection Summary HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 92.1 Sum of lost time (s) 24.0 Intersection Capacity Utilization 69.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 6 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 8 384 203 182 474 2 109 38 110 12 129 24 Future Volume (vph) 8 384 203 182 474 2 109 38 110 12 129 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 1.00 1.00 0.89 0.98 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1801 1805 1899 1805 1688 1856 Flt Permitted 0.48 1.00 0.24 1.00 0.55 1.00 0.97 Satd. Flow (perm) 911 1801 447 1899 1048 1688 1804 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 8 404 214 192 499 2 115 40 116 13 136 25 RTOR Reduction (vph) 0 16 0 0 0 0 0 95 0 0 6 0 Lane Group Flow (vph) 8 602 0 192 501 0 115 61 0 0 168 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 43.2 42.4 56.8 50.0 15.6 15.6 15.6 Effective Green, g (s) 43.2 42.4 56.8 50.0 15.6 15.6 15.6 Actuated g/C Ratio 0.51 0.50 0.67 0.59 0.18 0.18 0.18 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 3.0 Lane Grp Cap (vph) 474 904 435 1125 193 312 333 v/s Ratio Prot 0.00 c0.33 c0.04 c0.26 0.04 v/s Ratio Perm 0.01 0.25 c0.11 0.09 v/c Ratio 0.02 0.67 0.44 0.45 0.60 0.20 0.51 Uniform Delay, d1 10.1 15.7 8.8 9.5 31.5 29.1 30.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 2.9 0.3 0.8 4.9 0.3 1.2 Delay (s) 10.1 18.6 9.0 10.3 36.4 29.4 32.1 Level of Service B B A B D C C Approach Delay (s) 18.5 10.0 32.4 32.1 Approach LOS B A C C Intersection Summary HCM 2000 Control Delay 18.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 84.4 Sum of lost time (s) 18.0 Intersection Capacity Utilization 80.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 7 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 51 490 21 12 467 16 39 21 81 55 4 54 Future Volume (vph) 51 490 21 12 467 16 39 21 81 55 4 54 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.92 0.94 Flt Protected 1.00 1.00 0.99 0.98 Satd. Flow (prot) 1882 1889 1729 1735 Flt Permitted 0.92 0.98 0.89 0.85 Satd. Flow (perm) 1747 1861 1554 1509 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 54 516 22 13 492 17 41 22 85 58 4 57 RTOR Reduction (vph) 0 2 0 0 2 0 0 71 0 0 48 0 Lane Group Flow (vph) 0 590 0 0 520 0 0 77 0 0 71 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 25.4 25.4 6.8 6.8 Effective Green, g (s) 25.4 25.4 6.8 6.8 Actuated g/C Ratio 0.59 0.59 0.16 0.16 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1039 1107 247 240 v/s Ratio Prot v/s Ratio Perm c0.34 0.28 c0.05 0.05 v/c Ratio 0.57 0.47 0.31 0.30 Uniform Delay, d1 5.3 4.9 15.9 15.8 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.2 0.7 0.7 0.7 Delay (s) 6.5 5.5 16.6 16.5 Level of Service A A B B Approach Delay (s) 6.5 5.5 16.6 16.5 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 8.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.51 Actuated Cycle Length (s) 42.7 Sum of lost time (s) 10.5 Intersection Capacity Utilization 72.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 8 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 4 829 10 36 499 26 28 2 92 51 9 7 Future Volume (vph) 4 829 10 36 499 26 28 2 92 51 9 7 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1841 1752 1831 1770 1589 1770 1741 Flt Permitted 0.43 1.00 0.18 1.00 0.75 1.00 0.69 1.00 Satd. Flow (perm) 795 1841 340 1831 1392 1589 1291 1741 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 4 873 11 38 525 27 29 2 97 54 9 7 RTOR Reduction (vph) 0 0 0 0 1 0 0 88 0 0 6 0 Lane Group Flow (vph) 4 884 0 38 551 0 29 11 0 54 10 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 49.2 48.5 54.2 51.0 7.3 7.3 7.3 7.3 Effective Green, g (s) 49.2 48.5 54.2 51.0 7.3 7.3 7.3 7.3 Actuated g/C Ratio 0.65 0.64 0.72 0.68 0.10 0.10 0.10 0.10 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 526 1182 303 1236 134 153 124 168 v/s Ratio Prot 0.00 c0.48 c0.01 0.30 0.01 0.01 v/s Ratio Perm 0.00 0.08 0.02 c0.04 v/c Ratio 0.01 0.75 0.13 0.45 0.22 0.07 0.44 0.06 Uniform Delay, d1 4.6 9.3 6.8 5.7 31.5 31.0 32.2 31.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 3.2 0.1 0.5 0.8 0.2 2.4 0.1 Delay (s) 4.6 12.4 6.9 6.2 32.3 31.2 34.6 31.1 Level of Service A B A A C C C C Approach Delay (s) 12.4 6.3 31.5 33.8 Approach LOS B A C C Intersection Summary HCM 2000 Control Delay 12.6 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.67 Actuated Cycle Length (s) 75.5 Sum of lost time (s) 16.5 Intersection Capacity Utilization 62.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 9 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 36 907 61 240 515 92 39 30 169 87 63 20 Future Volume (vph) 36 907 61 240 515 92 39 30 169 87 63 20 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 11 11 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 0.97 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 1.00 0.85 1.00 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1662 3447 3319 3199 1636 1900 1583 1589 3402 Flt Permitted 0.95 1.00 0.95 1.00 0.70 1.00 1.00 0.47 1.00 Satd. Flow (perm) 1662 3447 3319 3199 1201 1900 1583 786 3402 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 38 955 64 253 542 97 41 32 178 92 66 21 RTOR Reduction (vph) 0 4 0 0 10 0 0 0 0 0 19 0 Lane Group Flow (vph) 38 1015 0 253 629 0 41 32 178 92 68 0 Heavy Vehicles (%) 5% 4% 0% 2% 6% 10% 3% 0% 2% 6% 3% 0% Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Actuated Green, G (s) 4.1 60.7 13.5 70.1 8.9 5.0 18.5 16.2 8.4 Effective Green, g (s) 5.1 62.7 14.5 72.1 10.9 7.0 20.5 18.2 10.4 Actuated g/C Ratio 0.05 0.57 0.13 0.66 0.10 0.06 0.19 0.17 0.09 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 77 1964 437 2096 138 120 295 194 321 v/s Ratio Prot 0.02 c0.29 0.08 0.20 0.01 0.02 c0.08 c0.04 0.02 v/s Ratio Perm 0.02 0.03 c0.04 v/c Ratio 0.49 0.52 0.58 0.30 0.30 0.27 0.60 0.47 0.21 Uniform Delay, d1 51.2 14.4 44.9 8.1 45.8 49.1 41.0 40.7 46.0 Progression Factor 1.00 1.00 0.92 0.82 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.8 1.0 1.1 0.4 0.4 0.4 2.4 0.7 0.1 Delay (s) 53.0 15.4 42.3 7.0 46.2 49.5 43.4 41.4 46.1 Level of Service D B D A D D D D D Approach Delay (s) 16.7 17.0 44.6 43.7 Approach LOS B B D D Intersection Summary HCM 2000 Control Delay 21.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.54 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 55.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 10 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 553 649 767 733 0 0 0 0 127 0 153 Future Volume (vph) 0 553 649 767 733 0 0 0 0 127 0 153 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 11 11 11 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 0.97 0.95 1.00 1.00 Frt 0.92 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3102 3255 3292 1811 1583 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3102 3255 3292 1811 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 582 683 807 772 0 0 0 0 134 0 161 RTOR Reduction (vph) 0 186 0 0 0 0 0 0 0 0 0 143 Lane Group Flow (vph) 0 1079 0 807 772 0 0 0 0 0 134 18 Heavy Vehicles (%) 0% 5% 2% 4% 6% 0% 0% 0% 0% 3% 0% 2% Turn Type NA Prot NA Split NA Perm Protected Phases 2 1 6 4 4 Permitted Phases 4 Actuated Green, G (s) 44.0 40.0 89.0 11.0 11.0 Effective Green, g (s) 45.5 41.5 90.5 12.0 12.0 Actuated g/C Ratio 0.41 0.38 0.82 0.11 0.11 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 2.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1283 1228 2708 197 172 v/s Ratio Prot c0.35 c0.25 0.23 c0.07 v/s Ratio Perm 0.01 v/c Ratio 0.84 0.66 0.29 0.68 0.10 Uniform Delay, d1 29.0 28.4 2.3 47.2 44.1 Progression Factor 0.70 0.45 0.98 1.00 1.00 Incremental Delay, d2 4.9 2.1 0.2 7.5 0.1 Delay (s) 25.2 14.8 2.4 54.6 44.2 Level of Service C B A D D Approach Delay (s) 25.2 8.8 0.0 49.0 Approach LOS C A A D Intersection Summary HCM 2000 Control Delay 19.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.74 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 75.1% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 11 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 120 564 0 0 1083 80 244 32 324 0 0 174 Future Volume (vph) 120 564 0 0 1083 80 244 32 324 0 0 174 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 0.97 1.00 0.88 1.00 Frt 1.00 1.00 0.99 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1646 3355 3469 3077 1387 2544 1522 Flt Permitted 0.12 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 216 3355 3469 3077 1387 2544 1522 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 126 594 0 0 1140 84 257 34 341 0 0 183 RTOR Reduction (vph) 0 0 0 0 4 0 0 0 0 0 0 0 Lane Group Flow (vph) 126 594 0 0 1220 0 257 34 341 0 0 183 Heavy Vehicles (%) 6% 4% 0% 0% 3% 3% 10% 37% 8% 0% 0% 8% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 80.3 80.3 57.6 18.2 18.2 18.2 17.7 Effective Green, g (s) 81.3 82.3 59.6 20.2 20.2 20.2 18.7 Actuated g/C Ratio 0.74 0.75 0.54 0.18 0.18 0.18 0.17 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 402 2510 1879 565 254 467 258 v/s Ratio Prot 0.05 0.18 c0.35 0.08 0.02 c0.12 v/s Ratio Perm 0.18 c0.13 v/c Ratio 0.31 0.24 0.65 0.45 0.13 0.73 0.71 Uniform Delay, d1 9.5 4.2 17.8 40.0 37.6 42.3 43.1 Progression Factor 0.73 0.65 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.1 1.8 0.2 0.1 5.0 8.6 Delay (s) 7.2 2.9 19.6 40.2 37.7 47.3 51.7 Level of Service A A B D D D D Approach Delay (s) 3.6 19.6 43.9 51.7 Approach LOS A B D D Intersection Summary HCM 2000 Control Delay 23.1 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 61.6% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development Build AM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 179 710 699 0 0 629 Future Volume (Veh/h) 179 710 699 0 0 629 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 188 747 736 0 0 662 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.80 0.80 0.80 vC, conflicting volume 736 1486 736 vC1, stage 1 conf vol 736 vC2, stage 2 conf vol 750 vCu, unblocked vol 549 1482 549 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 77 100 0 cM capacity (veh/h) 828 268 389 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 188 374 374 736 662 Volume Left 188 0 0 0 0 Volume Right 0 0 0 0 662 cSH 828 1700 1700 1700 389 Volume to Capacity 0.23 0.22 0.22 0.43 1.70 Queue Length 95th (ft) 22 0 0 0 1006 Control Delay (s) 10.6 0.0 0.0 0.0 350.4 Lane LOS B F Approach Delay (s) 2.1 0.0 350.4 Approach LOS F Intersection Summary Average Delay 100.3 Intersection Capacity Utilization 82.4% ICU Level of Service E Analysis Period (min) 15 Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development Build AM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 3 94 0 0 35 9 13 74 38 130 0 7 Future Volume (Veh/h) 3 94 0 0 35 9 13 74 38 130 0 7 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 3 99 0 0 37 9 14 78 40 137 0 7 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 10 2 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 46 99 146 151 99 186 146 42 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 46 99 146 151 99 186 146 42 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 98 90 96 80 100 99 cM capacity (veh/h) 1575 1507 820 743 962 686 747 1035 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 102 46 132 144 Volume Left 3 0 14 137 Volume Right 0 9 40 7 cSH 1575 1700 1083 721 Volume to Capacity 0.00 0.03 0.12 0.20 Queue Length 95th (ft) 0 0 10 19 Control Delay (s) 0.2 0.0 10.0 11.4 Lane LOS A A B Approach Delay (s) 0.2 0.0 10.0 11.4 Approach LOS A B Intersection Summary Average Delay 7.0 Intersection Capacity Utilization 27.9% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 14 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development Build AM 29: Caughdenoy Road & Entrance 1 04/26/2021 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 35 59 43 45 59 78 Future Volume (Veh/h) 35 59 43 45 59 78 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 62 45 47 62 82 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 251 45 92 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 251 45 92 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 95 94 96 cM capacity (veh/h) 690 1002 1454 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 37 62 45 47 62 82 Volume Left 37 0 0 0 62 0 Volume Right 0 62 0 47 0 0 cSH 690 1002 1700 1700 1454 1700 Volume to Capacity 0.05 0.06 0.03 0.03 0.04 0.05 Queue Length 95th (ft) 4 5 0 0 3 0 Control Delay (s) 10.5 8.8 0.0 0.0 7.6 0.0 Lane LOS B A A Approach Delay (s) 9.5 0.0 3.3 Approach LOS A Intersection Summary Average Delay 4.2 Intersection Capacity Utilization 19.9% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 15 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build AM 30: Rt 31 Seg 4 & Entrance 2 04/26/2021 Movement SBL SBR SEL SET NWT NWR Lane Configurations Traffic Volume (vph) 267 132 171 455 363 218 Future Volume (vph) 267 132 171 455 363 218 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1641 1468 1641 1863 1863 1468 Flt Permitted 0.95 1.00 0.51 1.00 1.00 1.00 Satd. Flow (perm) 1641 1468 877 1863 1863 1468 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 281 139 180 479 382 229 RTOR Reduction (vph) 0 96 0 0 0 132 Lane Group Flow (vph) 281 43 180 479 382 97 Heavy Vehicles (%) 10% 10% 10% 2% 2% 10% Turn Type Prot Perm Perm NA NA Perm Protected Phases 4 6 2 Permitted Phases 4 6 2 Actuated Green, G (s) 13.9 13.9 19.1 19.1 19.1 19.1 Effective Green, g (s) 13.9 13.9 19.1 19.1 19.1 19.1 Actuated g/C Ratio 0.31 0.31 0.42 0.42 0.42 0.42 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 506 453 372 790 790 623 v/s Ratio Prot c0.17 c0.26 0.21 v/s Ratio Perm 0.03 0.21 0.07 v/c Ratio 0.56 0.09 0.48 0.61 0.48 0.16 Uniform Delay, d1 13.0 11.1 9.4 10.0 9.4 8.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.1 1.0 1.3 0.5 0.1 Delay (s) 14.3 11.2 10.4 11.4 9.8 8.1 Level of Service B B B B A A Approach Delay (s) 13.3 11.1 9.2 Approach LOS B B A Intersection Summary HCM 2000 Control Delay 10.9 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.58 Actuated Cycle Length (s) 45.0 Sum of lost time (s) 12.0 Intersection Capacity Utilization 58.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build AM 11:14 am 04/01/2021 2024 Phase 1 Minimal Impact AM Synchro 11 Report JMT Page 16 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 957 652 536 1496 0 236 0 162 194 71 175 Future Volume (vph) 0 957 652 536 1496 0 236 0 162 194 71 175 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3574 1583 3467 3574 1787 1599 1787 1863 1599 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3574 1583 3467 3574 0 1599 1787 1863 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1007 686 564 1575 0 248 0 171 204 75 184 RTOR Reduction (vph) 0 0 63 0 0 0 0 0 80 0 0 167 Lane Group Flow (vph) 0 1007 623 564 1575 0 248 0 91 204 75 17 Heavy Vehicles (%) 0% 1% 2% 1% 1% 0% 1% 0% 1% 1% 2% 1% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 33.0 50.4 17.6 56.6 17.4 17.6 31.4 8.0 8.0 Effective Green, g (s) 34.0 50.4 18.6 57.6 17.4 18.6 31.4 9.0 9.0 Actuated g/C Ratio 0.34 0.50 0.19 0.58 0.17 0.19 0.31 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1215 892 644 2058 310 297 561 167 143 v/s Ratio Prot c0.28 c0.12 c0.16 0.44 0.14 0.06 0.11 c0.04 v/s Ratio Perm 0.27 0.01 v/c Ratio 0.83 0.70 0.88 0.77 0.80 0.31 0.36 0.45 0.12 Uniform Delay, d1 30.3 19.0 39.6 16.1 39.6 35.1 26.6 43.1 41.8 Progression Factor 1.00 1.00 0.54 0.33 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 6.6 2.4 7.8 1.5 13.7 0.2 0.1 0.7 0.1 Delay (s) 36.9 21.4 29.2 6.8 53.3 35.4 26.7 43.9 42.0 Level of Service D C C A D D C D D Approach Delay (s) 30.6 12.7 46.0 35.6 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay 24.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.80 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 1 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 213 1091 0 0 1013 273 1079 0 268 0 0 0 Future Volume (vph) 213 1091 0 0 1013 273 1079 0 268 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1583 1698 1698 1599 Flt Permitted 0.09 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 177 3574 3574 1583 1698 1698 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 224 1148 0 0 1066 287 1136 0 282 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 178 0 0 59 0 0 0 Lane Group Flow (vph) 224 1148 0 0 1066 109 568 568 223 0 0 0 Heavy Vehicles (%) 1% 1% 2% 1% 1% 2% 1% 0% 1% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 52.9 52.9 36.9 36.9 35.6 35.6 35.6 Effective Green, g (s) 52.9 53.9 37.9 37.9 36.6 36.6 36.6 Actuated g/C Ratio 0.53 0.54 0.38 0.38 0.37 0.37 0.37 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 262 1926 1354 599 621 621 585 v/s Ratio Prot c0.09 0.32 0.30 c0.33 0.33 v/s Ratio Perm c0.36 0.07 0.14 v/c Ratio 0.85 0.60 0.79 0.18 0.91 0.91 0.38 Uniform Delay, d1 24.2 15.7 27.5 20.7 30.2 30.2 23.4 Progression Factor 0.47 0.74 0.73 0.71 1.00 1.00 1.00 Incremental Delay, d2 14.8 1.0 4.3 0.6 17.8 17.8 0.2 Delay (s) 26.2 12.6 24.5 15.3 48.0 48.0 23.5 Level of Service C B C B D D C Approach Delay (s) 14.8 22.5 43.1 0.0 Approach LOS B C D A Intersection Summary HCM 2000 Control Delay 27.0 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.90 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 82.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 2 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1258 111 46 1176 110 51 Future Volume (vph) 1258 111 46 1176 110 51 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.17 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 322 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1324 117 48 1238 116 54 RTOR Reduction (vph) 0 24 0 0 0 43 Lane Group Flow (vph) 1324 93 48 1238 116 11 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 69.7 79.5 79.2 79.2 9.8 13.8 Effective Green, g (s) 69.7 79.5 79.2 79.2 9.8 13.8 Actuated g/C Ratio 0.70 0.80 0.79 0.79 0.10 0.14 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2516 1372 314 2859 176 311 v/s Ratio Prot c0.37 0.01 0.01 c0.34 c0.06 0.00 v/s Ratio Perm 0.05 0.11 0.01 v/c Ratio 0.53 0.07 0.15 0.43 0.66 0.04 Uniform Delay, d1 7.2 2.2 6.8 3.3 43.5 37.3 Progression Factor 0.38 0.37 0.85 0.83 1.00 1.00 Incremental Delay, d2 0.7 0.0 0.1 0.4 6.6 0.0 Delay (s) 3.4 0.8 5.8 3.2 50.1 37.3 Level of Service A A A A D D Approach Delay (s) 3.2 3.3 46.1 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 5.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.55 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 3 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 263 1047 0 0 986 46 1 0 0 42 0 234 Future Volume (vph) 263 1047 0 0 986 46 1 0 0 42 0 234 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 3433 3406 3406 1583 1805 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 3433 3406 3406 1583 1805 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 277 1102 0 0 1038 48 1 0 0 44 0 246 RTOR Reduction (vph) 0 0 0 0 0 17 0 0 0 0 0 0 Lane Group Flow (vph) 277 1102 0 0 1038 31 0 1 0 0 44 246 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 12.4 75.7 57.3 63.3 0.8 6.0 18.4 Effective Green, g (s) 13.4 76.7 58.3 65.3 1.8 7.0 20.4 Actuated g/C Ratio 0.13 0.77 0.58 0.65 0.02 0.07 0.20 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 1.0 2.0 2.0 Lane Grp Cap (vph) 460 2612 1985 1033 32 123 568 v/s Ratio Prot c0.08 0.32 c0.30 0.00 c0.00 0.02 c0.06 v/s Ratio Perm 0.02 0.03 v/c Ratio 0.60 0.42 0.52 0.03 0.03 0.36 0.43 Uniform Delay, d1 40.8 4.0 12.5 6.1 48.2 44.4 34.8 Progression Factor 1.14 0.39 0.75 0.14 1.00 1.00 1.00 Incremental Delay, d2 1.3 0.4 0.9 0.0 0.1 0.7 0.2 Delay (s) 47.6 2.0 10.3 0.8 48.4 45.0 34.9 Level of Service D A B A D D C Approach Delay (s) 11.2 9.9 48.4 36.5 Approach LOS B A D D Intersection Summary HCM 2000 Control Delay 13.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.52 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 53.5% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 4 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 43 1009 37 15 933 46 38 3 24 30 2 61 Future Volume (vph) 43 1009 37 15 933 46 38 3 24 30 2 61 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.96 1.00 Satd. Flow (prot) 1770 3392 1770 3388 1770 1613 1779 1583 Flt Permitted 0.24 1.00 0.26 1.00 0.73 1.00 0.72 1.00 Satd. Flow (perm) 440 3392 483 3388 1369 1613 1338 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 45 1062 39 16 982 48 40 3 25 32 2 64 RTOR Reduction (vph) 0 2 0 0 2 0 0 23 0 0 0 56 Lane Group Flow (vph) 45 1099 0 16 1028 0 40 5 0 0 34 8 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 80.9 80.9 70.8 70.8 6.6 6.6 6.6 10.7 Effective Green, g (s) 81.9 81.9 71.8 71.8 7.6 7.6 7.6 12.7 Actuated g/C Ratio 0.82 0.82 0.72 0.72 0.08 0.08 0.08 0.13 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 428 2778 346 2432 104 122 101 280 v/s Ratio Prot 0.01 c0.32 c0.30 0.00 0.00 v/s Ratio Perm 0.08 0.03 c0.03 0.03 0.00 v/c Ratio 0.11 0.40 0.05 0.42 0.38 0.04 0.34 0.03 Uniform Delay, d1 2.4 2.4 4.1 5.7 44.0 42.8 43.8 38.2 Progression Factor 0.24 0.20 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.4 0.3 0.5 0.9 0.0 0.7 0.0 Delay (s) 0.6 0.9 4.4 6.2 44.8 42.9 44.5 38.3 Level of Service A A A A D D D D Approach Delay (s) 0.9 6.2 44.0 40.4 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.43 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 53.3% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 5 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 266 513 283 144 585 85 290 201 122 39 93 120 Future Volume (vph) 266 513 283 144 585 85 290 201 122 39 93 120 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 1599 1719 3511 1787 1863 1615 1752 1696 Flt Permitted 0.14 1.00 1.00 0.41 1.00 0.33 1.00 1.00 0.63 1.00 Satd. Flow (perm) 270 3574 1599 737 3511 614 1863 1615 1153 1696 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 280 540 298 152 616 89 305 212 128 41 98 126 RTOR Reduction (vph) 0 0 160 0 11 0 0 0 75 0 44 0 Lane Group Flow (vph) 280 540 138 152 695 0 305 212 53 41 180 0 Heavy Vehicles (%) 1% 1% 1% 5% 1% 0% 1% 2% 0% 3% 2% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 42.1 27.9 42.6 32.3 23.0 39.8 30.3 39.6 21.6 18.6 Effective Green, g (s) 42.1 28.9 44.6 31.3 24.0 39.8 31.3 39.6 23.6 19.6 Actuated g/C Ratio 0.44 0.30 0.46 0.33 0.25 0.41 0.33 0.41 0.25 0.20 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 342 1075 834 330 877 434 607 666 308 346 v/s Ratio Prot c0.12 0.15 0.03 0.04 0.20 c0.11 0.11 0.01 0.01 0.11 v/s Ratio Perm c0.24 0.06 0.11 c0.18 0.03 0.03 v/c Ratio 0.82 0.50 0.17 0.46 0.79 0.70 0.35 0.08 0.13 0.52 Uniform Delay, d1 21.3 27.6 14.9 23.9 33.7 20.8 24.6 17.1 28.0 34.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 13.4 0.5 0.0 0.4 5.2 4.2 0.5 0.0 0.1 1.8 Delay (s) 34.7 28.1 14.9 24.3 38.9 25.0 25.1 17.1 28.0 35.9 Level of Service C C B C D C C B C D Approach Delay (s) 26.3 36.3 23.5 34.6 Approach LOS C D C C Intersection Summary HCM 2000 Control Delay 29.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.82 Actuated Cycle Length (s) 96.0 Sum of lost time (s) 24.0 Intersection Capacity Utilization 80.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 6 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 27 538 133 122 552 16 201 152 176 12 26 19 Future Volume (vph) 27 538 133 122 552 16 201 152 176 12 26 19 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 1.00 1.00 0.92 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 Satd. Flow (prot) 1805 1843 1805 1892 1805 1747 1795 Flt Permitted 0.32 1.00 0.18 1.00 0.72 1.00 0.80 Satd. Flow (perm) 611 1843 342 1892 1364 1747 1444 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 28 566 140 128 581 17 212 160 185 13 27 20 RTOR Reduction (vph) 0 8 0 0 1 0 0 39 0 0 15 0 Lane Group Flow (vph) 28 699 0 128 597 0 212 306 0 0 45 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 49.3 46.1 55.5 49.2 21.8 21.8 21.8 Effective Green, g (s) 49.3 46.1 55.5 49.2 21.8 21.8 21.8 Actuated g/C Ratio 0.53 0.50 0.60 0.53 0.24 0.24 0.24 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 3.0 Lane Grp Cap (vph) 368 921 305 1009 322 413 341 v/s Ratio Prot 0.00 c0.38 c0.03 c0.32 c0.18 v/s Ratio Perm 0.04 0.22 0.16 0.03 v/c Ratio 0.08 0.76 0.42 0.59 0.66 0.74 0.13 Uniform Delay, d1 11.0 18.6 12.6 14.7 31.8 32.6 27.7 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 4.8 0.3 1.7 4.8 7.0 0.2 Delay (s) 11.0 23.3 12.9 16.4 36.6 39.6 27.9 Level of Service B C B B D D C Approach Delay (s) 22.9 15.8 38.5 27.9 Approach LOS C B D C Intersection Summary HCM 2000 Control Delay 24.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 92.2 Sum of lost time (s) 18.0 Intersection Capacity Utilization 76.9% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 7 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 63 581 33 15 592 27 32 54 61 18 16 43 Future Volume (vph) 63 581 33 15 592 27 32 54 61 18 16 43 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.94 0.93 Flt Protected 1.00 1.00 0.99 0.99 Satd. Flow (prot) 1879 1887 1775 1737 Flt Permitted 0.90 0.98 0.90 0.91 Satd. Flow (perm) 1699 1853 1617 1595 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 66 612 35 16 623 28 34 57 64 19 17 45 RTOR Reduction (vph) 0 3 0 0 2 0 0 47 0 0 38 0 Lane Group Flow (vph) 0 710 0 0 665 0 0 108 0 0 43 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 30.2 30.2 7.3 7.3 Effective Green, g (s) 30.2 30.2 7.3 7.3 Actuated g/C Ratio 0.63 0.63 0.15 0.15 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1068 1165 245 242 v/s Ratio Prot v/s Ratio Perm c0.42 0.36 c0.07 0.03 v/c Ratio 0.67 0.57 0.44 0.18 Uniform Delay, d1 5.7 5.1 18.5 17.7 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 2.1 1.1 1.3 0.4 Delay (s) 7.8 6.2 19.8 18.1 Level of Service A A B B Approach Delay (s) 7.8 6.2 19.8 18.1 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 8.8 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 48.0 Sum of lost time (s) 10.5 Intersection Capacity Utilization 84.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 8 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 7 668 32 153 685 36 35 4 61 92 25 28 Future Volume (vph) 7 668 32 153 685 36 35 4 61 92 25 28 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.86 1.00 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1832 1752 1831 1770 1600 1770 1715 Flt Permitted 0.33 1.00 0.20 1.00 0.72 1.00 0.71 1.00 Satd. Flow (perm) 617 1832 367 1831 1343 1600 1328 1715 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 7 703 34 161 721 38 37 4 64 97 26 29 RTOR Reduction (vph) 0 2 0 0 1 0 0 57 0 0 26 0 Lane Group Flow (vph) 7 735 0 161 758 0 37 11 0 97 29 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 45.6 44.9 59.8 53.6 9.3 9.3 9.3 9.3 Effective Green, g (s) 45.6 44.9 59.8 53.6 9.3 9.3 9.3 9.3 Actuated g/C Ratio 0.57 0.56 0.75 0.67 0.12 0.12 0.12 0.12 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 361 1026 436 1225 155 185 154 199 v/s Ratio Prot 0.00 c0.40 c0.04 c0.41 0.01 0.02 v/s Ratio Perm 0.01 0.23 0.03 c0.07 v/c Ratio 0.02 0.72 0.37 0.62 0.24 0.06 0.63 0.15 Uniform Delay, d1 7.6 12.9 7.6 7.5 32.2 31.5 33.8 31.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 3.0 0.2 1.4 0.8 0.1 7.8 0.3 Delay (s) 7.6 15.9 7.8 8.8 33.0 31.7 41.6 32.2 Level of Service A B A A C C D C Approach Delay (s) 15.8 8.7 32.1 38.2 Approach LOS B A C D Intersection Summary HCM 2000 Control Delay 15.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 80.1 Sum of lost time (s) 16.5 Intersection Capacity Utilization 71.1% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 9 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 46 676 109 409 683 159 141 282 506 159 184 82 Future Volume (vph) 46 676 109 409 683 159 141 282 506 159 184 82 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 11 11 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 0.97 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.98 1.00 0.97 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1745 3505 3385 3325 1685 1863 1599 1620 3433 Flt Permitted 0.95 1.00 0.95 1.00 0.51 1.00 1.00 0.24 1.00 Satd. Flow (perm) 1745 3505 3385 3325 898 1863 1599 417 3433 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 48 712 115 431 719 167 148 297 533 167 194 86 RTOR Reduction (vph) 0 10 0 0 16 0 0 0 0 0 52 0 Lane Group Flow (vph) 48 817 0 431 870 0 148 297 533 167 228 0 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 1% 4% 0% 1% Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Actuated Green, G (s) 5.7 38.1 18.6 51.0 29.1 22.0 40.6 31.0 22.7 Effective Green, g (s) 6.7 40.1 19.6 53.0 31.1 24.0 42.6 33.0 24.7 Actuated g/C Ratio 0.06 0.36 0.18 0.48 0.28 0.22 0.39 0.30 0.22 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 106 1277 603 1602 311 406 619 226 770 v/s Ratio Prot 0.03 c0.23 0.13 0.26 0.03 0.16 c0.15 c0.06 0.07 v/s Ratio Perm 0.10 0.18 0.16 v/c Ratio 0.45 0.64 0.71 0.54 0.48 0.73 0.86 0.74 0.30 Uniform Delay, d1 49.9 29.0 42.6 20.0 31.1 40.0 31.0 31.1 35.4 Progression Factor 1.00 1.00 0.93 0.66 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.1 2.5 3.1 1.2 0.4 5.8 11.4 10.4 0.1 Delay (s) 51.0 31.4 42.7 14.5 31.5 45.8 42.4 41.4 35.5 Level of Service D C D B C D D D D Approach Delay (s) 32.5 23.7 41.8 37.7 Approach LOS C C D D Intersection Summary HCM 2000 Control Delay 32.4 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 72.7% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 10 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1016 353 333 1115 0 0 0 0 138 0 136 Future Volume (vph) 0 1016 353 333 1115 0 0 0 0 138 0 136 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 11 11 11 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 0.97 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.96 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3294 3319 3455 1865 1553 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3294 3319 3455 1865 1553 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1069 372 351 1174 0 0 0 0 145 0 143 RTOR Reduction (vph) 0 32 0 0 0 0 0 0 0 0 0 127 Lane Group Flow (vph) 0 1410 0 351 1174 0 0 0 0 0 145 16 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 0% 1% 3% 2% 1% 0% 0% 0% 0% 0% 0% 4% Turn Type NA Prot NA Split NA Perm Protected Phases 2 1 6 4 4 Permitted Phases 4 Actuated Green, G (s) 59.0 24.4 88.4 11.6 11.6 Effective Green, g (s) 60.5 25.9 89.9 12.6 12.6 Actuated g/C Ratio 0.55 0.24 0.82 0.11 0.11 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 2.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1811 781 2823 213 177 v/s Ratio Prot c0.43 c0.11 0.34 c0.08 v/s Ratio Perm 0.01 v/c Ratio 0.78 0.45 0.42 0.68 0.09 Uniform Delay, d1 19.5 36.0 2.8 46.8 43.6 Progression Factor 0.88 0.53 1.70 1.00 1.00 Incremental Delay, d2 1.9 1.3 0.4 6.9 0.1 Delay (s) 19.1 20.5 5.1 53.7 43.7 Level of Service B C A D D Approach Delay (s) 19.1 8.6 0.0 48.7 Approach LOS B A A D Intersection Summary HCM 2000 Control Delay 16.8 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.68 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 66.5% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 11 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 295 859 0 0 899 199 463 104 665 0 0 87 Future Volume (vph) 295 859 0 0 899 199 463 104 665 0 0 87 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 0.97 1.00 0.88 1.00 Frt 1.00 1.00 0.97 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1728 3455 3471 3319 1792 2720 1611 Flt Permitted 0.09 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 161 3455 3471 3319 1792 2720 1611 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 311 904 0 0 946 209 487 109 700 0 0 92 RTOR Reduction (vph) 0 0 0 0 16 0 0 0 0 0 0 0 Lane Group Flow (vph) 311 904 0 0 1139 0 487 109 700 0 0 92 Heavy Vehicles (%) 1% 1% 0% 0% 1% 2% 2% 6% 1% 0% 0% 2% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 67.9 67.9 45.6 30.6 30.6 30.6 17.3 Effective Green, g (s) 68.9 69.9 47.6 32.6 32.6 32.6 18.3 Actuated g/C Ratio 0.63 0.64 0.43 0.30 0.30 0.30 0.17 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 361 2195 1501 983 531 806 268 v/s Ratio Prot c0.14 0.26 0.33 0.15 0.06 0.06 v/s Ratio Perm c0.39 c0.26 v/c Ratio 0.86 0.41 0.76 0.50 0.21 0.87 0.34 Uniform Delay, d1 30.5 9.9 26.3 31.9 29.0 36.7 40.5 Progression Factor 0.57 0.48 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 12.5 0.4 3.6 0.1 0.1 9.5 0.8 Delay (s) 29.9 5.1 30.0 32.1 29.1 46.2 41.3 Level of Service C A C C C D D Approach Delay (s) 11.5 30.0 39.4 41.3 Approach LOS B C D D Intersection Summary HCM 2000 Control Delay 27.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.88 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 70.8% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development Build PM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 545 979 900 0 0 335 Future Volume (Veh/h) 545 979 900 0 0 335 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 574 1031 947 0 0 353 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.69 0.69 0.69 vC, conflicting volume 947 2610 947 vC1, stage 1 conf vol 947 vC2, stage 2 conf vol 1664 vCu, unblocked vol 701 3068 701 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 8 100 0 cM capacity (veh/h) 627 12 267 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 574 516 516 947 353 Volume Left 574 0 0 0 0 Volume Right 0 0 0 0 353 cSH 627 1700 1700 1700 267 Volume to Capacity 0.92 0.30 0.30 0.56 1.32 Queue Length 95th (ft) 294 0 0 0 452 Control Delay (s) 44.1 0.0 0.0 0.0 206.1 Lane LOS E F Approach Delay (s) 15.8 0.0 206.1 Approach LOS F Intersection Summary Average Delay 33.7 Intersection Capacity Utilization 84.2% ICU Level of Service E Analysis Period (min) 15 Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development Build PM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 6 80 0 0 78 52 63 183 224 64 0 2 Future Volume (vph) 6 80 0 0 78 52 63 183 224 64 0 2 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 6 84 0 0 82 55 66 193 236 67 0 2 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total (vph) 90 137 259 236 67 2 Volume Left (vph) 6 0 66 0 67 0 Volume Right (vph) 0 55 0 236 0 2 Hadj (s) 0.01 -0.24 0.05 -0.60 0.20 -0.60 Departure Headway (s) 4.9 4.6 4.6 3.2 5.0 3.2 Degree Utilization, x 0.12 0.17 0.33 0.21 0.09 0.00 Capacity (veh/h) 680 726 749 1122 675 1121 Control Delay (s) 8.6 8.5 9.9 7.0 8.5 6.2 Approach Delay (s) 8.6 8.5 8.5 8.4 Approach LOS A A A A Intersection Summary Delay 8.5 Level of Service A Intersection Capacity Utilization 35.8% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 14 HCM Unsignalized Intersection Capacity Analysis Year 2024 Background Development Build PM 29: Caughdenoy Road & Entrance 1 04/26/2021 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 31 52 104 40 52 46 Future Volume (Veh/h) 31 52 104 40 52 46 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 33 55 109 42 55 48 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 267 109 151 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 267 109 151 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 95 94 96 cM capacity (veh/h) 677 923 1382 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 33 55 109 42 55 48 Volume Left 33 0 0 0 55 0 Volume Right 0 55 0 42 0 0 cSH 677 923 1700 1700 1382 1700 Volume to Capacity 0.05 0.06 0.06 0.02 0.04 0.03 Queue Length 95th (ft) 4 5 0 0 3 0 Control Delay (s) 10.6 9.1 0.0 0.0 7.7 0.0 Lane LOS B A A Approach Delay (s) 9.7 0.0 4.1 Approach LOS A Intersection Summary Average Delay 3.7 Intersection Capacity Utilization 19.5% ICU Level of Service A Analysis Period (min) 15 Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 15 HCM Signalized Intersection Capacity Analysis Year 2024 Background Development Build PM 30: Rt 31 Seg 4 & Entrance 2 04/26/2021 Movement SBL SBR SEL SET NWT NWR Lane Configurations Traffic Volume (vph) 238 119 154 506 515 194 Future Volume (vph) 238 119 154 506 515 194 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1641 1468 1641 1863 1863 1468 Flt Permitted 0.95 1.00 0.37 1.00 1.00 1.00 Satd. Flow (perm) 1641 1468 635 1863 1863 1468 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 251 125 162 533 542 204 RTOR Reduction (vph) 0 91 0 0 0 104 Lane Group Flow (vph) 251 34 162 533 542 100 Heavy Vehicles (%) 10% 10% 10% 2% 2% 10% Turn Type Prot Perm Perm NA NA Perm Protected Phases 4 6 2 Permitted Phases 4 6 2 Actuated Green, G (s) 13.4 13.4 24.2 24.2 24.2 24.2 Effective Green, g (s) 13.4 13.4 24.2 24.2 24.2 24.2 Actuated g/C Ratio 0.27 0.27 0.49 0.49 0.49 0.49 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 443 396 309 908 908 716 v/s Ratio Prot c0.15 0.29 c0.29 v/s Ratio Perm 0.02 0.26 0.07 v/c Ratio 0.57 0.09 0.52 0.59 0.60 0.14 Uniform Delay, d1 15.6 13.5 8.7 9.1 9.2 7.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.7 0.1 1.6 1.0 1.1 0.1 Delay (s) 17.3 13.6 10.3 10.1 10.2 7.1 Level of Service B B B B B A Approach Delay (s) 16.0 10.1 9.4 Approach LOS B B A Intersection Summary HCM 2000 Control Delay 11.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 49.6 Sum of lost time (s) 12.0 Intersection Capacity Utilization 72.0% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2024 Background Development Build PM 3:55 pm 03/17/2021 2024 Phase 1 Minimal Impact PM Synchro 11 Report JMT Page 16 Queuing and Blocking Report Year 2024 Background Development Build AM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 276 226 274 167 168 188 198 135 111 241 99 84 Average Queue (ft) 141 85 121 75 80 73 83 55 45 103 34 35 95th Queue (ft) 230 177 215 130 134 144 152 104 82 178 73 63 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 133 144 156 190 124 82 194 236 103 Average Queue (ft) 46 38 49 64 29 20 73 129 26 95th Queue (ft) 92 97 108 136 75 51 159 196 64 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 32 29 3 35 53 62 51 22 Average Queue (ft) 1 1 0 4 4 4 10 2 95th Queue (ft) 9 11 2 21 23 25 32 11 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 150 Storage Blk Time (%) Queuing Penalty (veh) Year 2024 Background Development Build AM SimTraffic Report JMT Page 1 Queuing and Blocking Report Year 2024 Background Development Build AM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB SB SB SB Directions Served L L T TR T T R LT R R Maximum Queue (ft) 40 51 32 42 83 92 11 46 53 29 Average Queue (ft) 3 14 1 2 20 19 0 9 13 3 95th Queue (ft) 17 37 11 14 56 57 4 30 38 16 Link Distance (ft) 625 625 797 797 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 27 146 134 54 138 128 101 64 34 41 Average Queue (ft) 4 47 44 12 30 38 43 29 1 14 95th Queue (ft) 18 106 101 35 84 93 82 55 12 39 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 114 293 249 122 172 184 191 200 113 80 98 336 Average Queue (ft) 31 162 102 50 68 87 87 77 36 26 36 180 95th Queue (ft) 72 249 204 90 125 151 152 143 79 53 74 289 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Year 2024 Background Development Build AM SimTraffic Report JMT Page 2 Queuing and Blocking Report Year 2024 Background Development Build AM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB NB SB Directions Served L TR L TR L TR LTR Maximum Queue (ft) 33 430 188 234 166 154 193 Average Queue (ft) 4 180 74 88 77 57 77 95th Queue (ft) 21 335 137 178 134 109 144 Link Distance (ft) 1648 4988 1071 999 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 300 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 292 224 119 109 Average Queue (ft) 117 84 51 43 95th Queue (ft) 217 165 91 79 Link Distance (ft) 3900 1654 3895 3715 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB B23 NB NB SB SB Directions Served L TR L TR T L TR L TR Maximum Queue (ft) 32 331 70 192 5 84 124 108 50 Average Queue (ft) 2 128 21 64 0 23 46 35 13 95th Queue (ft) 15 237 50 136 3 56 87 74 40 Link Distance (ft) 1701 2976 335 575 583 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 1 0 0 Queuing Penalty (veh) 0 0 0 Year 2024 Background Development Build AM SimTraffic Report JMT Page 3 Queuing and Blocking Report Year 2024 Background Development Build AM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB WB NB NB NB SB Directions Served L T TR T L L T TR L T R L Maximum Queue (ft) 202 412 333 215 134 160 131 188 91 91 230 153 Average Queue (ft) 29 156 207 8 62 84 35 91 26 23 110 60 95th Queue (ft) 86 328 328 98 114 133 103 179 63 58 189 116 Link Distance (ft) 335 2976 116 116 116 116 502 502 Upstream Blk Time (%) 1 0 1 3 0 4 Queuing Penalty (veh) 11 0 2 6 0 8 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 2 2 Queuing Penalty (veh) 10 8 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB SB Directions Served T TR Maximum Queue (ft) 102 83 Average Queue (ft) 36 27 95th Queue (ft) 73 63 Link Distance (ft) 567 567 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB WB SB SB Directions Served T TR L L T T LT R Maximum Queue (ft) 157 157 179 264 129 162 231 180 Average Queue (ft) 144 157 106 112 27 58 98 53 95th Queue (ft) 186 160 176 199 75 118 178 108 Link Distance (ft) 85 85 271 271 271 1125 Upstream Blk Time (%) 34 56 0 Queuing Penalty (veh) 205 336 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 2 3 1 Queuing Penalty (veh) 6 10 2 Year 2024 Background Development Build AM SimTraffic Report JMT Page 4 Queuing and Blocking Report Year 2024 Background Development Build AM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB NB NB SB Directions Served L T T T TR L L T R R R Maximum Queue (ft) 106 82 99 506 430 200 220 129 297 224 286 Average Queue (ft) 31 26 40 377 154 82 111 32 161 123 132 95th Queue (ft) 73 60 80 540 337 152 181 86 237 207 227 Link Distance (ft) 271 271 433 433 444 444 782 Upstream Blk Time (%) 9 0 Queuing Penalty (veh) 53 0 Storage Bay Dist (ft) 100 200 200 125 Storage Blk Time (%) 1 0 0 1 0 21 4 Queuing Penalty (veh) 2 0 0 0 0 34 7 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB WB SW Directions Served L T R Maximum Queue (ft) 167 34 353 Average Queue (ft) 59 2 314 95th Queue (ft) 117 14 435 Link Distance (ft) 249 270 Upstream Blk Time (%) 68 Queuing Penalty (veh) 425 Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB SB SB Directions Served LT TR LT L R Maximum Queue (ft) 8 2 54 86 4 Average Queue (ft) 0 0 28 39 0 95th Queue (ft) 4 1 45 65 3 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 50 Storage Blk Time (%) 2 0 Queuing Penalty (veh) 0 0 Year 2024 Background Development Build AM SimTraffic Report JMT Page 5 Queuing and Blocking Report Year 2024 Background Development Build AM 04/27/2021 Intersection: 29: Caughdenoy Road & Entrance 1 Movement WB WB NB SB Directions Served L R R L Maximum Queue (ft) 65 69 4 54 Average Queue (ft) 19 25 0 7 95th Queue (ft) 45 50 2 30 Link Distance (ft) 624 624 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 30: Rt 31 Seg 4 & Entrance 2 Movement SB SB SE SE NW NW Directions Served L R L T T R Maximum Queue (ft) 256 114 203 266 206 113 Average Queue (ft) 116 44 86 90 77 42 95th Queue (ft) 201 80 151 175 147 79 Link Distance (ft) 1047 1047 3359 1079 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) 1 0 0 Queuing Penalty (veh) 3 0 0 Zone Summary Zone wide Queuing Penalty: 1129 Year 2024 Background Development Build AM SimTraffic Report JMT Page 6 Queuing and Blocking Report Year 2024 Background Development Build PM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 557 492 435 275 275 267 266 276 214 222 204 180 Average Queue (ft) 332 274 164 125 130 130 140 136 56 101 59 82 95th Queue (ft) 476 420 294 213 215 209 220 219 117 172 129 143 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 0 0 0 0 0 1 Queuing Penalty (veh) 0 0 1 0 0 1 4 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 199 348 341 374 365 264 400 921 270 Average Queue (ft) 112 109 108 256 187 52 307 396 221 95th Queue (ft) 181 224 205 387 325 137 433 643 353 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) 3 0 0 0 Queuing Penalty (veh) 17 2 0 0 Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 4 1 0 0 1 30 0 Queuing Penalty (veh) 21 3 1 0 5 244 2 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 119 116 33 101 219 182 192 72 Average Queue (ft) 37 38 4 30 54 45 77 22 95th Queue (ft) 87 86 21 67 136 114 145 48 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 250 150 Storage Blk Time (%) 1 Queuing Penalty (veh) 0 Year 2024 Background Development Build PM SimTraffic Report JMT Page 1 Queuing and Blocking Report Year 2024 Background Development Build PM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB SB SB SB Directions Served L L T TR T T R LTR LT R R Maximum Queue (ft) 151 152 116 124 223 228 118 26 104 187 151 Average Queue (ft) 63 78 23 24 90 88 7 1 32 95 41 95th Queue (ft) 115 126 73 75 179 177 40 10 71 159 105 Link Distance (ft) 625 625 797 797 316 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 2 2 Queuing Penalty (veh) 0 1 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 63 152 133 44 218 215 116 62 89 76 Average Queue (ft) 18 40 31 8 53 58 37 19 29 32 95th Queue (ft) 43 104 87 28 138 145 81 48 65 61 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 272 309 261 155 204 292 309 283 216 63 94 260 Average Queue (ft) 124 163 110 55 74 154 175 137 90 27 27 117 95th Queue (ft) 207 250 209 105 140 247 269 224 162 52 63 208 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 0 0 0 0 0 0 Queuing Penalty (veh) 0 1 0 0 0 0 Year 2024 Background Development Build PM SimTraffic Report JMT Page 2 Queuing and Blocking Report Year 2024 Background Development Build PM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB NB SB Directions Served L TR L TR L TR LTR Maximum Queue (ft) 98 498 144 378 225 305 103 Average Queue (ft) 16 232 58 152 114 153 29 95th Queue (ft) 57 428 109 289 187 252 69 Link Distance (ft) 1648 4988 1071 999 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 300 Storage Blk Time (%) 1 0 0 Queuing Penalty (veh) 0 0 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 514 345 144 109 Average Queue (ft) 188 118 60 33 95th Queue (ft) 368 238 109 68 Link Distance (ft) 3900 1654 3895 3715 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB B23 B23 NB NB SB SB Directions Served L TR L TR T L TR L TR Maximum Queue (ft) 35 348 206 292 275 34 84 101 136 99 Average Queue (ft) 6 151 63 107 7 1 26 36 59 33 95th Queue (ft) 25 273 121 212 90 24 61 70 107 68 Link Distance (ft) 1701 2976 335 335 575 583 Upstream Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 1 0 0 0 0 Queuing Penalty (veh) 0 0 0 0 0 Year 2024 Background Development Build PM SimTraffic Report JMT Page 3 Queuing and Blocking Report Year 2024 Background Development Build PM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB WB NB NB NB SB Directions Served L T TR T L L T TR L T R L Maximum Queue (ft) 273 421 335 350 177 186 188 180 240 416 442 281 Average Queue (ft) 48 251 250 35 97 117 110 70 94 180 223 110 95th Queue (ft) 148 437 364 182 154 178 195 146 197 304 358 217 Link Distance (ft) 335 2976 116 116 116 116 502 502 Upstream Blk Time (%) 6 2 8 13 7 2 0 0 Queuing Penalty (veh) 49 0 26 42 21 5 0 0 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 11 6 0 8 1 Queuing Penalty (veh) 0 53 23 0 11 1 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB SB Directions Served T TR Maximum Queue (ft) 175 169 Average Queue (ft) 71 75 95th Queue (ft) 141 134 Link Distance (ft) 567 567 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB WB SB SB Directions Served T TR L L T T LT R Maximum Queue (ft) 157 157 151 148 270 241 215 138 Average Queue (ft) 152 142 61 77 137 75 99 50 95th Queue (ft) 174 180 114 125 234 168 170 92 Link Distance (ft) 85 85 271 271 271 1125 Upstream Blk Time (%) 28 24 0 0 Queuing Penalty (veh) 191 167 0 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 1 1 Year 2024 Background Development Build PM SimTraffic Report JMT Page 4 Queuing and Blocking Report Year 2024 Background Development Build PM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB NB NB B66 SB Directions Served L T T T TR L L T R R T R Maximum Queue (ft) 150 285 258 473 417 243 270 255 504 225 120 155 Average Queue (ft) 104 107 82 291 208 144 126 67 301 205 4 61 95th Queue (ft) 164 229 164 419 347 211 203 142 448 260 50 122 Link Distance (ft) 271 271 433 433 444 444 588 782 Upstream Blk Time (%) 0 0 1 0 1 Queuing Penalty (veh) 3 0 5 1 0 Storage Bay Dist (ft) 100 200 200 125 Storage Blk Time (%) 14 1 1 1 0 48 20 Queuing Penalty (veh) 62 3 1 1 0 160 68 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB EB EB WB SW Directions Served L T T T R Maximum Queue (ft) 300 574 512 40 253 Average Queue (ft) 251 241 107 8 93 95th Queue (ft) 363 653 429 28 183 Link Distance (ft) 503 503 249 270 Upstream Blk Time (%) 14 0 1 Queuing Penalty (veh) 104 2 2 Storage Bay Dist (ft) 250 Storage Blk Time (%) 43 Queuing Penalty (veh) 210 Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB NB SB SB Directions Served LT TR LT R L R Maximum Queue (ft) 59 66 105 169 66 5 Average Queue (ft) 31 33 45 15 28 0 95th Queue (ft) 50 52 74 84 54 3 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 50 Storage Blk Time (%) 1 Queuing Penalty (veh) 0 Year 2024 Background Development Build PM SimTraffic Report JMT Page 5 Queuing and Blocking Report Year 2024 Background Development Build PM 04/27/2021 Intersection: 29: Caughdenoy Road & Entrance 1 Movement WB WB NB SB Directions Served L R R L Maximum Queue (ft) 58 65 6 54 Average Queue (ft) 17 23 0 7 95th Queue (ft) 42 46 3 29 Link Distance (ft) 624 624 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 30: Rt 31 Seg 4 & Entrance 2 Movement SB SB SE SE NW NW Directions Served L R L T T R Maximum Queue (ft) 269 132 225 361 259 168 Average Queue (ft) 116 45 87 98 98 39 95th Queue (ft) 202 86 163 215 188 91 Link Distance (ft) 1047 1047 3359 1079 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) 1 0 0 Queuing Penalty (veh) 6 1 1 Zone Summary Zone wide Queuing Penalty: 1525 Year 2024 Background Development Build PM SimTraffic Report JMT Page 6 Arterial Level of Service Year 2024 Background Development Build AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 25.0 35.1 0.1 12 481 North off-ramp 3 7.7 19.6 0.1 24 Marketfair Plaza 4 1.2 8.3 0.1 36 Water Board 5 0.7 12.4 0.1 39 Laz-Boy 6 4.4 19.5 0.2 31 Morgan Road 7 35.0 60.2 0.3 17 24 7.6 19.1 0.1 24 Total 81.5 174.2 1.0 22 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 22.0 32.6 0.1 14 Great Northern East 6 6.2 31.3 0.3 33 Great Northern Mall 5 2.5 17.7 0.2 34 Marketfair Plaza 4 1.2 12.9 0.1 38 481 North on-ramp 3 6.0 13.0 0.1 23 481 South off-ramp 2 15.7 27.4 0.1 17 Total 53.6 135.0 0.9 25 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 3.2 30.6 0.4 49 Henry Clay Boulevard 8 25.2 46.4 0.3 25 Driveway 45 10.2 73.0 1.0 47 Total 38.5 150.1 1.7 41 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 15.6 78.9 1.0 44 Driveway 59 6.3 27.7 0.3 42 24 3.6 31.0 0.4 48 Total 25.5 137.6 1.7 44 Year 2024 Background Development Build AM SimTraffic Report JMT Page 1 Arterial Level of Service Year 2024 Background Development Build AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 15.9 83.3 0.8 32 21 4.3 33.6 0.3 35 Total 20.2 116.9 1.1 33 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 8.4 36.5 0.3 32 Driveway 45 8.0 75.2 0.8 36 Total 16.4 111.6 1.1 35 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 10.6 36.6 0.3 33 23 8.8 68.1 0.6 30 Total 19.5 104.8 0.9 31 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 7.8 53.8 0.6 39 15 3.5 30.5 0.3 39 Total 11.3 84.2 0.9 39 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 19.5 27.4 0.1 10 Driveway 70 5.1 9.2 0.0 15 Driveway 36 18.1 25.1 0.1 10 I-81 SB On-Ramp 12 18.3 32.7 0.0 5 I-81 NB Off-Ramp 13 5.7 12.5 0.1 19 Driveway 27 1.3 11.2 0.1 32 LakeShore Rd. 14 0.5 11.4 0.1 33 Total 68.4 129.6 0.5 15 Year 2024 Background Development Build AM SimTraffic Report JMT Page 2 Arterial Level of Service Year 2024 Background Development Build AM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 3.0 14.3 0.1 26 Pardee Road 13 32.3 43.7 0.1 9 I-81 SB Off-Ramp 12 6.1 13.2 0.1 18 Driveway 36 0.8 3.6 0.0 29 Driveway 70 1.7 8.9 0.1 28 Route 11 11 6.3 9.8 0.0 14 23 2.6 11.1 0.1 26 Total 52.8 104.8 0.5 17 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Entrance 2 30 13.4 55.5 0.6 42 Driveway 20 5.0 18.7 0.2 42 15 3.1 28.8 0.4 49 Total 21.5 103.0 1.3 44 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 2.5 28.1 0.4 50 Entrance 2 30 11.5 25.1 0.2 31 21 7.7 50.2 0.6 47 Total 21.7 103.4 1.3 44 Year 2024 Background Development Build AM SimTraffic Report JMT Page 3 Arterial Level of Service Year 2024 Background Development Build PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 44.2 54.4 0.1 8 481 North off-ramp 3 14.5 26.5 0.1 18 Marketfair Plaza 4 3.3 10.4 0.1 28 Water Board 5 2.7 14.4 0.1 34 Laz-Boy 6 3.6 18.7 0.2 33 Morgan Road 7 28.7 52.8 0.3 20 24 7.6 19.1 0.1 24 Total 104.6 196.4 1.0 19 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 35.2 46.2 0.1 10 Great Northern East 6 8.6 32.9 0.3 31 Great Northern Mall 5 8.7 23.9 0.2 25 Marketfair Plaza 4 4.5 16.2 0.1 30 481 North on-ramp 3 31.1 38.5 0.1 8 481 South off-ramp 2 18.5 29.9 0.1 16 Total 106.7 187.6 0.9 18 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.5 30.7 0.4 49 Henry Clay Boulevard 8 29.9 51.1 0.3 23 Driveway 45 12.9 75.2 1.0 46 Total 45.2 157.0 1.7 39 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 22.5 85.9 1.0 40 Driveway 59 6.1 27.5 0.3 42 24 4.1 31.5 0.4 48 Total 32.7 144.9 1.7 42 Year 2024 Background Development Build PM SimTraffic Report JMT Page 1 Arterial Level of Service Year 2024 Background Development Build PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 24.0 91.0 0.8 30 21 4.7 34.0 0.3 34 Total 28.6 125.1 1.1 31 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 11.1 39.4 0.3 30 Driveway 45 8.6 75.8 0.8 36 Total 19.7 115.2 1.1 34 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 13.9 39.8 0.3 30 23 10.5 69.7 0.6 30 Total 24.4 109.5 0.9 30 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 11.8 56.7 0.6 37 15 4.4 31.4 0.3 38 Total 16.2 88.1 0.9 37 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 45.4 53.3 0.1 5 Driveway 70 2.9 7.1 0.0 20 Driveway 36 4.6 11.7 0.1 21 I-81 SB On-Ramp 12 12.9 15.9 0.0 7 I-81 NB Off-Ramp 13 7.8 14.7 0.1 16 Driveway 27 4.1 14.4 0.1 25 LakeShore Rd. 14 1.6 12.5 0.1 30 Total 79.3 129.5 0.5 14 Year 2024 Background Development Build PM SimTraffic Report JMT Page 2 Arterial Level of Service Year 2024 Background Development Build PM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 1.8 13.1 0.1 28 Pardee Road 13 36.0 46.0 0.1 8 I-81 SB Off-Ramp 12 12.1 19.3 0.1 12 Driveway 36 1.5 4.4 0.0 24 Driveway 70 2.6 9.7 0.1 26 Route 11 11 10.8 14.5 0.0 10 23 5.2 13.7 0.1 21 Total 70.0 120.8 0.5 14 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Entrance 2 30 13.4 55.4 0.6 42 Driveway 20 5.0 18.8 0.2 42 15 2.7 28.5 0.4 49 Total 21.1 102.6 1.3 44 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 3.9 29.4 0.4 48 Entrance 2 30 12.2 26.0 0.2 30 21 8.4 50.8 0.6 46 Total 24.5 106.2 1.3 43 Year 2024 Background Development Build PM SimTraffic Report JMT Page 3 WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX G YEAR 2044 BACKGROUND DEVELOPMENT BUILD CONDITION CAPACITY ANALYSIS OUTPUT HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 557 758 335 710 0 110 0 177 281 46 97 Future Volume (vph) 0 557 758 335 710 0 110 0 177 281 46 97 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3438 1568 3433 3374 1752 1553 1770 1863 1568 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3438 1568 3433 3374 0 1553 1770 1863 1568 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 586 798 353 747 0 116 0 186 296 48 102 RTOR Reduction (vph) 0 0 152 0 0 0 0 0 108 0 0 93 Lane Group Flow (vph) 0 586 646 353 747 0 116 0 78 296 48 9 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 2% 5% 3% 2% 7% 2% 3% 2% 4% 2% 2% 3% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 20.8 40.6 9.0 35.8 19.8 9.0 32.2 6.4 6.4 Effective Green, g (s) 21.8 40.6 10.0 36.8 19.8 10.0 32.2 7.4 7.4 Actuated g/C Ratio 0.27 0.51 0.12 0.46 0.25 0.12 0.40 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 936 913 429 1552 433 194 712 172 145 v/s Ratio Prot 0.17 c0.18 c0.10 0.22 0.07 0.05 c0.17 0.03 v/s Ratio Perm 0.24 0.01 v/c Ratio 0.63 0.71 0.82 0.48 0.27 0.40 0.42 0.28 0.07 Uniform Delay, d1 25.5 15.1 34.1 15.0 24.3 32.3 17.1 33.8 33.1 Progression Factor 1.00 1.00 0.66 0.57 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.2 2.5 10.9 1.0 0.3 0.5 0.1 0.3 0.1 Delay (s) 28.7 17.7 33.6 9.5 24.6 32.8 17.3 34.1 33.2 Level of Service C B C A C C B C C Approach Delay (s) 22.3 17.2 29.6 22.7 Approach LOS C B C C Intersection Summary HCM 2000 Control Delay 21.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.77 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 76.5% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 1 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 151 853 0 0 699 193 349 0 50 0 0 0 Future Volume (vph) 151 853 0 0 699 193 349 0 50 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frpb, ped/bikes 1.00 1.00 1.00 0.98 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1719 3471 3438 1492 1603 1603 1455 Flt Permitted 0.30 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 537 3471 3438 1492 1603 1603 1455 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 159 898 0 0 736 203 367 0 53 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 88 0 0 44 0 0 0 Lane Group Flow (vph) 159 898 0 0 736 115 183 184 9 0 0 0 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 5% 4% 2% 1% 5% 6% 7% 0% 11% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 55.8 55.8 44.2 44.2 12.7 12.7 12.7 Effective Green, g (s) 55.8 56.8 45.2 45.2 13.7 13.7 13.7 Actuated g/C Ratio 0.70 0.71 0.57 0.57 0.17 0.17 0.17 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 464 2464 1942 842 274 274 249 v/s Ratio Prot 0.03 c0.26 0.21 0.11 c0.11 v/s Ratio Perm 0.21 0.08 0.01 v/c Ratio 0.34 0.36 0.38 0.14 0.67 0.67 0.04 Uniform Delay, d1 4.9 4.5 9.6 8.2 31.0 31.0 27.6 Progression Factor 0.69 0.53 0.68 0.26 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.4 0.5 0.3 4.7 5.0 0.0 Delay (s) 3.5 2.7 7.1 2.5 35.7 36.1 27.7 Level of Service A A A A D D C Approach Delay (s) 2.9 6.1 34.9 0.0 Approach LOS A A C A Intersection Summary HCM 2000 Control Delay 9.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.46 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 49.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 2 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 853 36 8 881 11 2 Future Volume (vph) 853 36 8 881 11 2 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.31 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 584 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 898 38 8 927 12 2 RTOR Reduction (vph) 0 9 0 0 0 2 Lane Group Flow (vph) 898 29 8 927 12 0 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 59.0 61.8 66.2 66.2 2.8 4.5 Effective Green, g (s) 59.0 61.8 66.2 66.2 2.8 4.5 Actuated g/C Ratio 0.74 0.77 0.83 0.83 0.03 0.06 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2662 1358 509 2987 63 201 v/s Ratio Prot c0.25 0.00 0.00 c0.26 c0.01 0.00 v/s Ratio Perm 0.02 0.01 0.00 v/c Ratio 0.34 0.02 0.02 0.31 0.19 0.00 Uniform Delay, d1 3.7 2.1 1.6 1.6 37.5 35.6 Progression Factor 0.12 0.00 0.61 0.49 1.00 1.00 Incremental Delay, d2 0.3 0.0 0.0 0.3 0.5 0.0 Delay (s) 0.8 0.0 1.0 1.0 38.0 35.6 Level of Service A A A A D D Approach Delay (s) 0.7 1.0 37.7 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 1.2 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.34 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 36.9% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 3 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 49 804 2 0 864 11 0 0 0 12 0 26 Future Volume (vph) 49 804 2 0 864 11 0 0 0 12 0 26 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (prot) 3433 3405 3406 1583 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 1.00 Satd. Flow (perm) 3433 3405 3406 1583 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 52 846 2 0 909 12 0 0 0 13 0 27 RTOR Reduction (vph) 0 0 0 0 0 3 0 0 0 0 0 0 Lane Group Flow (vph) 52 848 0 0 909 9 0 0 0 0 13 27 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 4.8 65.6 54.8 57.2 2.4 7.2 Effective Green, g (s) 5.8 66.6 55.8 59.2 3.4 9.2 Actuated g/C Ratio 0.07 0.83 0.70 0.74 0.04 0.11 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 2.0 2.0 Lane Grp Cap (vph) 248 2834 2375 1171 75 320 v/s Ratio Prot 0.02 c0.25 c0.27 0.00 c0.01 0.01 v/s Ratio Perm 0.01 0.00 v/c Ratio 0.21 0.30 0.38 0.01 0.17 0.08 Uniform Delay, d1 34.9 1.5 5.0 2.7 36.9 31.6 Progression Factor 1.24 0.19 0.28 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.3 0.4 0.0 0.4 0.0 Delay (s) 43.5 0.5 1.8 2.7 37.3 31.7 Level of Service D A A A D C Approach Delay (s) 3.0 1.8 0.0 33.5 Approach LOS A A A C Intersection Summary HCM 2000 Control Delay 3.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 36.0% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 4 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 12 723 81 33 786 12 67 0 59 2 0 21 Future Volume (vph) 12 723 81 33 786 12 67 0 59 2 0 21 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frt 1.00 0.98 1.00 1.00 1.00 0.85 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3367 1770 3400 1770 1583 1770 1583 Flt Permitted 0.29 1.00 0.33 1.00 0.76 1.00 0.72 1.00 Satd. Flow (perm) 532 3367 622 3400 1409 1583 1335 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 13 761 85 35 827 13 71 0 62 2 0 22 RTOR Reduction (vph) 0 8 0 0 1 0 0 55 0 0 0 19 Lane Group Flow (vph) 13 838 0 35 839 0 71 7 0 0 2 3 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 60.0 60.0 51.1 51.1 7.5 7.5 7.5 10.4 Effective Green, g (s) 61.0 61.0 52.1 52.1 8.5 8.5 8.5 12.4 Actuated g/C Ratio 0.76 0.76 0.65 0.65 0.11 0.11 0.11 0.16 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 466 2567 405 2214 149 168 141 344 v/s Ratio Prot 0.00 c0.25 c0.25 0.00 0.00 v/s Ratio Perm 0.02 0.06 c0.05 0.00 0.00 v/c Ratio 0.03 0.33 0.09 0.38 0.48 0.04 0.01 0.01 Uniform Delay, d1 2.7 3.0 5.2 6.5 33.7 32.1 32.0 28.6 Progression Factor 1.88 1.77 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 0.3 0.4 0.5 0.9 0.0 0.0 0.0 Delay (s) 5.2 5.7 5.6 7.0 34.5 32.1 32.0 28.6 Level of Service A A A A C C C C Approach Delay (s) 5.7 6.9 33.4 28.9 Approach LOS A A C C Intersection Summary HCM 2000 Control Delay 8.5 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.40 Actuated Cycle Length (s) 80.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 46.6% ICU Level of Service A Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 5 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 61 502 231 142 446 23 169 71 122 83 234 225 Future Volume (vph) 61 502 231 142 446 23 169 71 122 83 234 225 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.99 1.00 1.00 0.85 1.00 0.93 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1770 3438 1583 1687 3452 1703 1810 1583 1805 1734 Flt Permitted 0.42 1.00 1.00 0.26 1.00 0.16 1.00 1.00 0.71 1.00 Satd. Flow (perm) 774 3438 1583 457 3452 280 1810 1583 1346 1734 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 64 528 243 149 469 24 178 75 128 87 246 237 RTOR Reduction (vph) 0 0 156 0 4 0 0 0 71 0 32 0 Lane Group Flow (vph) 64 528 87 149 489 0 178 75 57 87 451 0 Heavy Vehicles (%) 2% 5% 2% 7% 4% 0% 6% 5% 2% 0% 1% 2% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 28.7 23.1 33.0 35.7 26.6 43.8 33.9 43.0 35.6 29.8 Effective Green, g (s) 28.7 24.1 35.0 34.7 27.6 43.8 34.9 43.0 37.6 30.8 Actuated g/C Ratio 0.29 0.25 0.36 0.36 0.28 0.45 0.36 0.44 0.39 0.32 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 285 850 658 271 978 270 648 698 551 548 v/s Ratio Prot 0.01 c0.15 0.01 c0.05 0.14 c0.07 0.04 0.01 0.01 c0.26 v/s Ratio Perm 0.05 0.04 c0.15 0.23 0.03 0.05 v/c Ratio 0.22 0.62 0.13 0.55 0.50 0.66 0.12 0.08 0.16 0.82 Uniform Delay, d1 25.2 32.6 21.0 23.0 29.1 19.9 20.9 15.8 19.3 30.8 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 1.6 0.0 1.2 0.6 4.4 0.1 0.0 0.0 10.1 Delay (s) 25.3 34.2 21.0 24.2 29.7 24.3 21.0 15.8 19.3 40.9 Level of Service C C C C C C C B B D Approach Delay (s) 29.7 28.4 20.8 37.6 Approach LOS C C C D Intersection Summary HCM 2000 Control Delay 29.8 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.71 Actuated Cycle Length (s) 97.4 Sum of lost time (s) 24.0 Intersection Capacity Utilization 76.3% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 6 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 9 426 236 204 530 2 127 44 121 14 150 28 Future Volume (vph) 9 426 236 204 530 2 127 44 121 14 150 28 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.95 1.00 1.00 1.00 0.89 0.98 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 1805 1798 1805 1899 1805 1691 1856 Flt Permitted 0.43 1.00 0.19 1.00 0.48 1.00 0.97 Satd. Flow (perm) 812 1798 361 1899 917 1691 1803 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 9 448 248 215 558 2 134 46 127 15 158 29 RTOR Reduction (vph) 0 16 0 0 0 0 0 90 0 0 6 0 Lane Group Flow (vph) 9 680 0 215 560 0 134 83 0 0 196 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 49.7 48.8 63.8 56.9 18.7 18.7 18.7 Effective Green, g (s) 49.7 48.8 63.8 56.9 18.7 18.7 18.7 Actuated g/C Ratio 0.53 0.52 0.68 0.60 0.20 0.20 0.20 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 3.0 Lane Grp Cap (vph) 436 928 381 1143 181 334 356 v/s Ratio Prot 0.00 c0.38 c0.05 0.29 0.05 v/s Ratio Perm 0.01 0.33 c0.15 0.11 v/c Ratio 0.02 0.73 0.56 0.49 0.74 0.25 0.55 Uniform Delay, d1 10.7 17.8 11.8 10.6 35.6 32.0 34.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 4.1 1.1 0.9 15.0 0.4 1.8 Delay (s) 10.7 21.9 12.9 11.5 50.6 32.4 36.0 Level of Service B C B B D C D Approach Delay (s) 21.8 11.9 40.3 36.0 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay 22.2 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.72 Actuated Cycle Length (s) 94.5 Sum of lost time (s) 18.0 Intersection Capacity Utilization 88.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 7 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 54 548 25 13 522 19 45 23 88 64 5 58 Future Volume (vph) 54 548 25 13 522 19 45 23 88 64 5 58 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 1.00 0.92 0.94 Flt Protected 1.00 1.00 0.99 0.98 Satd. Flow (prot) 1882 1889 1730 1739 Flt Permitted 0.92 0.98 0.90 0.82 Satd. Flow (perm) 1739 1858 1574 1462 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 57 577 26 14 549 20 47 24 93 67 5 61 RTOR Reduction (vph) 0 2 0 0 2 0 0 78 0 0 51 0 Lane Group Flow (vph) 0 658 0 0 581 0 0 86 0 0 82 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 27.9 27.9 7.1 7.1 Effective Green, g (s) 27.9 27.9 7.1 7.1 Actuated g/C Ratio 0.61 0.61 0.16 0.16 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1066 1139 245 228 v/s Ratio Prot v/s Ratio Perm c0.38 0.31 0.05 c0.06 v/c Ratio 0.62 0.51 0.35 0.36 Uniform Delay, d1 5.5 5.0 17.1 17.2 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 0.8 0.9 1.0 Delay (s) 7.0 5.7 18.0 18.1 Level of Service A A B B Approach Delay (s) 7.0 5.7 18.0 18.1 Approach LOS A A B B Intersection Summary HCM 2000 Control Delay 8.7 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.56 Actuated Cycle Length (s) 45.5 Sum of lost time (s) 10.5 Intersection Capacity Utilization 79.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 8 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 5 920 12 42 545 30 32 2 107 59 11 8 Future Volume (vph) 5 920 12 42 545 30 32 2 107 59 11 8 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 1.00 0.99 1.00 0.85 1.00 0.94 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1841 1752 1830 1770 1588 1770 1751 Flt Permitted 0.39 1.00 0.14 1.00 0.74 1.00 0.68 1.00 Satd. Flow (perm) 723 1841 250 1830 1386 1588 1272 1751 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 5 968 13 44 574 32 34 2 113 62 12 8 RTOR Reduction (vph) 0 0 0 0 1 0 0 100 0 0 7 0 Lane Group Flow (vph) 5 981 0 44 605 0 34 15 0 62 13 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 57.2 56.4 62.6 59.1 9.9 9.9 9.9 9.9 Effective Green, g (s) 57.2 56.4 62.6 59.1 9.9 9.9 9.9 9.9 Actuated g/C Ratio 0.66 0.65 0.73 0.68 0.11 0.11 0.11 0.11 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 488 1203 242 1253 158 182 145 200 v/s Ratio Prot 0.00 c0.53 c0.01 c0.33 0.01 0.01 v/s Ratio Perm 0.01 0.12 0.02 c0.05 v/c Ratio 0.01 0.82 0.18 0.48 0.22 0.08 0.43 0.06 Uniform Delay, d1 5.1 11.1 10.2 6.4 34.7 34.1 35.6 34.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 4.9 0.1 0.6 0.7 0.2 2.0 0.1 Delay (s) 5.1 16.0 10.3 7.0 35.4 34.3 37.6 34.2 Level of Service A B B A D C D C Approach Delay (s) 16.0 7.2 34.6 36.8 Approach LOS B A C D Intersection Summary HCM 2000 Control Delay 15.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.73 Actuated Cycle Length (s) 86.3 Sum of lost time (s) 16.5 Intersection Capacity Utilization 68.2% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 9 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 42 1014 67 279 567 107 42 34 196 101 73 24 Future Volume (vph) 42 1014 67 279 567 107 42 34 196 101 73 24 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 11 11 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 0.97 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.99 1.00 0.98 1.00 1.00 0.85 1.00 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1662 3447 3319 3194 1636 1900 1583 1589 3400 Flt Permitted 0.95 1.00 0.95 1.00 0.69 1.00 1.00 0.42 1.00 Satd. Flow (perm) 1662 3447 3319 3194 1184 1900 1583 701 3400 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 44 1067 71 294 597 113 44 36 206 106 77 25 RTOR Reduction (vph) 0 4 0 0 13 0 0 0 0 0 22 0 Lane Group Flow (vph) 44 1134 0 294 697 0 44 36 206 106 80 0 Heavy Vehicles (%) 5% 4% 0% 2% 6% 10% 3% 0% 2% 6% 3% 0% Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Actuated Green, G (s) 5.3 55.4 14.7 64.8 10.0 5.0 19.7 22.4 11.4 Effective Green, g (s) 6.3 57.4 15.7 66.8 12.0 7.0 21.7 23.4 13.4 Actuated g/C Ratio 0.06 0.52 0.14 0.61 0.11 0.06 0.20 0.21 0.12 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 95 1798 473 1939 153 120 312 253 414 v/s Ratio Prot 0.03 c0.33 0.09 0.22 0.02 0.02 c0.09 c0.05 0.02 v/s Ratio Perm 0.02 0.04 0.04 v/c Ratio 0.46 0.63 0.62 0.36 0.29 0.30 0.66 0.42 0.19 Uniform Delay, d1 50.2 18.7 44.4 10.9 44.9 49.2 40.7 36.6 43.4 Progression Factor 1.00 1.00 0.94 0.76 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.3 1.7 1.7 0.5 0.4 0.5 4.0 0.4 0.1 Delay (s) 51.5 20.4 43.6 8.7 45.2 49.7 44.8 37.0 43.5 Level of Service D C D A D D D D D Approach Delay (s) 21.6 18.9 45.5 40.2 Approach LOS C B D D Intersection Summary HCM 2000 Control Delay 24.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.61 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 60.8% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 10 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 631 725 891 824 0 0 0 0 147 0 174 Future Volume (vph) 0 631 725 891 824 0 0 0 0 147 0 174 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 11 11 11 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 0.97 0.95 1.00 1.00 Frt 0.92 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3104 3255 3292 1811 1583 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3104 3255 3292 1811 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 664 763 938 867 0 0 0 0 155 0 183 RTOR Reduction (vph) 0 189 0 0 0 0 0 0 0 0 0 161 Lane Group Flow (vph) 0 1238 0 938 867 0 0 0 0 0 155 22 Heavy Vehicles (%) 0% 5% 2% 4% 6% 0% 0% 0% 0% 3% 0% 2% Turn Type NA Prot NA Split NA Perm Protected Phases 2 1 6 4 4 Permitted Phases 4 Actuated Green, G (s) 45.0 37.6 87.6 12.4 12.4 Effective Green, g (s) 46.5 39.1 89.1 13.4 13.4 Actuated g/C Ratio 0.42 0.36 0.81 0.12 0.12 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 2.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1312 1157 2666 220 192 v/s Ratio Prot c0.40 c0.29 0.26 c0.09 v/s Ratio Perm 0.01 v/c Ratio 0.94 0.81 0.33 0.70 0.12 Uniform Delay, d1 30.5 32.1 2.7 46.4 43.0 Progression Factor 0.65 0.41 0.83 1.00 1.00 Incremental Delay, d2 12.5 3.9 0.2 8.1 0.1 Delay (s) 32.2 17.2 2.5 54.5 43.1 Level of Service C B A D D Approach Delay (s) 32.2 10.1 0.0 48.3 Approach LOS C B A D Intersection Summary HCM 2000 Control Delay 22.5 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 84.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 11 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 136 648 0 0 1250 93 263 37 376 0 0 202 Future Volume (vph) 136 648 0 0 1250 93 263 37 376 0 0 202 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 0.97 1.00 0.88 1.00 Frt 1.00 1.00 0.99 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1646 3355 3468 3077 1387 2544 1522 Flt Permitted 0.07 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 119 3355 3468 3077 1387 2544 1522 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 143 682 0 0 1316 98 277 39 396 0 0 213 RTOR Reduction (vph) 0 0 0 0 4 0 0 0 0 0 0 0 Lane Group Flow (vph) 143 682 0 0 1410 0 277 39 396 0 0 213 Heavy Vehicles (%) 6% 4% 0% 0% 3% 3% 10% 37% 8% 0% 0% 8% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 79.1 79.1 54.7 19.4 19.4 19.4 19.4 Effective Green, g (s) 80.1 81.1 56.7 21.4 21.4 21.4 20.4 Actuated g/C Ratio 0.73 0.74 0.52 0.19 0.19 0.19 0.19 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 369 2473 1787 598 269 494 282 v/s Ratio Prot 0.07 0.20 c0.41 0.09 0.03 c0.14 v/s Ratio Perm 0.21 c0.16 v/c Ratio 0.39 0.28 0.79 0.46 0.14 0.80 0.76 Uniform Delay, d1 18.8 4.8 21.8 39.2 36.7 42.3 42.4 Progression Factor 0.46 0.63 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.3 0.1 3.6 0.2 0.1 8.6 10.9 Delay (s) 8.9 3.1 25.4 39.4 36.8 50.9 53.4 Level of Service A A C D D D D Approach Delay (s) 4.1 25.4 45.6 53.4 Approach LOS A C D D Intersection Summary HCM 2000 Control Delay 26.3 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 68.4% ICU Level of Service C Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2044 Background Development Build AM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 205 819 806 0 0 728 Future Volume (Veh/h) 205 819 806 0 0 728 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 216 862 848 0 0 766 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.75 0.75 0.75 vC, conflicting volume 848 1711 848 vC1, stage 1 conf vol 848 vC2, stage 2 conf vol 863 vCu, unblocked vol 630 1782 630 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 70 100 0 cM capacity (veh/h) 721 212 322 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 216 431 431 848 766 Volume Left 216 0 0 0 0 Volume Right 0 0 0 0 766 cSH 721 1700 1700 1700 322 Volume to Capacity 0.30 0.25 0.25 0.50 2.38 Queue Length 95th (ft) 31 0 0 0 1507 Control Delay (s) 12.1 0.0 0.0 0.0 656.2 Lane LOS B F Approach Delay (s) 2.4 0.0 656.2 Approach LOS F Intersection Summary Average Delay 187.7 Intersection Capacity Utilization 94.2% ICU Level of Service F Analysis Period (min) 15 Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2044 Background Development Build AM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 4 109 0 0 40 11 15 78 44 151 0 8 Future Volume (Veh/h) 4 109 0 0 40 11 15 78 44 151 0 8 Sign Control Free Free Stop Stop Grade 0% 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 4 115 0 0 42 12 16 82 46 159 0 8 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) 10 2 Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 54 115 171 177 115 212 171 48 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 54 115 171 177 115 212 171 48 tC, single (s) 4.1 4.1 7.1 6.5 6.2 7.1 6.5 6.2 tC, 2 stage (s) tF (s) 2.2 2.2 3.5 4.0 3.3 3.5 4.0 3.3 p0 queue free % 100 100 98 89 95 76 100 99 cM capacity (veh/h) 1564 1487 789 718 943 649 724 1027 Direction, Lane # EB 1 WB 1 NB 1 SB 1 Volume Total 119 54 144 167 Volume Left 4 0 16 159 Volume Right 0 12 46 8 cSH 1564 1700 1073 682 Volume to Capacity 0.00 0.03 0.13 0.24 Queue Length 95th (ft) 0 0 12 24 Control Delay (s) 0.3 0.0 10.2 12.2 Lane LOS A B B Approach Delay (s) 0.3 0.0 10.2 12.2 Approach LOS B B Intersection Summary Average Delay 7.3 Intersection Capacity Utilization 30.7% ICU Level of Service A Analysis Period (min) 15 Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 14 HCM Unsignalized Intersection Capacity Analysis Year 2044 Background Development Build AM 29: Caughdenoy Road & Entrance 1 04/26/2021 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 35 59 51 45 59 92 Future Volume (Veh/h) 35 59 51 45 59 92 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 37 62 54 47 62 97 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 275 54 101 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 275 54 101 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 94 94 96 cM capacity (veh/h) 668 991 1443 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 37 62 54 47 62 97 Volume Left 37 0 0 0 62 0 Volume Right 0 62 0 47 0 0 cSH 668 991 1700 1700 1443 1700 Volume to Capacity 0.06 0.06 0.03 0.03 0.04 0.06 Queue Length 95th (ft) 4 5 0 0 3 0 Control Delay (s) 10.7 8.9 0.0 0.0 7.6 0.0 Lane LOS B A A Approach Delay (s) 9.6 0.0 3.0 Approach LOS A Intersection Summary Average Delay 4.0 Intersection Capacity Utilization 19.9% ICU Level of Service A Analysis Period (min) 15 Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 15 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build AM 30: Rt 31 Seg 4 & Entrance 2 04/26/2021 Movement SBL SBR SEL SET NWT NWR Lane Configurations Traffic Volume (vph) 267 132 171 528 422 218 Future Volume (vph) 267 132 171 528 422 218 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1641 1468 1641 1863 1863 1468 Flt Permitted 0.95 1.00 0.44 1.00 1.00 1.00 Satd. Flow (perm) 1641 1468 764 1863 1863 1468 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 281 139 180 556 444 229 RTOR Reduction (vph) 0 97 0 0 0 125 Lane Group Flow (vph) 281 42 180 556 444 104 Heavy Vehicles (%) 10% 10% 10% 2% 2% 10% Turn Type Prot Perm Perm NA NA Perm Protected Phases 4 6 2 Permitted Phases 4 6 2 Actuated Green, G (s) 14.9 14.9 22.5 22.5 22.5 22.5 Effective Green, g (s) 14.9 14.9 22.5 22.5 22.5 22.5 Actuated g/C Ratio 0.30 0.30 0.46 0.46 0.46 0.46 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 494 442 347 848 848 668 v/s Ratio Prot c0.17 c0.30 0.24 v/s Ratio Perm 0.03 0.24 0.07 v/c Ratio 0.57 0.09 0.52 0.66 0.52 0.16 Uniform Delay, d1 14.5 12.4 9.6 10.4 9.6 7.9 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.5 0.1 1.3 1.8 0.6 0.1 Delay (s) 16.0 12.5 10.9 12.3 10.2 8.0 Level of Service B B B B B A Approach Delay (s) 14.9 11.9 9.5 Approach LOS B B A Intersection Summary HCM 2000 Control Delay 11.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.62 Actuated Cycle Length (s) 49.4 Sum of lost time (s) 12.0 Intersection Capacity Utilization 61.5% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build AM 5:22 pm 04/14/2021 Synchro 11 Report Page 16 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1103 757 622 1729 0 274 0 188 222 82 203 Future Volume (vph) 0 1103 757 622 1729 0 274 0 188 222 82 203 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 6.0 5.0 5.0 6.0 5.0 6.0 5.0 5.0 Lane Util. Factor 0.95 1.00 0.97 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 0.95 1.00 1.00 Satd. Flow (prot) 3574 1583 3467 3574 1787 1599 1787 1863 1599 Flt Permitted 1.00 1.00 0.95 1.00 0.00 1.00 0.95 1.00 1.00 Satd. Flow (perm) 3574 1583 3467 3574 0 1599 1787 1863 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1161 797 655 1820 0 288 0 198 234 86 214 RTOR Reduction (vph) 0 0 52 0 0 0 0 0 79 0 0 195 Lane Group Flow (vph) 0 1161 746 655 1820 0 288 0 119 234 86 19 Heavy Vehicles (%) 0% 1% 2% 1% 1% 0% 1% 0% 1% 1% 2% 1% Turn Type NA pm+ov Prot NA pm+pt pm+ov pm+pt NA Perm Protected Phases 6 7 5 2 7 5 3 8 Permitted Phases 6 47 45 8 8 Actuated Green, G (s) 32.6 50.0 18.0 56.6 17.4 18.0 31.4 8.0 8.0 Effective Green, g (s) 33.6 50.0 19.0 57.6 17.4 19.0 31.4 9.0 9.0 Actuated g/C Ratio 0.34 0.50 0.19 0.58 0.17 0.19 0.31 0.09 0.09 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 4.8 3.0 2.0 4.8 3.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 1200 886 658 2058 310 303 561 167 143 v/s Ratio Prot c0.32 c0.15 0.19 c0.51 0.16 0.07 0.13 c0.05 v/s Ratio Perm 0.32 0.01 v/c Ratio 0.97 0.84 1.00 0.88 0.93 0.39 0.42 0.51 0.13 Uniform Delay, d1 32.7 21.6 40.5 18.3 40.7 35.4 27.1 43.4 41.9 Progression Factor 1.00 1.00 0.47 0.30 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 19.3 7.3 16.1 1.8 32.7 0.3 0.2 1.1 0.2 Delay (s) 51.9 28.9 35.3 7.3 73.4 35.7 27.3 44.5 42.1 Level of Service D C D A E D C D D Approach Delay (s) 42.5 14.7 58.1 36.0 Approach LOS D B E D Intersection Summary HCM 2000 Control Delay 30.6 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.93 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 22.0 Intersection Capacity Utilization 87.2% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 1 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 247 1256 0 0 1169 314 1253 0 311 0 0 0 Future Volume (vph) 247 1256 0 0 1169 314 1253 0 311 0 0 0 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.0 5.0 5.0 4.5 4.5 4.5 Lane Util. Factor 1.00 0.95 0.95 1.00 0.95 0.95 1.00 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 1787 3574 3574 1583 1698 1698 1599 Flt Permitted 0.10 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 192 3574 3574 1583 1698 1698 1599 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 260 1322 0 0 1231 331 1319 0 327 0 0 0 RTOR Reduction (vph) 0 0 0 0 0 216 0 0 56 0 0 0 Lane Group Flow (vph) 260 1322 0 0 1231 115 659 660 271 0 0 0 Heavy Vehicles (%) 1% 1% 2% 1% 1% 2% 1% 0% 1% 0% 0% 0% Turn Type pm+pt NA NA Perm Split NA Perm Protected Phases 1 6 2 4 4 Permitted Phases 6 2 4 Actuated Green, G (s) 49.6 49.6 33.6 33.6 38.9 38.9 38.9 Effective Green, g (s) 49.6 50.6 34.6 34.6 39.9 39.9 39.9 Actuated g/C Ratio 0.50 0.51 0.35 0.35 0.40 0.40 0.40 Clearance Time (s) 5.5 6.0 6.0 6.0 5.5 5.5 5.5 Vehicle Extension (s) 1.0 5.0 5.0 5.0 1.0 1.0 1.0 Lane Grp Cap (vph) 262 1808 1236 547 677 677 638 v/s Ratio Prot c0.10 0.37 0.34 0.39 c0.39 v/s Ratio Perm c0.39 0.07 0.17 v/c Ratio 0.99 0.73 1.00 0.21 0.97 0.97 0.42 Uniform Delay, d1 28.0 19.4 32.6 23.1 29.5 29.6 21.7 Progression Factor 0.61 0.81 0.81 1.10 1.00 1.00 1.00 Incremental Delay, d2 33.5 1.5 23.1 0.8 27.7 28.0 0.2 Delay (s) 50.6 17.1 49.4 26.1 57.3 57.6 21.9 Level of Service D B D C E E C Approach Delay (s) 22.6 44.4 50.4 0.0 Approach LOS C D D A Intersection Summary HCM 2000 Control Delay 39.3 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 1.00 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.0 Intersection Capacity Utilization 93.2% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 2 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 4: Marketfair Plaza & Rt 31 Seg 1 04/26/2021 Movement EBT EBR WBL WBT NBL NBR Lane Configurations Traffic Volume (vph) 1450 129 53 1354 128 59 Future Volume (vph) 1450 129 53 1354 128 59 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 0.95 1.00 1.00 0.95 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 1.00 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3610 1615 1805 3610 1805 1615 Flt Permitted 1.00 1.00 0.12 1.00 0.95 1.00 Satd. Flow (perm) 3610 1615 232 3610 1805 1615 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 1526 136 56 1425 135 62 RTOR Reduction (vph) 0 29 0 0 0 25 Lane Group Flow (vph) 1526 107 56 1425 135 37 Turn Type NA pm+ov pm+pt NA Prot pm+ov Protected Phases 6 4 3 2 4 3 Permitted Phases 6 2 4 Actuated Green, G (s) 67.9 78.8 78.1 78.1 10.9 15.6 Effective Green, g (s) 67.9 78.8 78.1 78.1 10.9 15.6 Actuated g/C Ratio 0.68 0.79 0.78 0.78 0.11 0.16 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 3.0 1.0 1.0 3.0 1.0 1.0 Lane Grp Cap (vph) 2451 1361 255 2819 196 340 v/s Ratio Prot c0.42 0.01 0.01 c0.39 c0.07 0.01 v/s Ratio Perm 0.06 0.16 0.02 v/c Ratio 0.62 0.08 0.22 0.51 0.69 0.11 Uniform Delay, d1 8.9 2.4 10.8 4.0 42.9 36.2 Progression Factor 0.34 0.13 0.62 0.70 1.00 1.00 Incremental Delay, d2 0.9 0.0 0.1 0.6 7.8 0.1 Delay (s) 3.9 0.3 6.9 3.3 50.7 36.3 Level of Service A A A A D D Approach Delay (s) 3.6 3.5 46.2 Approach LOS A A D Intersection Summary HCM 2000 Control Delay 6.1 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.64 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 16.5 Intersection Capacity Utilization 60.3% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 3 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 305 1204 0 0 1135 53 1 0 0 49 0 272 Future Volume (vph) 305 1204 0 0 1135 53 1 0 0 49 0 272 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 4.5 4.5 4.5 5.0 Lane Util. Factor 0.97 0.95 0.95 1.00 1.00 1.00 0.88 Frt 1.00 1.00 1.00 0.85 1.00 1.00 0.85 Flt Protected 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (prot) 3433 3406 3406 1583 1805 1770 2787 Flt Permitted 0.95 1.00 1.00 1.00 0.95 0.95 1.00 Satd. Flow (perm) 3433 3406 3406 1583 1805 1770 2787 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 321 1267 0 0 1195 56 1 0 0 52 0 286 RTOR Reduction (vph) 0 0 0 0 0 20 0 0 0 0 0 0 Lane Group Flow (vph) 321 1267 0 0 1195 36 0 1 0 0 52 286 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 0% 0% 0% 2% 2% 2% Turn Type Prot NA Perm NA pm+ov Split NA Split NA pm+ov Protected Phases 1 6 2 3 4 4 3 3 1 Permitted Phases 2 2 3 Actuated Green, G (s) 13.7 75.4 55.7 62.0 0.8 6.3 20.0 Effective Green, g (s) 14.7 76.4 56.7 64.0 1.8 7.3 22.0 Actuated g/C Ratio 0.15 0.76 0.57 0.64 0.02 0.07 0.22 Clearance Time (s) 6.0 6.5 6.5 5.5 5.5 5.5 6.0 Vehicle Extension (s) 2.0 5.0 5.0 2.0 1.0 2.0 2.0 Lane Grp Cap (vph) 504 2602 1931 1013 32 129 613 v/s Ratio Prot c0.09 0.37 c0.35 0.00 c0.00 0.03 c0.07 v/s Ratio Perm 0.02 0.03 v/c Ratio 0.64 0.49 0.62 0.04 0.03 0.40 0.47 Uniform Delay, d1 40.1 4.4 14.4 6.6 48.2 44.3 33.9 Progression Factor 1.08 0.74 0.72 0.16 1.00 1.00 1.00 Incremental Delay, d2 1.6 0.5 1.4 0.0 0.1 0.8 0.2 Delay (s) 44.7 3.8 11.8 1.1 48.4 45.0 34.1 Level of Service D A B A D D C Approach Delay (s) 12.1 11.4 48.4 35.8 Approach LOS B B D D Intersection Summary HCM 2000 Control Delay 14.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.59 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 19.5 Intersection Capacity Utilization 57.9% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 4 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 50 1161 43 18 1073 53 44 4 27 34 2 71 Future Volume (vph) 50 1161 43 18 1073 53 44 4 27 34 2 71 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.0 5.5 5.5 5.5 5.0 5.0 5.0 5.0 Lane Util. Factor 1.00 0.95 1.00 0.95 1.00 1.00 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.87 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1770 3392 1770 3388 1770 1618 1779 1583 Flt Permitted 0.19 1.00 0.22 1.00 0.73 1.00 0.71 1.00 Satd. Flow (perm) 358 3392 409 3388 1364 1618 1330 1583 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 53 1222 45 19 1129 56 46 4 28 36 2 75 RTOR Reduction (vph) 0 2 0 0 2 0 0 26 0 0 0 65 Lane Group Flow (vph) 53 1265 0 19 1183 0 46 6 0 0 38 10 Confl. Peds. (#/hr) 1 Heavy Vehicles (%) 2% 6% 2% 2% 6% 2% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA Perm NA Perm NA Perm NA pm+ov Protected Phases 1 6 2 4 8 1 Permitted Phases 6 2 4 8 8 Actuated Green, G (s) 80.5 80.5 70.3 70.3 7.0 7.0 7.0 11.2 Effective Green, g (s) 81.5 81.5 71.3 71.3 8.0 8.0 8.0 13.2 Actuated g/C Ratio 0.82 0.82 0.71 0.71 0.08 0.08 0.08 0.13 Clearance Time (s) 6.0 6.5 6.5 6.5 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 5.0 5.0 5.0 2.0 2.0 2.0 2.0 Lane Grp Cap (vph) 365 2764 291 2415 109 129 106 288 v/s Ratio Prot 0.01 c0.37 c0.35 0.00 0.00 v/s Ratio Perm 0.11 0.05 c0.03 0.03 0.00 v/c Ratio 0.15 0.46 0.07 0.49 0.42 0.05 0.36 0.03 Uniform Delay, d1 3.0 2.7 4.3 6.3 43.8 42.5 43.6 37.8 Progression Factor 0.24 0.22 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 0.5 0.4 0.7 1.0 0.1 0.8 0.0 Delay (s) 0.8 1.1 4.8 7.0 44.8 42.5 44.3 37.9 Level of Service A A A A D D D D Approach Delay (s) 1.1 7.0 43.8 40.0 Approach LOS A A D D Intersection Summary HCM 2000 Control Delay 6.6 HCM 2000 Level of Service A HCM 2000 Volume to Capacity ratio 0.49 Actuated Cycle Length (s) 100.0 Sum of lost time (s) 15.5 Intersection Capacity Utilization 59.4% ICU Level of Service B Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 5 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 7: Morgan Road & Rt 31 Seg 1 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 309 585 328 160 668 99 337 234 134 45 108 139 Future Volume (vph) 309 585 328 160 668 99 337 234 134 45 108 139 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 5.5 5.5 6.5 5.5 6.5 5.5 6.0 5.5 5.5 Lane Util. Factor 1.00 0.95 1.00 1.00 0.95 1.00 1.00 1.00 1.00 1.00 Frt 1.00 1.00 0.85 1.00 0.98 1.00 1.00 0.85 1.00 0.92 Flt Protected 0.95 1.00 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1787 3574 1599 1719 3510 1787 1863 1615 1752 1697 Flt Permitted 0.13 1.00 1.00 0.36 1.00 0.25 1.00 1.00 0.61 1.00 Satd. Flow (perm) 245 3574 1599 653 3510 464 1863 1615 1118 1697 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 325 616 345 168 703 104 355 246 141 47 114 146 RTOR Reduction (vph) 0 0 176 0 10 0 0 0 84 0 44 0 Lane Group Flow (vph) 325 616 169 168 797 0 355 246 57 47 216 0 Heavy Vehicles (%) 1% 1% 1% 5% 1% 0% 1% 2% 0% 3% 2% 3% Turn Type pm+pt NA pm+ov pm+pt NA pm+pt NA pm+ov pm+pt NA Protected Phases 1 6 3 5 2 3 8 5 7 4 Permitted Phases 6 6 2 8 8 4 Actuated Green, G (s) 47.0 31.2 47.9 34.5 24.7 42.0 31.3 41.1 23.0 18.8 Effective Green, g (s) 47.0 32.2 49.9 33.5 25.7 42.0 32.3 41.1 25.0 19.8 Actuated g/C Ratio 0.46 0.32 0.49 0.33 0.25 0.41 0.32 0.40 0.25 0.19 Clearance Time (s) 6.0 6.5 6.5 6.0 6.5 6.5 6.5 6.0 6.5 6.5 Vehicle Extension (s) 2.0 4.0 2.0 2.0 4.0 2.0 4.0 2.0 2.0 4.0 Lane Grp Cap (vph) 359 1128 868 311 884 407 589 650 306 329 v/s Ratio Prot c0.14 0.17 0.03 0.05 0.23 c0.14 0.13 0.01 0.01 0.13 v/s Ratio Perm c0.27 0.07 0.13 c0.22 0.03 0.03 v/c Ratio 0.91 0.55 0.19 0.54 0.90 0.87 0.42 0.09 0.15 0.66 Uniform Delay, d1 27.0 28.9 14.7 25.6 36.9 23.6 27.4 18.8 29.9 38.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 24.8 0.7 0.0 1.0 12.5 17.7 0.7 0.0 0.1 5.1 Delay (s) 51.9 29.5 14.7 26.6 49.4 41.3 28.1 18.9 30.0 43.1 Level of Service D C B C D D C B C D Approach Delay (s) 31.2 45.5 32.7 41.1 Approach LOS C D C D Intersection Summary HCM 2000 Control Delay 36.6 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.95 Actuated Cycle Length (s) 102.0 Sum of lost time (s) 24.0 Intersection Capacity Utilization 89.9% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 6 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 8: Henry Clay Boulevard & Rt 31 Seg 2 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 31 608 154 135 623 19 234 177 198 14 30 22 Future Volume (vph) 31 608 154 135 623 19 234 177 198 14 30 22 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.97 1.00 1.00 1.00 0.92 0.96 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.99 Satd. Flow (prot) 1805 1842 1805 1892 1805 1750 1796 Flt Permitted 0.26 1.00 0.13 1.00 0.77 1.00 0.67 Satd. Flow (perm) 502 1842 244 1892 1470 1750 1224 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 33 640 162 142 656 20 246 186 208 15 32 23 RTOR Reduction (vph) 0 8 0 0 1 0 0 36 0 0 16 0 Lane Group Flow (vph) 33 794 0 142 675 0 246 358 0 0 54 0 Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 5 2 1 6 4 8 Permitted Phases 2 6 4 8 Actuated Green, G (s) 57.8 54.6 63.8 57.6 25.8 25.8 25.8 Effective Green, g (s) 57.8 54.6 63.8 57.6 25.8 25.8 25.8 Actuated g/C Ratio 0.55 0.52 0.61 0.55 0.25 0.25 0.25 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 2.0 6.0 2.0 6.0 3.0 3.0 3.0 Lane Grp Cap (vph) 317 961 241 1041 362 431 301 v/s Ratio Prot 0.00 c0.43 c0.03 c0.36 c0.20 v/s Ratio Perm 0.05 0.32 0.17 0.04 v/c Ratio 0.10 0.83 0.59 0.65 0.68 0.83 0.18 Uniform Delay, d1 12.5 21.0 17.0 16.4 35.7 37.3 31.1 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.1 6.9 2.4 2.3 5.0 12.7 0.3 Delay (s) 12.6 27.9 19.3 18.7 40.7 50.1 31.3 Level of Service B C B B D D C Approach Delay (s) 27.3 18.8 46.5 31.3 Approach LOS C B D C Intersection Summary HCM 2000 Control Delay 29.7 HCM 2000 Level of Service C HCM 2000 Volume to Capacity ratio 0.81 Actuated Cycle Length (s) 104.6 Sum of lost time (s) 18.0 Intersection Capacity Utilization 85.3% ICU Level of Service E Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 7 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 9: Caughdenoy Road & Rt 31 Seg 3 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 68 656 38 18 669 31 37 61 65 21 19 45 Future Volume (vph) 68 656 38 18 669 31 37 61 65 21 19 45 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.0 5.0 Lane Util. Factor 1.00 1.00 1.00 1.00 Frt 0.99 0.99 0.95 0.93 Flt Protected 1.00 1.00 0.99 0.99 Satd. Flow (prot) 1879 1886 1778 1743 Flt Permitted 0.89 0.98 0.90 0.88 Satd. Flow (perm) 1677 1843 1610 1555 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 72 691 40 19 704 33 39 64 68 22 20 47 RTOR Reduction (vph) 0 3 0 0 2 0 0 44 0 0 40 0 Lane Group Flow (vph) 0 800 0 0 754 0 0 127 0 0 49 0 Turn Type Perm NA Perm NA Perm NA Perm NA Protected Phases 6 2 4 8 Permitted Phases 6 2 4 8 Actuated Green, G (s) 33.1 33.1 7.8 7.8 Effective Green, g (s) 33.1 33.1 7.8 7.8 Actuated g/C Ratio 0.64 0.64 0.15 0.15 Clearance Time (s) 5.5 5.5 5.0 5.0 Vehicle Extension (s) 5.0 5.0 3.0 3.0 Lane Grp Cap (vph) 1079 1186 244 235 v/s Ratio Prot v/s Ratio Perm c0.48 0.41 c0.08 0.03 v/c Ratio 0.74 0.64 0.52 0.21 Uniform Delay, d1 6.2 5.5 20.1 19.1 Progression Factor 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.4 1.6 2.0 0.4 Delay (s) 9.6 7.1 22.1 19.5 Level of Service A A C B Approach Delay (s) 9.6 7.1 22.1 19.5 Approach LOS A A C B Intersection Summary HCM 2000 Control Delay 10.2 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.70 Actuated Cycle Length (s) 51.4 Sum of lost time (s) 10.5 Intersection Capacity Utilization 91.3% ICU Level of Service F Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 8 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 8 737 37 178 764 42 40 5 71 107 29 32 Future Volume (vph) 8 737 37 178 764 42 40 5 71 107 29 32 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Total Lost time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.99 1.00 0.99 1.00 0.86 1.00 0.92 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 1752 1831 1752 1830 1770 1601 1770 1717 Flt Permitted 0.28 1.00 0.16 1.00 0.71 1.00 0.70 1.00 Satd. Flow (perm) 515 1831 296 1830 1331 1601 1313 1717 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 8 776 39 187 804 44 42 5 75 113 31 34 RTOR Reduction (vph) 0 2 0 0 1 0 0 66 0 0 30 0 Lane Group Flow (vph) 8 813 0 187 847 0 42 14 0 113 35 0 Heavy Vehicles (%) 3% 3% 3% 3% 3% 3% 2% 2% 2% 2% 2% 2% Turn Type pm+pt NA pm+pt NA Perm NA Perm NA Protected Phases 1 6 5 2 8 4 Permitted Phases 6 2 8 4 Actuated Green, G (s) 51.0 50.2 65.9 59.6 10.5 10.5 10.5 10.5 Effective Green, g (s) 51.0 50.2 65.9 59.6 10.5 10.5 10.5 10.5 Actuated g/C Ratio 0.58 0.57 0.75 0.68 0.12 0.12 0.12 0.12 Clearance Time (s) 5.5 5.5 5.5 5.5 5.5 5.5 5.5 5.5 Vehicle Extension (s) 2.0 5.0 2.0 5.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 311 1051 393 1247 159 192 157 206 v/s Ratio Prot 0.00 c0.44 c0.06 c0.46 0.01 0.02 v/s Ratio Perm 0.01 0.30 0.03 c0.09 v/c Ratio 0.03 0.77 0.48 0.68 0.26 0.07 0.72 0.17 Uniform Delay, d1 8.2 14.3 10.5 8.2 34.9 34.1 37.0 34.5 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 0.0 4.2 0.3 1.9 0.9 0.2 14.6 0.4 Delay (s) 8.2 18.5 10.9 10.2 35.8 34.3 51.7 34.9 Level of Service A B B B D C D C Approach Delay (s) 18.4 10.3 34.8 45.5 Approach LOS B B C D Intersection Summary HCM 2000 Control Delay 17.7 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.75 Actuated Cycle Length (s) 87.4 Sum of lost time (s) 16.5 Intersection Capacity Utilization 77.2% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 9 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 11: Route 11 & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 53 750 123 475 766 184 157 327 588 184 213 95 Future Volume (vph) 53 750 123 475 766 184 157 327 588 184 213 95 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 12 12 11 11 11 10 12 12 10 12 12 Total Lost time (s) 4.5 4.0 4.5 4.0 5.0 4.0 4.5 4.5 4.0 Lane Util. Factor 1.00 0.95 0.97 0.95 1.00 1.00 1.00 1.00 0.95 Frt 1.00 0.98 1.00 0.97 1.00 1.00 0.85 1.00 0.95 Flt Protected 0.95 1.00 0.95 1.00 0.95 1.00 1.00 0.95 1.00 Satd. Flow (prot) 1745 3504 3385 3322 1685 1863 1599 1620 3432 Flt Permitted 0.95 1.00 0.95 1.00 0.46 1.00 1.00 0.20 1.00 Satd. Flow (perm) 1745 3504 3385 3322 824 1863 1599 341 3432 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 56 789 129 500 806 194 165 344 619 194 224 100 RTOR Reduction (vph) 0 11 0 0 17 0 0 0 0 0 49 0 Lane Group Flow (vph) 56 907 0 500 983 0 165 344 619 194 275 0 Heavy Vehicles (%) 0% 1% 0% 0% 2% 2% 0% 2% 1% 4% 0% 1% Turn Type Prot NA Prot NA pm+pt NA pm+ov pm+pt NA Protected Phases 5 2 1 6 3 8 1 7 4 Permitted Phases 8 8 4 Actuated Green, G (s) 5.5 34.6 19.2 48.3 32.1 24.1 43.3 33.8 24.7 Effective Green, g (s) 6.5 36.6 20.2 50.3 34.1 26.1 45.3 35.8 26.7 Actuated g/C Ratio 0.06 0.33 0.18 0.46 0.31 0.24 0.41 0.33 0.24 Clearance Time (s) 5.5 6.0 5.5 6.0 6.0 6.0 5.5 5.5 6.0 Vehicle Extension (s) 1.0 2.0 2.0 2.0 1.0 2.0 2.0 1.5 2.0 Lane Grp Cap (vph) 103 1165 621 1519 325 442 658 228 833 v/s Ratio Prot 0.03 c0.26 0.15 0.30 0.04 0.18 c0.17 c0.08 0.08 v/s Ratio Perm 0.12 0.21 0.20 v/c Ratio 0.54 0.78 0.81 0.65 0.51 0.78 0.94 0.85 0.33 Uniform Delay, d1 50.3 33.0 43.0 23.0 29.1 39.2 31.1 30.0 34.3 Progression Factor 1.00 1.00 0.95 0.63 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 3.1 5.2 6.4 1.9 0.5 7.7 21.5 24.2 0.1 Delay (s) 53.4 38.2 47.3 16.4 29.6 46.9 52.5 54.1 34.4 Level of Service D D D B C D D D C Approach Delay (s) 39.1 26.7 47.5 41.8 Approach LOS D C D D Intersection Summary HCM 2000 Control Delay 37.2 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.86 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 17.5 Intersection Capacity Utilization 81.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 10 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 0 1170 386 387 1270 0 0 0 0 160 0 155 Future Volume (vph) 0 1170 386 387 1270 0 0 0 0 160 0 155 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 11 11 11 12 12 12 12 13 12 Total Lost time (s) 3.5 3.5 3.5 4.0 4.0 Lane Util. Factor 0.95 0.97 0.95 1.00 1.00 Frpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Flpb, ped/bikes 1.00 1.00 1.00 1.00 1.00 Frt 0.96 1.00 1.00 1.00 0.85 Flt Protected 1.00 0.95 1.00 0.95 1.00 Satd. Flow (prot) 3300 3319 3455 1865 1553 Flt Permitted 1.00 0.95 1.00 0.95 1.00 Satd. Flow (perm) 3300 3319 3455 1865 1553 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 0 1232 406 407 1337 0 0 0 0 168 0 163 RTOR Reduction (vph) 0 29 0 0 0 0 0 0 0 0 0 100 Lane Group Flow (vph) 0 1609 0 407 1337 0 0 0 0 0 168 63 Confl. Peds. (#/hr) 1 1 Heavy Vehicles (%) 0% 1% 3% 2% 1% 0% 0% 0% 0% 0% 0% 4% Turn Type NA Prot NA Split NA Perm Protected Phases 2 1 6 4 4 Permitted Phases 4 Actuated Green, G (s) 58.5 23.6 87.1 12.9 12.9 Effective Green, g (s) 60.0 25.1 88.6 13.9 13.9 Actuated g/C Ratio 0.55 0.23 0.81 0.13 0.13 Clearance Time (s) 5.0 5.0 5.0 5.0 5.0 Vehicle Extension (s) 3.0 2.0 3.0 1.5 1.5 Lane Grp Cap (vph) 1800 757 2782 235 196 v/s Ratio Prot c0.49 c0.12 0.39 c0.09 v/s Ratio Perm 0.04 v/c Ratio 0.89 0.54 0.48 0.71 0.32 Uniform Delay, d1 22.2 37.3 3.4 46.1 43.8 Progression Factor 0.80 0.45 2.03 1.00 1.00 Incremental Delay, d2 5.1 1.1 0.4 8.3 0.4 Delay (s) 22.8 17.9 7.3 54.4 44.1 Level of Service C B A D D Approach Delay (s) 22.8 9.7 0.0 49.4 Approach LOS C A A D Intersection Summary HCM 2000 Control Delay 19.1 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.78 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.0 Intersection Capacity Utilization 74.6% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 11 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) 340 990 0 0 1037 232 520 121 772 0 0 101 Future Volume (vph) 340 990 0 0 1037 232 520 121 772 0 0 101 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 Lane Width 11 11 11 12 12 12 11 12 11 12 12 12 Total Lost time (s) 4.0 3.5 3.5 4.0 4.0 4.0 4.0 Lane Util. Factor 1.00 0.95 0.95 0.97 1.00 0.88 1.00 Frt 1.00 1.00 0.97 1.00 1.00 0.85 0.86 Flt Protected 0.95 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1728 3455 3470 3319 1792 2720 1611 Flt Permitted 0.09 1.00 1.00 0.95 1.00 1.00 1.00 Satd. Flow (perm) 157 3455 3470 3319 1792 2720 1611 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 358 1042 0 0 1092 244 547 127 813 0 0 106 RTOR Reduction (vph) 0 0 0 0 17 0 0 0 0 0 0 0 Lane Group Flow (vph) 358 1042 0 0 1319 0 547 127 813 0 0 106 Heavy Vehicles (%) 1% 1% 0% 0% 1% 2% 2% 6% 1% 0% 0% 2% Turn Type pm+pt NA NA Split NA Perm Over Protected Phases 5 2 6 8 8 5 Permitted Phases 2 8 Actuated Green, G (s) 65.0 65.0 41.2 33.5 33.5 33.5 18.8 Effective Green, g (s) 66.0 67.0 43.2 35.5 35.5 35.5 19.8 Actuated g/C Ratio 0.60 0.61 0.39 0.32 0.32 0.32 0.18 Clearance Time (s) 5.0 5.5 5.5 6.0 6.0 6.0 5.0 Vehicle Extension (s) 3.0 3.0 3.0 2.0 2.0 2.0 3.0 Lane Grp Cap (vph) 376 2104 1362 1071 578 877 289 v/s Ratio Prot c0.17 0.30 0.38 0.16 0.07 0.07 v/s Ratio Perm c0.40 c0.30 v/c Ratio 0.95 0.50 0.97 0.51 0.22 0.93 0.37 Uniform Delay, d1 34.3 12.0 32.7 30.2 27.2 36.0 39.6 Progression Factor 0.68 0.50 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 20.5 0.4 17.9 0.2 0.1 15.2 0.8 Delay (s) 43.6 6.4 50.7 30.4 27.2 51.2 40.4 Level of Service D A D C C D D Approach Delay (s) 15.9 50.7 41.5 40.4 Approach LOS B D D D Intersection Summary HCM 2000 Control Delay 36.0 HCM 2000 Level of Service D HCM 2000 Volume to Capacity ratio 0.96 Actuated Cycle Length (s) 110.0 Sum of lost time (s) 11.5 Intersection Capacity Utilization 79.7% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 12 HCM Unsignalized Intersection Capacity Analysis Year 2044 Background Development Build PM 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. 04/26/2021 Movement EBL EBT WBT WBR SWL SWR Lane Configurations Traffic Volume (veh/h) 631 1132 1040 0 0 387 Future Volume (Veh/h) 631 1132 1040 0 0 387 Sign Control Free Free Stop Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 664 1192 1095 0 0 407 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type TWLTL TWLTL Median storage veh) 2 2 Upstream signal (ft) 1075 348 pX, platoon unblocked 0.57 0.60 0.57 vC, conflicting volume 1095 3019 1095 vC1, stage 1 conf vol 1095 vC2, stage 2 conf vol 1924 vCu, unblocked vol 795 3726 795 tC, single (s) 4.1 6.8 6.9 tC, 2 stage (s) 5.8 tF (s) 2.2 3.5 3.3 p0 queue free % 0 0 0 cM capacity (veh/h) 480 0 192 Direction, Lane # EB 1 EB 2 EB 3 WB 1 SW 1 Volume Total 664 596 596 1095 407 Volume Left 664 0 0 0 0 Volume Right 0 0 0 0 407 cSH 480 1700 1700 1700 192 Volume to Capacity 1.38 0.35 0.35 0.64 2.12 Queue Length 95th (ft) 776 0 0 0 791 Control Delay (s) 208.8 0.0 0.0 0.0 559.5 Lane LOS F F Approach Delay (s) 74.7 0.0 559.5 Approach LOS F Intersection Summary Average Delay 109.1 Intersection Capacity Utilization 96.4% ICU Level of Service F Analysis Period (min) 15 Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 13 HCM Unsignalized Intersection Capacity Analysis Year 2044 Background Development Build PM 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road 04/26/2021 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Sign Control Stop Stop Stop Stop Traffic Volume (vph) 7 93 0 0 90 61 74 206 260 75 0 2 Future Volume (vph) 7 93 0 0 90 61 74 206 260 75 0 2 Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 7 98 0 0 95 64 78 217 274 79 0 2 Direction, Lane # EB 1 WB 1 NB 1 NB 2 SB 1 SB 2 Volume Total (vph) 105 159 295 274 79 2 Volume Left (vph) 7 0 78 0 79 0 Volume Right (vph) 0 64 0 274 0 2 Hadj (s) 0.01 -0.24 0.05 -0.60 0.20 -0.60 Departure Headway (s) 5.1 4.7 4.7 3.2 5.2 3.2 Degree Utilization, x 0.15 0.21 0.39 0.24 0.11 0.00 Capacity (veh/h) 650 695 727 1112 644 1121 Control Delay (s) 8.9 9.0 10.7 7.2 8.8 6.2 Approach Delay (s) 8.9 9.0 9.0 8.7 Approach LOS A A A A Intersection Summary Delay 9.0 Level of Service A Intersection Capacity Utilization 39.7% ICU Level of Service A Analysis Period (min) 15 Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 14 HCM Unsignalized Intersection Capacity Analysis Year 2044 Background Development Build PM 29: Caughdenoy Road & Entrance 1 04/26/2021 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Volume (veh/h) 31 52 120 40 52 54 Future Volume (Veh/h) 31 52 120 40 52 54 Sign Control Stop Free Free Grade 0% 0% 0% Peak Hour Factor 0.95 0.95 0.95 0.95 0.95 0.95 Hourly flow rate (vph) 33 55 126 42 55 57 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume 293 126 168 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 293 126 168 tC, single (s) 6.5 6.3 4.2 tC, 2 stage (s) tF (s) 3.6 3.4 2.3 p0 queue free % 95 94 96 cM capacity (veh/h) 654 903 1363 Direction, Lane # WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 33 55 126 42 55 57 Volume Left 33 0 0 0 55 0 Volume Right 0 55 0 42 0 0 cSH 654 903 1700 1700 1363 1700 Volume to Capacity 0.05 0.06 0.07 0.02 0.04 0.03 Queue Length 95th (ft) 4 5 0 0 3 0 Control Delay (s) 10.8 9.2 0.0 0.0 7.8 0.0 Lane LOS B A A Approach Delay (s) 9.8 0.0 3.8 Approach LOS A Intersection Summary Average Delay 3.5 Intersection Capacity Utilization 19.5% ICU Level of Service A Analysis Period (min) 15 Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 15 HCM Signalized Intersection Capacity Analysis Year 2044 Background Development Build PM 30: Rt 31 Seg 4 & Entrance 2 04/26/2021 Movement SBL SBR SEL SET NWT NWR Lane Configurations Traffic Volume (vph) 238 119 154 588 599 194 Future Volume (vph) 238 119 154 588 599 194 Ideal Flow (vphpl) 1900 1900 1900 1900 1900 1900 Total Lost time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 Frt 1.00 0.85 1.00 1.00 1.00 0.85 Flt Protected 0.95 1.00 0.95 1.00 1.00 1.00 Satd. Flow (prot) 1641 1468 1641 1863 1863 1468 Flt Permitted 0.95 1.00 0.30 1.00 1.00 1.00 Satd. Flow (perm) 1641 1468 516 1863 1863 1468 Peak-hour factor, PHF 0.95 0.95 0.95 0.95 0.95 0.95 Adj. Flow (vph) 251 125 162 619 631 204 RTOR Reduction (vph) 0 92 0 0 0 99 Lane Group Flow (vph) 251 33 162 619 631 105 Heavy Vehicles (%) 10% 10% 10% 2% 2% 10% Turn Type Prot Perm Perm NA NA Perm Protected Phases 4 6 2 Permitted Phases 4 6 2 Actuated Green, G (s) 14.8 14.8 28.5 28.5 28.5 28.5 Effective Green, g (s) 14.8 14.8 28.5 28.5 28.5 28.5 Actuated g/C Ratio 0.27 0.27 0.52 0.52 0.52 0.52 Clearance Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 Lane Grp Cap (vph) 439 392 265 960 960 756 v/s Ratio Prot c0.15 0.33 c0.34 v/s Ratio Perm 0.02 0.31 0.07 v/c Ratio 0.57 0.09 0.61 0.64 0.66 0.14 Uniform Delay, d1 17.5 15.2 9.5 9.7 9.8 7.0 Progression Factor 1.00 1.00 1.00 1.00 1.00 1.00 Incremental Delay, d2 1.8 0.1 4.1 1.5 1.6 0.1 Delay (s) 19.3 15.3 13.6 11.2 11.5 7.1 Level of Service B B B B B A Approach Delay (s) 18.0 11.7 10.4 Approach LOS B B B Intersection Summary HCM 2000 Control Delay 12.3 HCM 2000 Level of Service B HCM 2000 Volume to Capacity ratio 0.63 Actuated Cycle Length (s) 55.3 Sum of lost time (s) 12.0 Intersection Capacity Utilization 76.4% ICU Level of Service D Analysis Period (min) 15 c Critical Lane Group Year 2044 Background Development Build PM 5:23 pm 04/14/2021 Synchro 11 Report Page 16 Queuing and Blocking Report Year 2044 Background Development Build AM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 308 271 418 196 207 201 220 128 125 263 120 97 Average Queue (ft) 170 119 160 97 100 89 101 52 51 116 37 38 95th Queue (ft) 264 221 291 160 168 165 173 100 91 200 81 69 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 132 162 166 202 146 93 226 252 104 Average Queue (ft) 54 40 55 75 40 25 84 139 29 95th Queue (ft) 99 99 115 149 97 58 174 210 66 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 0 0 0 Queuing Penalty (veh) 0 0 1 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB WB WB WB NB NB Directions Served T T L T T L R Maximum Queue (ft) 29 29 32 64 61 49 20 Average Queue (ft) 1 1 5 6 5 9 2 95th Queue (ft) 8 10 21 29 29 32 11 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 150 Storage Blk Time (%) Queuing Penalty (veh) Year 2044 Background Development Build AM SimTraffic Report Page 1 Queuing and Blocking Report Year 2044 Background Development Build AM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB SB SB SB Directions Served L L T TR T T R LT R R Maximum Queue (ft) 34 52 38 46 121 125 14 46 76 27 Average Queue (ft) 3 15 1 2 24 21 0 9 16 3 95th Queue (ft) 16 39 12 16 67 65 5 31 46 16 Link Distance (ft) 625 625 797 797 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 0 0 Queuing Penalty (veh) 0 0 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 38 166 175 58 161 150 131 74 30 53 Average Queue (ft) 7 63 66 14 42 51 49 31 2 15 95th Queue (ft) 26 126 132 39 106 112 94 58 13 42 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 257 386 345 231 187 222 230 219 126 77 356 584 Average Queue (ft) 44 212 159 66 81 105 108 92 42 28 53 266 95th Queue (ft) 136 330 287 144 145 176 183 167 88 54 166 456 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 4 1 4 Queuing Penalty (veh) 3 2 3 Year 2044 Background Development Build AM SimTraffic Report Page 2 Queuing and Blocking Report Year 2044 Background Development Build AM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB NB SB Directions Served L TR L TR L TR LTR Maximum Queue (ft) 36 524 217 296 226 184 211 Average Queue (ft) 6 235 94 111 97 71 99 95th Queue (ft) 25 430 163 217 173 134 172 Link Distance (ft) 1648 4988 1071 999 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 300 Storage Blk Time (%) 1 0 Queuing Penalty (veh) 0 0 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 337 312 143 124 Average Queue (ft) 142 99 58 49 95th Queue (ft) 260 202 106 89 Link Distance (ft) 3900 1654 3895 3715 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB WB WB B23 NB NB SB SB Directions Served L TR L TR T L TR L TR Maximum Queue (ft) 60 396 70 219 38 76 152 112 60 Average Queue (ft) 3 158 24 75 1 22 56 44 13 95th Queue (ft) 28 291 54 157 24 55 104 85 41 Link Distance (ft) 1701 2976 335 575 583 Upstream Blk Time (%) 0 Queuing Penalty (veh) 0 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 2 0 0 Queuing Penalty (veh) 0 0 0 Year 2044 Background Development Build AM SimTraffic Report Page 3 Queuing and Blocking Report Year 2044 Background Development Build AM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB WB NB NB NB SB Directions Served L T TR T L L T TR L T R L Maximum Queue (ft) 260 424 335 728 154 170 150 188 89 90 270 169 Average Queue (ft) 39 262 269 102 72 91 43 102 29 29 126 69 95th Queue (ft) 121 474 375 491 126 141 117 191 66 67 216 130 Link Distance (ft) 335 2976 116 116 116 116 502 502 Upstream Blk Time (%) 8 3 2 4 0 4 Queuing Penalty (veh) 82 0 4 9 1 11 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 6 12 Queuing Penalty (veh) 38 63 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB SB Directions Served T TR Maximum Queue (ft) 106 100 Average Queue (ft) 40 32 95th Queue (ft) 79 69 Link Distance (ft) 567 567 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB WB SB SB Directions Served T TR L L T T LT R Maximum Queue (ft) 157 157 180 279 130 186 220 147 Average Queue (ft) 146 157 123 134 32 64 104 56 95th Queue (ft) 185 159 188 226 84 128 174 98 Link Distance (ft) 85 85 271 271 271 1125 Upstream Blk Time (%) 38 57 0 Queuing Penalty (veh) 256 386 1 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 3 4 1 Queuing Penalty (veh) 13 18 1 Year 2044 Background Development Build AM SimTraffic Report Page 4 Queuing and Blocking Report Year 2044 Background Development Build AM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB NB NB SB Directions Served L T T T TR L L T R R R Maximum Queue (ft) 111 83 96 506 455 208 230 165 348 225 308 Average Queue (ft) 35 26 42 498 192 88 118 40 182 143 145 95th Queue (ft) 77 59 80 544 428 158 188 101 269 226 240 Link Distance (ft) 271 271 433 433 444 444 782 Upstream Blk Time (%) 43 0 Queuing Penalty (veh) 289 2 Storage Bay Dist (ft) 100 200 200 125 Storage Blk Time (%) 1 0 0 1 0 27 7 Queuing Penalty (veh) 2 0 0 0 0 51 12 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB WB SW Directions Served L T R Maximum Queue (ft) 186 97 353 Average Queue (ft) 73 6 353 95th Queue (ft) 140 41 356 Link Distance (ft) 249 270 Upstream Blk Time (%) 98 Queuing Penalty (veh) 716 Storage Bay Dist (ft) 250 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB NB SB SB Directions Served LT LT L R Maximum Queue (ft) 11 58 90 9 Average Queue (ft) 0 30 43 0 95th Queue (ft) 5 49 70 4 Link Distance (ft) 1618 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 50 Storage Blk Time (%) 3 0 Queuing Penalty (veh) 0 0 Year 2044 Background Development Build AM SimTraffic Report Page 5 Queuing and Blocking Report Year 2044 Background Development Build AM 04/27/2021 Intersection: 29: Caughdenoy Road & Entrance 1 Movement WB WB NB SB Directions Served L R R L Maximum Queue (ft) 74 69 6 52 Average Queue (ft) 22 24 0 6 95th Queue (ft) 51 50 3 28 Link Distance (ft) 624 624 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 30: Rt 31 Seg 4 & Entrance 2 Movement SB SB SE SE NW NW Directions Served L R L T T R Maximum Queue (ft) 274 126 226 289 244 166 Average Queue (ft) 123 44 91 109 88 42 95th Queue (ft) 213 84 166 208 166 86 Link Distance (ft) 1047 1047 3359 1079 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) 1 1 0 Queuing Penalty (veh) 4 1 1 Zone Summary Zone wide Queuing Penalty: 1972 Year 2044 Background Development Build AM SimTraffic Report Page 6 Queuing and Blocking Report Year 2044 Background Development Build PM 04/27/2021 Intersection: 2: Soule Road/481 South off-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB WB NB NB SB SB SB Directions Served T T R L L T T L R L T R Maximum Queue (ft) 603 603 603 312 313 301 306 301 327 265 255 194 Average Queue (ft) 504 456 323 152 156 159 165 173 79 114 72 103 95th Queue (ft) 669 651 620 247 250 235 246 274 175 196 165 171 Link Distance (ft) 572 572 572 620 620 544 503 Upstream Blk Time (%) 18 8 4 Queuing Penalty (veh) 0 0 0 Storage Bay Dist (ft) 340 340 260 300 150 Storage Blk Time (%) 0 0 0 2 0 0 1 4 Queuing Penalty (veh) 0 0 0 4 0 0 4 13 Intersection: 3: 481 North off-ramp/481 North on-ramp & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB NB Directions Served L T T T T R L LT R Maximum Queue (ft) 199 479 417 379 389 355 400 1102 270 Average Queue (ft) 132 152 134 357 301 127 381 693 254 95th Queue (ft) 203 317 265 403 430 339 447 1146 334 Link Distance (ft) 620 620 356 356 1069 Upstream Blk Time (%) 0 0 31 5 0 5 Queuing Penalty (veh) 0 0 230 41 0 0 Storage Bay Dist (ft) 150 330 350 220 Storage Blk Time (%) 10 2 10 0 4 39 1 Queuing Penalty (veh) 66 4 32 0 37 365 12 Intersection: 4: Marketfair Plaza & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB Directions Served T T R L T T L R Maximum Queue (ft) 165 143 48 200 577 557 300 257 Average Queue (ft) 58 56 8 60 234 178 186 56 95th Queue (ft) 126 115 31 168 496 436 351 205 Link Distance (ft) 356 356 625 625 288 288 Upstream Blk Time (%) 1 0 33 7 Queuing Penalty (veh) 7 3 0 0 Storage Bay Dist (ft) 250 150 Storage Blk Time (%) 23 Queuing Penalty (veh) 12 Year 2044 Background Development Build PM SimTraffic Report Page 1 Queuing and Blocking Report Year 2044 Background Development Build PM 04/27/2021 Intersection: 5: Water Board/Great Northern Mall West & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB SB SB SB Directions Served L L T TR T T R LTR LT R R Maximum Queue (ft) 168 166 150 147 305 295 165 26 100 223 168 Average Queue (ft) 73 87 42 43 119 118 13 1 37 106 46 95th Queue (ft) 130 138 107 108 227 225 71 10 76 177 116 Link Distance (ft) 625 625 797 797 316 345 345 345 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 330 330 150 Storage Blk Time (%) 5 5 0 Queuing Penalty (veh) 0 2 0 Intersection: 6: Laz-Boy/Great Northern East & Rt 31 Seg 1 Movement EB EB EB WB WB WB NB NB SB SB Directions Served L T TR L T TR L TR LT R Maximum Queue (ft) 69 208 178 50 227 228 105 76 95 92 Average Queue (ft) 19 52 47 10 57 65 38 25 30 35 95th Queue (ft) 47 130 121 33 148 156 78 57 69 67 Link Distance (ft) 797 797 1437 1437 393 393 414 414 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 300 210 Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 7: Morgan Road & Rt 31 Seg 1 Movement EB EB EB EB WB WB WB NB NB NB SB SB Directions Served L T T R L T TR L T R L TR Maximum Queue (ft) 324 433 356 197 306 372 386 328 258 113 94 326 Average Queue (ft) 170 210 148 67 89 200 217 162 105 30 29 149 95th Queue (ft) 286 328 273 131 183 305 325 259 188 66 65 270 Link Distance (ft) 1437 1437 589 589 1049 1291 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 275 275 300 550 250 400 Storage Blk Time (%) 1 2 0 0 1 0 1 Queuing Penalty (veh) 3 7 1 0 2 1 0 Year 2044 Background Development Build PM SimTraffic Report Page 2 Queuing and Blocking Report Year 2044 Background Development Build PM 04/27/2021 Intersection: 8: Henry Clay Boulevard & Rt 31 Seg 2 Movement EB EB WB WB NB NB SB Directions Served L TR L TR L TR LTR Maximum Queue (ft) 314 644 174 405 313 433 154 Average Queue (ft) 25 317 68 169 146 199 40 95th Queue (ft) 121 545 127 314 249 333 101 Link Distance (ft) 1648 4988 1071 999 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 425 475 300 Storage Blk Time (%) 4 0 0 2 Queuing Penalty (veh) 1 0 0 5 Intersection: 9: Caughdenoy Road & Rt 31 Seg 3 Movement EB WB NB SB Directions Served LTR LTR LTR LTR Maximum Queue (ft) 887 549 161 98 Average Queue (ft) 301 151 64 37 95th Queue (ft) 653 342 114 72 Link Distance (ft) 3900 1654 3895 3715 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) Storage Blk Time (%) Queuing Penalty (veh) Intersection: 10: Lawton Rd/Legionaire Dr & Rt 31 Seg 5 Movement EB EB B15 WB WB B23 B23 NB NB SB SB Directions Served L TR T L TR T L TR L TR Maximum Queue (ft) 167 1030 402 195 302 333 33 100 112 263 180 Average Queue (ft) 12 371 74 67 119 10 1 31 44 79 40 95th Queue (ft) 90 1109 600 126 234 108 23 70 83 176 97 Link Distance (ft) 1701 2010 2976 335 335 575 583 Upstream Blk Time (%) 6 0 0 0 Queuing Penalty (veh) 47 0 1 0 Storage Bay Dist (ft) 250 250 130 175 Storage Blk Time (%) 17 0 0 0 3 Queuing Penalty (veh) 1 1 0 0 2 Year 2044 Background Development Build PM SimTraffic Report Page 3 Queuing and Blocking Report Year 2044 Background Development Build PM 04/27/2021 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement EB EB EB B23 WB WB WB WB NB NB NB SB Directions Served L T TR T L L T TR L T R L Maximum Queue (ft) 275 439 335 2696 183 188 188 178 240 532 545 365 Average Queue (ft) 79 394 323 1442 98 117 123 79 138 381 433 213 95th Queue (ft) 239 478 368 3311 165 184 209 160 265 640 628 408 Link Distance (ft) 335 2976 116 116 116 116 502 502 Upstream Blk Time (%) 41 16 2 11 16 8 2 18 38 Queuing Penalty (veh) 379 0 14 38 56 28 7 0 0 Storage Bay Dist (ft) 225 300 190 325 Storage Blk Time (%) 0 40 44 1 22 26 Queuing Penalty (veh) 0 219 189 4 34 28 Intersection: 11: Route 11 & Rt 31 Seg 6 Movement SB SB B61 Directions Served T TR T Maximum Queue (ft) 486 393 300 Average Queue (ft) 202 115 89 95th Queue (ft) 572 309 458 Link Distance (ft) 567 567 728 Upstream Blk Time (%) 16 6 Queuing Penalty (veh) 0 0 Storage Bay Dist (ft) Storage Blk Time (%) 0 Queuing Penalty (veh) 0 Intersection: 12: I-81 SB On-Ramp/I-81 SB Off-Ramp & Rt 31 Seg 6 Movement EB EB WB WB WB WB SB SB Directions Served T TR L L T T LT R Maximum Queue (ft) 157 157 162 167 295 275 394 240 Average Queue (ft) 157 153 70 91 171 105 147 72 95th Queue (ft) 161 174 130 147 273 219 295 171 Link Distance (ft) 85 85 271 271 271 1125 Upstream Blk Time (%) 71 41 0 0 Queuing Penalty (veh) 556 318 2 0 Storage Bay Dist (ft) 130 200 Storage Blk Time (%) 0 1 8 0 Queuing Penalty (veh) 0 2 13 0 Year 2044 Background Development Build PM SimTraffic Report Page 4 Queuing and Blocking Report Year 2044 Background Development Build PM 04/27/2021 Intersection: 13: I-81 NB Off-Ramp/Pardee Road & Rt 31 Seg 6 Movement EB EB EB WB WB NB NB NB NB NB B66 SB Directions Served L T T T TR L L T R R T R Maximum Queue (ft) 150 312 313 506 506 243 274 516 531 225 640 172 Average Queue (ft) 147 271 182 499 468 121 103 110 509 221 589 72 95th Queue (ft) 168 334 338 545 588 219 211 363 543 258 744 131 Link Distance (ft) 271 271 433 433 444 444 588 782 Upstream Blk Time (%) 22 4 63 40 0 65 64 Queuing Penalty (veh) 143 24 399 251 0 0 0 Storage Bay Dist (ft) 100 200 200 125 Storage Blk Time (%) 39 54 2 1 0 94 51 Queuing Penalty (veh) 192 184 3 1 1 362 197 Intersection: 14: Rt 31 Seg 6/Route 31 & LakeShore Rd. Movement EB EB WB SW Directions Served L T T R Maximum Queue (ft) 300 575 241 353 Average Queue (ft) 300 575 32 257 95th Queue (ft) 300 576 135 436 Link Distance (ft) 503 249 270 Upstream Blk Time (%) 99 0 48 Queuing Penalty (veh) 872 3 184 Storage Bay Dist (ft) 250 Storage Blk Time (%) 95 Queuing Penalty (veh) 536 Intersection: 28: 481 NB Off-Ramp & Maple Road & Caughdenoy Road Movement EB WB NB NB SB SB Directions Served LT TR LT R L R Maximum Queue (ft) 64 79 145 223 73 20 Average Queue (ft) 33 35 50 36 32 0 95th Queue (ft) 52 57 93 145 58 9 Link Distance (ft) 1618 1396 1157 2601 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 250 50 Storage Blk Time (%) 0 1 0 Queuing Penalty (veh) 0 0 0 Year 2044 Background Development Build PM SimTraffic Report Page 5 Queuing and Blocking Report Year 2044 Background Development Build PM 04/27/2021 Intersection: 29: Caughdenoy Road & Entrance 1 Movement WB WB NB SB Directions Served L R R L Maximum Queue (ft) 68 63 10 60 Average Queue (ft) 18 22 0 8 95th Queue (ft) 44 47 3 33 Link Distance (ft) 624 624 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) Queuing Penalty (veh) Intersection: 30: Rt 31 Seg 4 & Entrance 2 Movement SB SB SE SE NW NW Directions Served L R L T T R Maximum Queue (ft) 282 118 235 316 244 129 Average Queue (ft) 120 43 89 109 100 35 95th Queue (ft) 205 85 168 215 189 76 Link Distance (ft) 1047 1047 3359 1079 Upstream Blk Time (%) Queuing Penalty (veh) Storage Bay Dist (ft) 200 200 Storage Blk Time (%) 1 1 0 Queuing Penalty (veh) 6 1 1 Zone Summary Zone wide Queuing Penalty: 6157 Year 2044 Background Development Build PM SimTraffic Report Page 6 Arterial Level of Service Year 2044 Background Development Build AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 29.9 40.0 0.1 11 481 North off-ramp 3 7.9 19.8 0.1 24 Marketfair Plaza 4 1.3 8.4 0.1 35 Water Board 5 0.8 12.6 0.1 39 Laz-Boy 6 5.9 21.0 0.2 29 Morgan Road 7 47.4 72.5 0.3 14 24 9.1 20.6 0.1 22 Total 102.4 194.9 1.0 19 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 24.7 35.3 0.1 13 Great Northern East 6 7.8 33.0 0.3 31 Great Northern Mall 5 2.9 18.1 0.2 34 Marketfair Plaza 4 1.4 13.1 0.1 37 481 North on-ramp 3 6.8 13.8 0.1 21 481 South off-ramp 2 17.7 29.3 0.1 16 Total 61.1 142.6 0.9 23 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 4.0 31.5 0.4 48 Henry Clay Boulevard 8 32.1 53.3 0.3 22 Driveway 45 10.7 73.3 1.0 47 Total 46.7 158.0 1.7 39 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 17.7 81.1 1.0 43 Driveway 59 7.7 29.1 0.3 40 24 4.1 31.5 0.4 48 Total 29.6 141.7 1.7 43 Year 2044 Background Development Build AM SimTraffic Report Page 1 Arterial Level of Service Year 2044 Background Development Build AM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 18.7 85.9 0.8 31 21 4.6 34.0 0.3 34 Total 23.3 119.9 1.1 32 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 9.8 37.9 0.3 31 Driveway 45 8.3 75.6 0.8 36 Total 18.1 113.5 1.1 34 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 12.9 38.9 0.3 31 23 16.2 75.4 0.6 27 Total 29.1 114.4 0.9 29 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 8.6 54.6 0.6 38 15 3.6 30.5 0.3 39 Total 12.2 85.1 0.9 38 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 29.1 37.3 0.1 8 Driveway 70 6.4 10.6 0.0 13 Driveway 36 21.7 28.8 0.1 9 I-81 SB On-Ramp 12 18.0 35.6 0.0 5 I-81 NB Off-Ramp 13 5.4 12.3 0.1 19 Driveway 27 1.3 11.1 0.1 33 LakeShore Rd. 14 0.6 11.5 0.1 32 Total 82.4 147.1 0.5 13 Year 2044 Background Development Build AM SimTraffic Report Page 2 Arterial Level of Service Year 2044 Background Development Build AM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 14.1 25.5 0.1 15 Pardee Road 13 51.8 128.9 0.1 6 I-81 SB Off-Ramp 12 6.6 13.8 0.1 17 Driveway 36 0.9 3.7 0.0 29 Driveway 70 1.9 9.1 0.1 27 Route 11 11 7.2 10.7 0.0 13 23 2.9 11.4 0.1 25 Total 85.4 203.0 0.5 13 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Entrance 2 30 14.6 56.6 0.6 41 Driveway 20 5.5 19.2 0.2 40 15 3.4 29.2 0.4 48 Total 23.6 105.1 1.3 43 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 2.7 28.3 0.4 50 Entrance 2 30 12.1 25.7 0.2 30 21 8.0 50.5 0.6 46 Total 22.7 104.4 1.3 43 Year 2044 Background Development Build AM SimTraffic Report Page 3 Arterial Level of Service Year 2044 Background Development Build PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Soule Road 2 80.8 99.2 0.1 5 481 North off-ramp 3 16.6 28.6 0.1 16 Marketfair Plaza 4 4.1 11.2 0.1 26 Water Board 5 4.0 15.7 0.1 31 Laz-Boy 6 4.8 19.9 0.2 31 Morgan Road 7 36.6 60.7 0.3 17 24 9.4 20.9 0.1 22 Total 156.2 256.2 1.0 15 Arterial Level of Service: WB Rt 31 Seg 1 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Morgan Road 7 45.8 56.8 0.1 8 Great Northern East 6 8.7 33.1 0.3 31 Great Northern Mall 5 11.8 27.0 0.2 23 Marketfair Plaza 4 20.3 32.2 0.1 15 481 North on-ramp 3 59.9 69.5 0.1 4 481 South off-ramp 2 18.6 29.9 0.1 16 Total 165.0 248.4 0.9 14 Arterial Level of Service: EB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 59 2.8 31.0 0.4 48 Henry Clay Boulevard 8 39.1 60.2 0.3 19 Driveway 45 14.0 76.4 1.0 45 Total 55.9 167.6 1.7 36 Arterial Level of Service: WB Rt 31 Seg 2 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Henry Clay Boulevard 8 24.0 87.4 1.0 39 Driveway 59 6.3 27.8 0.3 42 24 4.4 31.7 0.4 47 Total 34.7 146.9 1.7 42 Year 2044 Background Development Build PM SimTraffic Report Page 1 Arterial Level of Service Year 2044 Background Development Build PM 04/27/2021 Arterial Level of Service: EB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 38.4 105.6 0.8 26 21 5.1 34.4 0.3 34 Total 43.5 140.0 1.1 28 Arterial Level of Service: WB Rt 31 Seg 3 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Caughdenoy Road 9 15.1 43.3 0.3 27 Driveway 45 8.7 76.2 0.8 35 Total 23.8 119.5 1.1 32 Arterial Level of Service: EB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Lawton Rd 10 49.5 78.4 0.3 16 23 184.9 242.1 0.6 9 Total 234.3 320.5 0.9 10 Arterial Level of Service: WB Rt 31 Seg 5 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Legionaire Dr 10 12.9 57.8 0.6 36 15 4.6 31.5 0.3 38 Total 17.5 89.3 0.9 37 Arterial Level of Service: EB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Route 11 11 87.8 96.9 0.1 3 Driveway 70 8.4 12.7 0.0 11 Driveway 36 40.9 48.0 0.1 5 I-81 SB On-Ramp 12 29.9 40.3 0.0 3 I-81 NB Off-Ramp 13 34.0 40.8 0.1 6 Driveway 27 52.8 143.0 0.1 6 LakeShore Rd. 14 0.8 11.7 0.1 32 Total 254.6 393.3 0.5 6 Year 2044 Background Development Build PM SimTraffic Report Page 2 Arterial Level of Service Year 2044 Background Development Build PM 04/27/2021 Arterial Level of Service: WB Rt 31 Seg 6 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 27 34.7 46.2 0.1 8 Pardee Road 13 93.2 125.2 0.1 4 I-81 SB Off-Ramp 12 14.5 21.7 0.1 11 Driveway 36 2.0 4.9 0.0 22 Driveway 70 3.8 10.9 0.1 23 Route 11 11 12.7 16.4 0.0 8 23 6.4 14.9 0.1 19 Total 167.3 240.2 0.5 8 Arterial Level of Service: SE Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Entrance 2 30 14.2 56.3 0.6 41 Driveway 20 5.9 19.7 0.2 40 15 16.0 41.6 0.4 34 Total 36.1 117.6 1.3 38 Arterial Level of Service: WB Rt 31 Seg 4 Delay Travel Dist Arterial Cross Street Node (s/veh) time (s) (mi) Speed Driveway 20 4.0 29.4 0.4 48 Entrance 2 30 12.2 25.9 0.2 30 21 8.4 50.9 0.6 46 Total 24.5 106.2 1.3 43 Year 2044 Background Development Build PM SimTraffic Report Page 3 WHITE PINE COMMERCE PARK Traffic Impact Study APPENDIX H CRASH ANALYSIS DIAGRAMS/TABLES TE 213 (9/79) DIAGRAM No.: 1 ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN OF CLAY DATE: WEGMANS EAST DRIVE TO MARKETFAIR PLAZA (RM 31 3309 1186 TO RM 31 3309 1190) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION ROADWAY ROADWAY WEATHER REFERENCE VEHICLES SEVERITY SURFACE ACCIDENT No. DATE TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 1 5/2/2015 18:30 2 PDO 1 1 1 1 Turning Improperly 31 VEHICLE RIGHT ANGLE DRIVER 1 STATED THAT SHE WAS MAKING A LEFT U TURN AND DID NOT SEE 330911862 PRIOR TO S 2 5/9/2015 12:41 2 PDO 1 1 1 2 Following Too Closely REAR END 31 WAS VEHICLE #1 AND #2 WERE TRAVELING W/B ON ST RT 31 T/CLAY. VEHICLE #2 33091189 STOPPED IN TRA 3 5/18/2015 15:59 2 PDO 1 1 1 2 FTY LEFT TURN (AGAINST OPERATOR OTHER OFCAR) VEHICLE#1 STATED THAT SHE WAS SOUTH ON RT.31 AND HAD THE GREEN LIGHT. V 4 5/26/2015 17:39 3 PDO 1 1 1 1 Following Too Closely OTHER 31 33091188 V1, V2 and V3 traveling westbound in the same lane on ST 31 in front of Burger King located at 4035 ST 31 T 5 6/20/2015 13:19 2 INJURY 1 1 1 1 Driver Inattention Following Too Closely REAR END 31 33091189 V-2 TRAVELING WESTBOUND ON ST RT 31 TOWN OF CLAY STOPPED IN TRAFFIC. V-1 TRAVELING ON 6 6/20/2015 12:20 2 NR 1 1 1 1 Backing Unsafely OTHER 31 33091188 VEH2 WAS STOPPED IN TRAFFIC FACING EAST ON STATE ROUTE 31 DIRECTLY BEHIND VEH1. VEH1 7 6/24/2015 20:29 2 INJURY 1 1 1 1 Traffic Control Disregarded SIDESWIPE 31 33091188 8 6/30/2015 09:22 2 PDO 1 2 2 3 Following Too Closely REAR END V2 stopped in traffic eastbound on Route 31 at red signal. V1 traveling eastbound31 in 33091189 traffic behind V2 on Rou 9 7/2/2015 13:00 2 PDO 1 1 1 1 Backing Unsafely Driver Inexperience SIDESWIPE V1 BACKING W-NW BOUND OUT OF PARKING SPOT IN WEGMANS, 3955 ST RT 31, PARKING LOT. V2 P 10 7/6/2015 16:05 2 NR 1 1 1 1 Driver Inattention UNKNOWN OWNER OF VEHICLE 2 STATED THAT SHE PARKED HER VEHICLE IN THE PARKING LOT AT ABOUT 16 11 7/12/2015 16:32 2 PDO 1 1 1 1 Driver Inattention REAR END 31 33091190 12 7/23/2015 11:15 2 INJURY 1 1 1 1 Traffic Control Disregarded 31 33091190 RIGHT ANGLE OP OF VEH 1 STATED HE WAS TRAVELING EAST ON RT 31 WHEN A CAR CAME OUT OF NOWHERE AN 13 7/14/2015 17:01 2 INJURY 1 1 1 2 Driver Inattention Following Too Closely REAR END 31THAT OPERATOR OF V1 STATED THAT SHE THOUGHT TRAFFIC WAS MOVING AND 33091190 SHE STARTED MO 14 8/13/2015 19:18 2 NR 1 1 1 1 Turning Improperly RIGHT TURN (AGAINST V1 Traveling OTHERWestCAR) 31 roadway Bound on State Route 31, made an improper right turn to exit the 33091190to the on-ramp t 15 6/28/2015 18:55 2 PDO 1 1 2 3 FTY Turning Improperly RIGHT TURN (AGAINST operator of OTHER stated. "Its my fault she must have been in my blind spot, I31drifted MV#1CAR) 33091186 into the other lane a 16 8/15/2015 17:40 2 PDO 1 1 1 1 Turning Improperly Passing or Lane Usage Improper RIGHT TURN (AGAINST OPERATOR OTHER CAR) THAT HE WAS STOPPED AT THE TRAFFIC LIGHT ON31 02 STATED RT.33091188 31, AND THE EAST E 17 8/12/2015 17:15 2 PDO 1 1 1 2 Following Too Closely REAR END 31ROUTE DRIVER 1 STATED THAT TRAFFIC ABRUPTLY STOPPED IN FRONT OF HIM ON 33091189 31 EASTBOUND 18 8/6/2015 10:00 1 PDO Z Z Z Z XX OTHER FIXED OBJECT 31 33091186 19 9/8/2015 12:16 3 INJURY 1 1 1 1 Following Too Closely OTHER DRIVER #1 STATED THAT SHE WAS TRAVELING EAST ON ROUTE 31 WHEN VEHICLE #2 STARTED TO 20 8/28/2015 13:50 2 INJURY 1 1 1 1 Traffic Control Disregarded RIGHT ANGLE OPER 2 ADVISED THAT HE WAS STOPPED FOR A RED LIGHT AT ROUTE 48131 33091190 OFF RAMP TO ROUTE 31 21 8/22/2015 13:40 2 PDO 1 1 1 1 Following Too Closely REAR END OPERATOR 01 STATED THAT HE WAS STOPPED AT THE STOP LIGHT AT THE INTERSECTION OF CAR 22 9/19/2015 12:55 2 NR 1 2 1 2 Backing Unsafely REAR END OPR1 STATED SHE WAS STOPPED AT THE LIGHT AND BEGAN BACKING BECAUSE SHE "WAS O 23 9/21/2015 19:35 2 PDO 4 1 1 1 Driver Inattention Following Too Closely REAR END OPERATOR 01 STATED THAT WHILE HE WAS APPROACHING THE INTERSECTION OF CARLING RD AN 24 10/8/2015 19:30 4 INJURY 3 1 1 2 Driver Inattention Following Too Closely OTHER 31 33091187 -VEHICLES #2, 3, AND 4 WERE ALL STOPPED IN TRAFFIC ON EB ST ROUTE 31. VEH #1 THEN STRUCK 25 10/17/2015 13:35 2 PDO 1 1 1 2 Following Too Closely REAR END 31 33091191 VEH2 WAS TRAVELING EAST IN THE LEFT LANE OF ROUTE 31. VEH1 WAS ALSO TRAVELING EAST O 26 10/21/2015 11:50 2 INJURY 1 1 2 2 Driver Inattention Following Too Closely REAR END 31 33091187 Investigation revealed V2 WB on ST31T/Clay stopped in traffic for red light at Carling Rd. V1 also WB on ST3 27 10/28/2015 15:54 2 NR 1 2 2 3 Following Too Closely Unsafe Speed REAR END 31 33091189 28 11/2/2015 14:28 2 NR 1 1 1 1 Following Too Closely REAR END Driver 2 stated he was traveling east on route 31 when he changed lanes from the31 33091188 center lane to the right lane 29 11/11/2015 16:32 2 PDO 4 4 2 3 FTY 31 33091186 RIGHT ANGLE V2 Northbound on Carling Road. V1 stopped and preparing to make right turn Northbound onto Carling Road 30 11/9/2015 21:35 2 NR 4 1 1 1 Driver Inattention REAR END investigation showed that both vehicles were traveling west on rt. 31 drive 1 stated31*that 33091189 she thought she saw 31 11/19/2015 12:05 2 PDO 1 1 1 1 Following Too Closely REAR END 31 33091189 32 11/22/2015 13:44 2 NR 1 1 1 2 Following Too Closely REAR END 31 Eastbound, V-2 stopped Eastbound SR 31 at Intersection with SR 481, at a steady red light. V-1 33091190 following too 33 11/27/2015 14:10 2 PDO 1 4 1 2 Passing or Lane Usage Improper Turning Improperly LEFT TURN (AGAINST DRIVEROTHER V-2 STATED CAR) SHE WAS TURNING LEFT IN THE LEFT TURN ONLY LANE WHEN V-1 CUT IN FRON 34 12/4/2015 18:35 2 PDO 4 1 1 2 Driver Inattention Following Too Closely REAR END 31 WHEN DRIVER NUMBER TWO STATED THAT HE WAS STOPPED WAITING IN TRAFFIC 33091186 HE WAS REAR-E 35 12/5/2015 13:55 2 PDO 1 1 1 2 Driver Inattention Following Too Closely REAR END OPERATOR 01 STATED THAT AS SHE WAS TRAVELING WESTBOUND ON RT.313133091191 APPROACHING THE 4 36 12/16/2015 07:45 2 INJURY 1 1 1 1 Driver Inattention REAR END 31 33091189 37 12/18/2015 17:00 2 NR 3 1 1 1 FTY Passing or Lane Usage Improper 31 33091190 OVERTAKING Vehicle-1 was traveling in an easterly direction on SR-31 in the TCLAY when contact was initiated with Vehicl 38 12/19/2015 15:39 2 NR 1 1 1 2 Following Too Closely REAR END 31 33091188 V2 was slowing in traffic when the driver of V1 looked down at his cell phone and failed to slow properly, striki 39 12/22/2015 17:03 2 NR 4 1 2 2 Following Too Closely REAR END 31 steady V-1 traveling Eastbound on State Route 31 in the Town of Clay. V-2 stopping for the 33091188 red light when V- 40 12/14/2015 20:54 1 PDO 5 2 2 2 Other Vehicular FIRE/EXPLOSION V-1turning south onto Soule Rd from SR 31 East, when the vehicle stalled, and driver v-1 observed smoke fro 41 12/19/2015 14:33 2 PDO 1 1 1 2 Following Too Closely REAR END 31 33091190 42 12/21/2015 11:50 2 NR 1 1 1 2 Following Too Closely REAR END V-1 traveling Eastbound on State Route 31 behind V-2. V-2 stops for a steady red31 33091190 light at State Route 481 an 43 12/13/2015 18:40 2 INJURY 4 1 1 2 Alcohol Involvement Traffic Control Disregarded RIGHT ANGLE 31 33091189 TE 213 (9/79) DIAGRAM No.: 1 ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN OF CLAY DATE: WEGMANS EAST DRIVE TO MARKETFAIR PLAZA (RM 31 3309 1186 TO RM 31 3309 1190) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION ROADWAY ROADWAY WEATHER REFERENCE VEHICLES SEVERITY SURFACE ACCIDENT No. DATE TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 44 1/5/2016 18:20 2 NR 4 1 4 2 Following Too Closely Pavement Slippery REAR END 31 33091189 DRIVER NUMBER TWO STATED THAT SHE WAS SLOWING FOR TRAFFIC WHEN VEHICLE NUMBER ON 45 1/29/2016 19:36 2 PDO 4 1 1 1 Following Too Closely Unsafe Speed REAR END V1 stopped at a red light on SR-31 facing west. Op V2 traveling westbound fails to31 33091186 stop in time and rear ends 46 2/5/2016 09:50 2 NR 1 1 1 1 Driver Inattention OTHER Veh2 was stopped in traffic facing west in the center lane on route 31, intersecting31 the33091190 481n on ramp. veh1 wa 47 2/11/2016 15:05 2 NR 1 1 4 4 Passing or Lane Usage Improper 31 Rd. OVERTAKING Veh#1 E/B in the right turn only lane of ST-31, approaching the intersection of Soule 33091189 Veh#2 E/B in the dri 48 2/5/2016 11:20 2 INJURY 1 1 1 1 Following Too Closely REAR END 31 33091186 49 2/3/2016 16:10 2 NR 1 1 1 2 Following Too Closely REAR END 31V-2 V-1 traveling west bound on State Route 31 was following too closely to behind V-2. 33091189 was starting from bei 50 2/15/2016 14:24 2 NR 1 1 2 2 Unsafe Speed REAR END 31STATED OPR1 STATED THAT SHE WAS TRAVELING EAST ON STATE ROUTE 31. OPR1 33091186 SHE WAS APPR 51 2/18/2016 11:24 2 NR 1 1 4 1 Driver Inattention Turning Improperly LEFT TURN (AGAINST DRIVEROTHER V-1 STATED CAR) THAT SHE WAS PULLING TO A PARKING SPACE IN WEGMANS PARKING LOT WH 52 2/5/2016 10:05 2 PDO 1 3 1 2 Following Too Closely REAR END V2 stopped at red light at 481NB off-ramp in the right lane waiting to turn right onto481 Rte33011069 31 (eastbound) when h 53 2/28/2016 18:17 2 PDO 5 1 1 2 Following Too Closely REAR END 54 2/29/2016 01:00 1 PDO 5 4 4 1 YY UNKNOWN 31 33091186 55 3/25/2016 15:40 2 PDO 1 1 1 2 FTY RIGHT TURN (AGAINST Operator OTHER 01 statedCAR) 31 hand that he was stopped at the red traffic light waiting to make a right 33091189 turn from the Rt. 48 56 4/7/2016 08:35 2 PDO 1 1 2 1 Passing or Lane Usage Improper Turning Improperly RIGHT ANGLE 31 33091189 57 4/9/2016 11:53 2 PDO 1 1 1 2 Driver Inattention Following Too Closely REAR END DRIVER V-1 STATED THAT THE LIGHT TURNED GREEN AND HE STARTED TO31ACCELERATE. 33091188 DRIVER 58 4/14/2016 18:35 2 INJURY 1 1 1 1 Glare REAR END 31ON OPERATOR OF VEHICLE #1 STATED THAT HE WAS TRAVELING WESTBOUND 33091189 ROUTE 31, SLOWIN 59 4/21/2016 16:30 2 NR 1 1 1 2 Following Too Closely REAR END V2 was traveling east on ST-31 at ST-481 south off ramp, TClay, in lane 2; V2 was31beginning 33091190to move straigh 60 5/2/2016 08:37 2 NR 1 1 2 3 Following Too Closely Pavement Slippery REAR END 31 33091189 V1 traveling EB on St RT 31, collided with the rear end of V2; causing damage to same. Both vehicles driven 61 5/8/2016 19:11 2 INJURY 1 1 1 2 Traffic Control Disregarded LEFT TURN (AGAINST Op V-1 OTHER was EB on St Rt 31. Op V-1 failed to obey the traffic signal, which was red,31at33091190 CAR) the intersection of I-481 62 5/6/2016 17:29 2 INJURY 1 1 2 2 Driver Inattention Following Too Closely REAR END -Veh #1 was traveling in traffic behind Veh #2. As Veh #2 came to the intersection31of33091189 Rt 31 and the exit ramp 63 5/11/2016 09:40 2 PDO 1 1 1 1 Passing or Lane Usage Improper LEFT TURN (AGAINST OPERATOR OTHER 01 CAR) STATED THAT SHE WAS CHANGING LANES ON RT. 31 ATTEMPTING TO ENTER THE LE 64 5/13/2016 10:50 2 INJURY 1 1 2 2 Following Too Closely REAR END 31 33091190 65 5/13/2016 22:40 2 NR 4 1 1 1 YY, ZZ REAR END V1 struck the rear driver's side corner of V2 while V2 was parked in the parking lot of Chilis in the Town 66 5/18/2016 12:53 2 NR 1 1 1 2 Backing Unsafely RIGHT ANGLE DRIVER V-1 STATED SHE WAS BACKING OUT OF HER PARKING SPACE AND31 33091186 DID NOT SEE V-2 WHO H 67 5/15/2016 11:20 1 PDO 1 1 1 2 Fell Asleep SIGN POST 481 33011069 V1 traveling NB on Interstate 481 just south of Route 31 in the left hand lane. V1 went off the roadway travelin 68 5/31/2016 19:30 2 INJURY 1 1 1 1 FTY LEFT TURN (AGAINST OTHER CAR) 31 33091190 69 6/9/2016 15:35 2 INJURY 1 1 1 1 FTY LEFT TURN (WITH OTHER CAR) 70 6/1/2016 12:45 2 NR 1 1 1 1 Driver Inattention Following Too Closely REAR END V-1 stopped westbound behind V-2 at red light on ST-31 at Wegman's store31 33091188 entrance. V-2 proceeded f 71 6/15/2016 12:35 2 INJURY 1 1 1 1 Driver Inexperience OVERTAKING 31 33091188 72 7/2/2016 15:52 2 NR 1 1 1 2 Following Too Closely REAR END 31 closely V-1 was traveling Eastbound on St Rte 31 in the Town of Clay. V-1 was following too 33091189to V-2 which wa 73 7/2/2016 15:19 2 NR 1 1 1 1 Following Too Closely REAR END V-1 traveling Southbound on 481 Southbound off ramp to St Rte 31. V-1 was following to closely to V-2 that w 74 7/7/2016 15:59 2 PDO 1 1 1 2 Following Too Closely REAR END 31 33091189 V2 stopped eastbound in traffic on State Route 31. V1 following too closely eastbound in traffic behind V2 on 75 6/27/2016 16:44 2 NR 1 2 1 2 Passing or Lane Usage Improper OVERTAKING V-1 and V-2 both North bound on Co Rte 31 off ramp from I- 481. V-1 and V-2 make contact where the roadwa 76 7/15/2016 18:15 4 INJURY 1 1 1 1 Driver Inattention Following Too Closely OTHER vehicles 2, 3, and 4 were stopped on route 31 in front of wegmans for the red light.31driver 33091186 1 stated she was tra 77 7/14/2016 20:50 2 NR 4 1 1 2 Backing Unsafely OTHER 31 Clay. Investigation showed that veh 1 was parked in the parking lot of Chilis on RT 31 T/O 33091186 Veh 2 was backing 78 7/26/2016 14:05 2 INJURY 1 1 1 1 Following Too Closely REAR END Vehicle-1 was attempting to make a left turn while traveling in a westerly direction 31 on33091186 SR-31 TCLAY when the 79 7/28/2016 15:30 2 PDO 1 1 1 2 Following Too Closely REAR END V1 and V2 WB ST-31 in the Town of Clay. V1 is slowing down due to stop and go31 33091189 traffic in front of her, when 80 7/31/2016 11:55 3 INJURY 1 1 1 2 Driver Inattention Following Too Closely OTHER 31 33091190 81 7/19/2016 00:00 2 PDO Z Z Z Z XX REAR END 31 33091188 82 8/5/2016 16:00 2 NR 1 1 1 1 Driver Inattention REAR END 31 33091187 Driver #1 stated she was heading East on State Route 31. Driver #1 stated she saw the light turn green so sh 83 8/8/2016 21:50 2 NR 4 1 1 1 Driver Inattention REAR END 31 33091187 V2 was stopped in traffic in the center lane of State Route 31. V1, a construction vehicle working on State Ro 84 8/7/2016 19:53 2 INJURY 1 1 1 1 Traffic Control Disregarded Turning Improperly HEAD ON 31 through D1 stated that she made a left turn onto the 481N onramp from Eastbound Route 31 33091190 a solid green ligh 85 8/13/2016 10:00 3 PDO 1 1 1 1 Driver Inattention OTHER 31 33091188 86 8/17/2016 12:50 2 INJURY 1 1 1 1 Driver Inattention REAR END THE OPERATOR OF VEH#2 STATED THAT HE WAS STOPPED IN TRAFFIC ON31ROUTE 33091188 31 JUST WEST O TE 213 (9/79) DIAGRAM No.: 1 ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN OF CLAY DATE: WEGMANS EAST DRIVE TO MARKETFAIR PLAZA (RM 31 3309 1186 TO RM 31 3309 1190) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION ROADWAY ROADWAY WEATHER REFERENCE VEHICLES SEVERITY SURFACE ACCIDENT No. DATE TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 87 8/12/2016 13:55 2 PDO 1 1 1 2 Following Too Closely REAR END op1 stated she was traveling sb on carling rd when she suddenly realized vh2 was stopped. op1 said it was to 88 8/25/2016 07:20 2 INJURY 1 1 1 2 FTY Traffic Control Disregarded RIGHT ANGLE Veh1 was traveling east on State Route 31 through the intersection of State Route31 3133091190 intersecting 481 North o 89 8/29/2016 15:24 2 PDO 1 1 1 1 Driver Inattention Turning Improperly LEFT TURN (AGAINST OperatorOTHER 1 stated CAR) 31she that she was traveling east bound on Route 31 when she realized 33091186 had to turn around. S 90 9/3/2016 08:00 2 NR 1 1 1 1 Driver Inattention REAR END Driver #1 stated he was heading South on Carling Road at the intersection of State Route 31. Driver #1 state 91 8/8/2016 14:02 2 NR 1 1 1 2 Following Too Closely REAR END V-1 following too closely on I -481 South bound off ramp to St Rte 31 in the Town of Clay. V-1 strikes V-2 that 92 10/1/2016 15:20 2 PDO 1 1 1 2 Driver Inattention Following Too Closely REAR END 31 33091187 93 9/14/2016 17:28 2 NR 1 1 1 1 Following Too Closely REAR END 31 33091190 Vehicles #1 and #2 were traveling east on Rt. 31, Vehicle #1 was behind Vehicle #2. Driver #2 stated that sh 94 10/13/2016 12:00 2 NR 1 1 2 3 Following Too Closely Illness REAR END 31 33091190 Driver 1 advised that she was traveling WB on Rt 31 when she struck the rear of vehicle 2. She advised that t 95 10/15/2016 19:25 2 PDO 4 1 1 1 Driver Inattention Following Too Closely REAR END 31 Rt. OP 01 stated that she was approaching intersection of Wegmans East Entrance and 33091188 31, and as she was s 96 10/23/2016 16:40 2 PDO 1 1 1 1 Driver Inattention REAR END 31 33091189 97 9/29/2016 13:55 2 PDO 1 1 1 2 FTY HEAD ON 31Carling Driver 1 stated she was traveling East Bound on Rt. 31 making a left hand turn onto 33091186 Rd. Driver 1 state 98 10/31/2016 06:50 2 PDO 4 1 2 3 Passing or Lane Usage Improper RIGHT ANGLE Driver veh.1 stated that he wanted to make a u-turn or at least a left turn to head in31the33091188 opposite direction and 99 11/1/2016 15:21 2 NR 1 1 1 2 Passing or Lane Usage Improper LEFT TURN (AGAINST Op V-1 OTHER and V-2 CAR) 31Rd. were making a left hand turn, southbound, from St Rt 31 onto Soule 33091190 Op V-2 stated Op V- 100 11/9/2016 08:05 4 INJURY 1 2 2 2 Pavement Slippery OTHER 31 33091189 101 11/28/2016 17:45 2 NR 5 1 1 2 Following Too Closely REAR END Driver 2 making left turn from ST481 NB off ramp onto ST31 WB T/Clay when she 31 33091190 is cut off and has to brake f 102 12/2/2016 19:34 2 PDO 5 1 2 4 Traffic Control Disregarded LEFT TURN (AGAINST OTHER CAR) 31 33091190 103 12/2/2016 21:35 2 PDO 4 1 2 3 Traffic Control Disregarded LEFT TURN (WITH Operator OTHER of CAR) 31 33091190 vehicle #1 stated that she was traveling westbound on Route 31, approaching a traffic light, that s 104 12/8/2016 13:20 4 PDO 1 1 1 2 Following Too Closely OTHER 31 33091188 105 12/20/2016 18:06 2 NR 4 1 1 2 Driver Inattention Following Too Closely REAR END 31from Vehicle 2 was stopped in traffic on State Route 31 facing west when she was struck 33091189 behind by Vehicle 1. 106 12/20/2016 16:45 2 PDO 4 1 1 2 Following Too Closely REAR END 31 33091190 Operator of v2 stated that she was traveling east on Route 31 when she was rear ended by v1 at the intersect TE 213 (9/79) DIAGRAM No.: 2A-2D ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN CICERO OF DATE: US ROUTE 11 TO LAKESHORE ROAD (RM 31 3309 1249 TO RM 31 3309 1252) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION MONTH ROADWAY ROADWAY YEAR WEATHER VEHICLES REFERENCE SEVERITY SURFACE DAY ACCIDENT No. TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 1 5 3 15 1255 2 P 1 1 1 1 Driver Inattent/Distract Following too Closely RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 kwik fill 2 5 4 15 1421 2 I 1 1 1 1 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 pardee 4 5 7 15 0728 2 I 1 2 1 1 Following too Closely Driver Inattent/Distract RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 pardee 5 5 11 15 1028 2 N 1 1 1 2 FTY Driver Inattent/Distract LT P V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 Rt 11 6 5 15 15 1650 2 N 1 1 1 2 FTY Unknown LT P V2 WB RT 31 TURNS LEFT TO CRABTREE STRIKES V1 STOPPED EB RT 31 crabtree 7 5 16 15 1155 3 N 1 1 1 1 Following too Closely Driver Inattent/Distract RE C V2, V3 EB RT 31 STOPPED, V1 DID NOT STOP STRUCK REAR OF V2, V2 STRUCK kwik fillV3 8 5 18 15 1158 2 P 1 1 1 2 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 10 5 26 15 1641 2 N 1 1 1 1 FTY Unknown LT P V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 81 ramp 12 5 29 15 1711 2 N 1 1 1 1 Unsafe Lane Change Unknown SS P V1 WB RT 31 CHANGES LANES STRIKES V2 WB RT 31 pardee 13 5 26 15 2105 2 N 1 1 1 1 Unsafe Lane Change Unknown SS P V1 NB RT 11 CHANGES LANES STRIKES V2 NB RT 11 Rt 11 15 6 3 15 1516 2 N 1 1 1 1 Driver Inattent/Distract Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Byrne D 16 6 5 15 0734 1 I 1 1 1 2 React to Uninvolved Veh Pavement Slippery FO M V1 MOTORCYCLE EB RT 31 HIT SAND/GRAVEL IN ROAD AND TIPPED OVERpardee 17 6 7 15 1310 2 P 1 1 1 1 FTY Outside Car Distraction LT P V1 WB RT 31 TURNS LEFT THROUGH COURTESY GAP TO RT 11 SB STRIKES Rt 11 V2 EB RT 31 19 6 11 15 0251 2 P 1 1 1 1 Turn Improper Unknown RA P V1 EXITING BYRNE DAIRY NB TO RT 31 EB STRIKES V2 EB RT 31 Byrne D 21 6 15 15 1514 2 P 1 1 1 1 Following too Closely Unknown RE P V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 22 6 18 15 0802 2 I 1 1 1 2 Traffic Cntrl Disregard Unknown RA P V1 EB RT 31 RAN RED LIGHT STRUCK V2 NB 81 OFFRAMP 81 ramp 23 5 31 15 1000 2 P 1 1 2 3 Driver Inattent/Distract Unknown LT P V1 EB RT 31 TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 pardee 24 6 25 15 1320 2 P 1 1 1 1 Turn Improper Unknown LT C V1 COM TRUCK WB RT 31 TURNS LEFT TO CRABTREE STRIKES V2 STOPPED crabtree EB RT 31 25 6 26 15 1715 2 P 1 1 1 2 FTY Unknown LT P V1 WB RT 31 TURNS LEFT THROUGH COURTESY GAP STRIKES V2 EB RT 31 Franks rd 26 6 15 15 1720 5 I 2 1 1 2 Unsafe Lane Change Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED crabtree CHAIN REACTION WHIC 27 6 30 15 2111 2 N 2 1 2 2 Unknown Unknown LT P V1 SB RT 11 TURNS LEFT TO RT 31 STRIKES V2 NB RT 11 TURNING RIGHTRtTO11RT 31, FAULT UNKN 30 7 1 15 0938 2 P 1 1 1 2 Unsafe Lane Change Unknown SS P V1 STOPPED WB RT 31, V2 WB RT 31 CHNAGED LANES AND STRUCK V1 81 ramp 35 8 11 15 1525 2 N 1 1 1 1 FTY Traffic Cntrl Disregard RA P V1 WB RT 31 RUNS RED LIGHT STRIKES V2 SB PARDEE RD MAKING LEFT pardee ON RT 31 36 8 13 15 1621 2 N 1 1 1 1 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 38 8 20 15 2229 2 P 2 1 2 2 Turn Improper Unsafe Lane Change LT P V1 WB RT 13 TURNS LEFT TO BYRNE DAIRY STRIKES V2 WB RT 13 Byrne D 40 8 24 15 1510 2 N 1 1 1 2 Traffic Cntrl Disregard Unknown RT P V1 NB RT 11 TURNED RIGHT ON RED WHERE NOT ALLOWED STRUCK V2 SB Rt 11 RT 11 TURNING LEF 41 8 24 15 1205 2 N 1 1 1 2 Unknown Unknown PB C V1 COM TRUCK STOPPED ON RT 81 NB OFFRAMP, ATTEMPTED RIGHT TURN 81 ramp TO RT 31 STRUCK B 42 8 29 15 0714 2 N 1 1 1 1 Backing Unsafely Alcohol Involvement RE P V1 STOPPED NB ON CRABTREE RAN OUT OF GAS, ROLLED BACKWARD AND crabtree STRUCK V2 STOPPE 43 9 2 15 1542 2 N 1 1 1 1 FTY Unknown LT P V1 EB RT 31 TURNS LEFT TO DUNKIN DONUTS STRIKES V2 WB RT 31 dunkin 44 9 8 15 0915 2 P 1 1 1 1 Driver Inattent/Distract Turn Improper LT P V1 SB RT 11 RUNS RED LIGHT TURNS LEFT TO RT 31 STRIKES V2 NB RT 11 RtTURNING 11 RIGHT TO R 45 9 9 15 1155 2 I 1 1 1 1 FTY Driver Inattent/Distract PB P V1 SB RT 11 TURNS LEFT TO RT 31 STRIKES V2 BICYCLE NB RT 11 Rt 11 46 9 16 15 1713 2 I 1 1 1 2 FTY Unknown PB P V1 STOPPED SB OFFRAMP FROM RT 81 SB TO RT 31. V1 PULLED OUT AND81STRUCK ramp BICYCLE EB 47 9 25 15 1519 2 P 1 1 1 1 Unsafe Lane Change Unknown SS C V1 COM TRUCK EB RT 31 CHANGED LANES STRUCK V2 EB RT 31 Rt 11 48 9 25 15 1745 2 N 1 1 1 1 Unsafe Lane Change Following too Closely SS P V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK SIDE OF V1 Rt 11 49 9 27 15 2014 2 N 2 1 2 1 Following too Closely Unknown RE P V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 crabtree 50 9 30 15 1417 2 N 1 2 2 3 Unsafe Speed Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Byrne D TE 213 (9/79) DIAGRAM No.: 2A-2D ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN CICERO OF DATE: US ROUTE 11 TO LAKESHORE ROAD (RM 31 3309 1249 TO RM 31 3309 1252) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION MONTH ROADWAY ROADWAY YEAR WEATHER VEHICLES REFERENCE SEVERITY SURFACE DAY ACCIDENT No. TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 52 10 1 15 0715 2 P 1 1 1 2 Driver Inattent/Distract Following too Closely RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 pardee 56 10 9 15 1616 2 N 1 1 1 2 Following too Closely Unknown RE P V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 57 10 9 15 1206 2 I 1 1 2 3 FTY Driver Inattent/Distract LT P V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 Rt 11 59 10 22 15 0930 2 N 1 2 1 2 FTY Driver Inattent/Distract LT P V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 Mcdnlds 60 10 4 15 1200 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 pardee 61 10 15 15 0958 2 N 1 1 1 1 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 empower 62 10 16 15 0747 2 P 1 1 1 1 FTY Unknown RT P V1 EXITING NB FROM FRANKS ROADHOUSE STRIKES V2 EB RT 31 Franks rd 65 11 16 15 0845 2 P 1 1 1 2 FTY Unknown RT P V1 EXITING DUNKIN DONUTS SB TO RT 31 WB FTY AND STRUCK V2 WB RTdunkin 31 66 11 10 15 0931 2 P 1 1 1 2 FTY View Obstructed/Limited LT P V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 81 ramp 67 11 27 15 1927 2 P 3 1 1 1 Driver Inattent/Distract FTY RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 dunkin 68 12 1 15 1454 2 I 1 3 2 3 Following too Closely Pavement Slippery RE P V1 NB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK REAR OF V181 ramp 72 9 18 15 1704 2 F 1 2 1 1 Brakes Defective Oversize Vehicle RA C V1 COM TRUCK SB RT 81 OFF RAMP DOES NOT STOP CROSSES INTERSECTION 81 rampSTRIKES V2 EB R 74 12 12 15 1736 2 N 3 1 2 4 FTY Unknown RA P V1 EXITING PARKING LOT SB STRIKES V2 WB RT 31 parkride 76 12 23 15 1306 2 P 1 1 2 2 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 77 12 18 15 1817 2 N 3 1 2 3 Unsafe Lane Change Unknown SS P V1 EB RT 31 CHANGES LANES STRIKES V2 EB RT 31 Byrne D 78 12 26 15 1255 2 P 1 1 1 2 FTY Unknown LT P V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 Rt 11 80 12 29 15 1646 2 P 1 1 2 3 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 81 12 29 15 1817 2 P 3 1 1 2 Passenger Distraction Unknown RE P V1 STOPPED EB RT 31, BACKED UP, V1 STRUCK V2 STOPPED EB RT 31 BEHIND crabtree V1 84 1 7 16 1532 2 I 1 1 1 2 Unsafe Speed Unknown RE P V1 SB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK REAR OF V181 ramp 85 1 5 16 2130 2 P 4 1 1 1 Turn Improper Unknown LT P V1 SB RT 81 OFF RAMP TURNED LEFT TO RT 31 STRUCK V2 STOPPED WB81 RTramp 31 87 1 13 16 1320 2 P 1 1 4 4 Following too Closely Pavement Slippery RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 81 ramp 88 1 25 16 1703 2 P 4 1 2 3 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 pardee 91 1 30 16 1551 3 N 1 1 1 1 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED crabtree CHAIN REACTION WHIC 92 2 10 16 1551 2 P 1 1 4 4 Driver Inattent/Distract Following too Closely RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 crabtree 93 2 12 16 1548 2 P 1 1 2 1 Following too Closely Unknown RE P V1 NB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 pardee 94 2 19 16 1629 2 P 1 1 2 1 FTY React to Uninvolved Veh LT P V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 81 ramp 95 5 1 15 1820 2 P 1 1 1 1 FTY View Obstructed/Limited LT P V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 parkride 96 2 24 16 1442 2 I 1 1 2 3 Unsafe Lane Change Unknown SS P V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 pardee 99 3 2 16 1445 2 I 1 1 2 4 FTY Outside Car Distraction LT P V1 EB RT 31 WAVED ON BY WB VEH IN LEFT LANE TURNS LEFT TO PARDEE pardee RD STRIKES V2 WB R 100 3 8 16 1200 2 N 1 1 1 2 Turn Improper Unknown RE P V1 EB RT ATTEMPTS U TURN STRIKES REAR OF V2 STOPPED EB RT 31 crabtree 101 3 9 16 1435 2 N 1 1 1 2 Driver Inattent/Distract Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 crabtree 102 3 12 16 1920 2 N 4 1 2 3 React to Uninvolved Veh Unknown LT P V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 parkride 103 3 15 16 0657 2 P 4 1 1 1 FTY Unknown LT P V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 parkride 104 3 27 16 1325 2 I 1 1 1 1 FTY Unknown LT P V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 81 ramp 105 3 22 16 2033 2 N 4 1 1 2 Driver Inattent/Distract Unknown RE P V1 SB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 106 4 1 16 1800 2 P 1 1 1 1 FTY Driver Inattent/Distract LT P V2 EB RT 31 TURNS LEFT STRIKES V1 WB RT 31 Empower TE 213 (9/79) DIAGRAM No.: 2A-2D ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN CICERO OF DATE: US ROUTE 11 TO LAKESHORE ROAD (RM 31 3309 1249 TO RM 31 3309 1252) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION MONTH ROADWAY ROADWAY YEAR WEATHER VEHICLES REFERENCE SEVERITY SURFACE DAY ACCIDENT No. TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 107 4 7 16 1917 2 N 1 1 2 2 FTY Unknown RA P V1 EXITING DUNKIN DONUTS SB TO RT 31 EB FTY AND STRUCK V2 WB RTdunkin 31 108 4 7 16 0820 2 P 1 1 1 1 Traffic Cntrl Disregard Unknown RA P V1 EBRT 31 RAN RED LIGHT STRUCK V2 SB FROM 81 OFF RAMP 81 ramp 111 4 13 16 1647 2 I 1 1 1 2 Following too Closely Unknown RE P V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 112 4 21 16 1145 2 P 1 1 1 2 Passing/Lane Use Improp Unknown SS C V1 COM TRUCK NB RT 81 NB OFFRAMP, V1 TURNS LEFT TO RT 31 WB, V1 81 SIDESWIPES ramp V2 NB FRO 114 5 3 16 1749 2 P 1 1 1 1 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 81 ramp 115 5 11 16 1424 2 N 1 1 1 1 Unsafe Lane Change Unknown SS C V1 COM TRUCK WB RT 31 CHANGES LANES STRIKES V2 WB RT 31 81 ramp 118 5 12 16 1230 2 P 1 1 1 1 Driver Inattent/Distract Following too Closely RE P V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 119 5 14 16 1653 2 N 1 1 2 3 FTY Turn Improper RA P V1 EXITED FASTRAC NB TO RT 31 WB STRUCK V2 STOPPED RT 31 WB fast trak 121 5 23 16 0742 2 N 1 1 1 1 FTY Turn Improper LT P V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 Mcdnlds 122 5 24 16 1410 2 P 1 2 1 1 FTY Turn Improper LT P V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 Mcdnlds 125 6 12 16 1340 2 P 1 1 1 2 Following too Closely Passing/Lane Use Improp SS P V1 WB RT 31 CHANGED LANES SIDESWIPED V2 WB RT 31 81 ramp 127 6 21 16 1717 6 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE C V1 TOW TRUCK WB RT 31 HIT REAR OF V2 STOPPED WB RT 31, V2 PUSHED Rt INTO 11 V3, ETC, CHAIN 128 6 25 16 1425 2 I 1 1 1 1 Driver Inexperience Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 81 ramp 129 6 23 16 1530 2 P 1 1 1 1 FTY Unknown LT P V1 WB RT 31 FTY TURNS LEFT TO KWIK FILL STRIKES V2 EB RT 31 kwik fill 130 6 28 16 0855 2 I 1 1 1 1 Following too Closely Driver Inattent/Distract RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 81 ramp 132 6 28 16 1750 3 N 1 1 1 1 Driver Inexperience Unknown RE P V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED dunkin INTO V1 133 7 1 16 1500 3 N 1 1 1 1 Brakes Defective Unknown SS P V1, V2 NB RT 81 OFF RAMP STOPPED, V3 DID NOT STOP STRUCK SIDE OF81V1, ramp V2 135 7 10 16 1033 2 I 1 1 2 3 FTY Traffic Cntrl Disregard RA P V1 WB RT 31 RAN RED LIGHT STRUCK V2 SB RT 11 Rt 11 136 7 6 16 1605 2 P 1 1 1 1 FTY React to Uninvolved Veh LT P V1 WB RT 31 TURNS LEFT TO CRABTREE STRIKES V2 EB RT 31 crabtree 137 7 20 16 1214 2 P 1 1 1 1 FTY Unknown RA P V1 EXITED FASTRAC NB TO RT 31 WB STRUCK V2 RT 31 WB fast trak 138 7 20 16 1657 2 P 1 1 1 1 Following too Closely Unknown RE P V1 SB RT 11 TURNS EB RT 31 STRIKES V2 STOPPED EB RT 31 Rt 11 142 7 29 16 1100 2 N 1 1 1 1 Unsafe Lane Change Unknown SS P V1 WB RT 31 CHANGED LANES SIDESWIPED V2 WB RT 31 81 ramp 143 8 3 16 2204 2 P 4 1 2 3 Backing Unsafely Unknown RE P V1 BACKED NB ACROSS RT 31 FROM DRIVEWAY STRUCK V2 WB RT 31 Franks rd 144 8 2 16 1442 2 I 1 1 1 1 Unsafe Lane Change View Obstructed/Limited LT P V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 Mcdnlds 145 8 10 16 1450 2 P 1 1 1 1 FTY Unknown LT P V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 Mcdnlds 146 8 10 16 1915 2 N 1 1 1 1 FTY Unsafe Lane Change SS P V1 WB RT 31 CHANGED LANES STRUCK V2 LB RT 31 parkride 147 8 9 16 1450 3 P 1 1 1 1 Driver Inattent/Distract Driver Inexperience RE P V1, V2 EB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED Rt 11 INTO V1 148 8 16 16 1150 3 N 1 1 1 2 Driver Inattent/Distract Unknown RE P V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED 81 rampINTO V1 149 8 16 16 1415 2 P 1 1 1 2 FTY Unknown LT P V1 WB RT 13 TURNS LEFT TO BYRNE DAIRY STRIKES V2 WB RT 13 Byrne D 150 8 19 16 1816 2 P 1 1 1 1 Unsafe Lane Change Driver Inattent/Distract SS P V1 WB RT 31 CHANGED LANES SIDESWIPED V2 WB RT 31 parkride 151 8 26 16 1515 2 P 1 1 1 1 Following too Closely Unsafe Speed RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 Rt 11 152 8 31 16 1146 2 N 1 1 1 2 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 parkride 154 9 6 16 1230 2 N 1 1 1 1 Backing Unsafely Unknown RE C V1 COM TRUCK STOPPED NB RT 11 BACKED UP AND STRUCK V2 NB RT 11Rt 11 155 9 4 16 1335 2 P 1 1 1 1 FTY View Obstructed/Limited LT P V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 81 ramp 156 9 10 16 1330 2 N 1 1 1 2 Driver Inattent/Distract Unknown SS P V1 NB RT 11 TURNS RIGHT TO RT 31 SIDESWIPES V2 STOPPED WB RT 31 Rt 11 TE 213 (9/79) DIAGRAM No.: 3 ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN CICERO OF DATE: LAKESHORE ROAD TO LAKESHORE ROAD SPUR (RM 31 3309 1253 TO RM 31 3309 1255) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION MONTH ROADWAY ROADWAY YEAR WEATHER VEHICLES SEVERITY REFERENCE SURFACE DAY ACCIDENT No. TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 9 5 22 15 1737 2 I 1 1 1 1 Following too Closely Driver Inattent/Distract RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 18 6 10 15 1657 2 N 1 1 2 1 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 20 6 12 15 1224 2 N 1 1 1 2 React to Uninvolved Veh FTY RA P V1 NB TO RT 31 WB THROUGH COURTESY GAP STRIKES V2 WB RT 31 lakeshore 31 7 2 15 1317 2 I 1 1 1 1 Driver Inattent/Distract Following too Closely RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 32 7 17 15 1816 2 0 1 1 2 3 Driver Inattent/Distract Unknown RE C V1 COM TRUCK WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF lakeshore V1 37 8 13 15 1812 4 P 1 1 1 1 Following too Closely Glare RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSEDlakeshore CHAIN REACTION WHICH 55 10 8 15 1925 3 I 2 1 4 1 FTY Driver Inattent/Distract LT P V1 EB RT 31 TURNS LEFT TO LAKESHORE RD STRIKES V2 WB RT 31, V2 STRIKES lakeshore V2 ALSO WB RT 31 58 10 12 15 1715 3 P 1 2 1 1 Driver Inattent/Distract Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSEDlakeshore CHAIN REACTION WHICH 64 10 29 15 1523 3 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V1, CAUSED lakeshore CHAIN REACTION WH 70 12 5 15 0315 2 P 3 1 2 3 Animal Action Unknown AN P V1 WB RT 31 STRUCK DEER lakeshore 82 1 4 16 0725 2 N 1 1 1 2 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 83 1 5 16 1634 3 P 1 1 1 1 Following too Closely Glare RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSEDlakeshore CHAIN REACTION WHICH 110 3 21 16 1246 2 N 1 1 2 4 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 113 4 22 16 1417 2 I 1 1 1 2 Prescription Medication Failure to Keep Right HO P V1 WB RT 31 CROSSES CENTERLINE STRIKES V2 EB RT 31 lakeshore 117 4 26 16 1700 3 I 1 1 1 2 Following too Closely Driver Inattent/Distract RE P V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V1, CAUSED lakeshore CHAIN REACTION WH 131 6 24 16 1301 2 N 1 1 1 2 View Obstructed/Limited Unknown LT P V1 EB RT 31 ATTEMPTS LEFT TURN TO PIZZA SHOPE ? STRIKES V2 WB RTlakeshore 31 139 7 22 16 1537 2 N 1 1 1 1 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 157 9 15 16 0710 2 P 1 4 1 1 Backing Unsafely Unknown RE P V1 STOPPED WB LAKESHORE RD BACKS UP STRIKES V2 STOPPED WB LAKESHORE lakeshore RD 160 9 25 16 0940 2 P 1 1 1 1 Driver Inattent/Distract Unknown RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 161 9 29 16 0756 2 P 1 1 1 2 Unknown Unknown RE P V1 SB LAKESHORE RD SPUR STOPPED, V2 DID NOT STOP STRUCK REAR OF lakeshore V1 164 10 5 16 1500 2 N 1 1 1 1 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 173 11 6 16 1753 1 P 4 1 1 1 Animal Action Unknown AN P V1 WB RT 31 STRUCK DEER lakeshore 181 11 20 16 1010 1 N 1 1 2 4 Pavement Slippery Unknown FO P V1 EB RT 31 LOST CONTROL STRUCK CURB ENDED IN AUTO ACTION DRIVEWAY lakeshore 188 12 3 16 2003 2 N 4 1 1 1 Driver Inattent/Distract Driver Inexperience RT P V1 EB RT 31 LEFT LANE ATTEMPTS RIGHT TURN STRIKES V2 EB RT 31 RIGHT lakeshore LANE 191 11 25 16 1248 2 P 1 1 1 2 Unknown Unknown RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 199 12 21 16 2102 2 N 4 1 1 2 FTY Traffic Cntrl Disregard RA P V1 WB LAKESHORE RD RAN STOP SIGN STRUCK V2 EB RT 31 lakeshore 209 1 18 17 1419 2 P 1 1 2 3 Following too Closely Driver Inattent/Distract RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 217 2 21 17 1605 2 P 1 1 1 1 FTY Unknown RA P V1 NB LAKESHORE RD SPUR STOPS PROCEEDS FTY STRIKES V2 NORTHEAST lakeshore ON LAKESHORE RD 224 3 18 17 2015 2 P 4 2 2 4 FTY Turn Improper LT P V1 WB LAKESHORE ROAD ATTEMPTS LEFT TURN TO RT 31 EB STRIKES V2lakeshore WB RT 31 241 5 17 17 0915 2 P 1 1 1 1 Driver Inattent/Distract Following too Closely RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 253 6 10 17 1636 3 I 1 1 1 1 Following too Closely Fatigued/Drowsy RE P V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED lakeshore INTO V1 271 8 25 17 1721 2 N 1 2 1 1 Driver Inexperience Unknown RT P V1 EXITING PARKING LOT NB FOR RIGHT TURN TO LAKESHORE RD EB STRUCK lakeshore V2 STOPPED WB O 284 9 14 17 0735 2 P 1 1 1 1 Following too Closely Unknown RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 292 9 30 17 1145 2 N 1 1 1 2 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 306 10 30 17 0725 2 P 1 1 2 3 Following too Closely Driver Inattent/Distract RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 308 11 24 17 1226 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 310 11 29 17 1834 2 P 4 1 1 2 Driver Inattent/Distract Unsafe Speed RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore TE 213 (9/79) DIAGRAM No.: 3 ROUTE NO. OR STREET NAME: COUNTY: ONONDAGA P.I.N.: CASE No.: NYS ROUTE 31 FILE: BETWEEN: BY: TOWN CICERO OF DATE: LAKESHORE ROAD TO LAKESHORE ROAD SPUR (RM 31 3309 1253 TO RM 31 3309 1255) TIME PERIOD FROM: TO: ENVIRONMENTAL: Light Conditions: Roadway Character: Roadway Surface Condition: Weather: 1. Daylight 1. Straight & Level 1. Dry 1. Clear Use Codes from MV 104 (shown at right) for these 2. Dawn 2. Straight & Grade 2. Wet 2. Cloudy No. OF MONTHS: 05/01/15 04/31/18 categories 3. Dusk 3. Straight & Hillcrest 3. Muddy 3. Rain 36 4. Dark Road Lighted 4. Curve & Level 4. Snow/Ice 4. Snow 5. Dark Road Unlighted 5. Curve & Grade 5. Slush 5. Sleet/Hail/Freezing Rain 6. Curve & Hillcrest 10. Other 6. Fog/Smog/Smoke 10. Other CHARACTER CONDITIONS CONDITION MONTH ROADWAY ROADWAY YEAR WEATHER VEHICLES SEVERITY REFERENCE SURFACE DAY ACCIDENT No. TIME APPARENT CONTRIBUTING FACTORS DIRECTION TYPE DESCRIPTION MARKER LIGHT No. of 315 12 14 17 0734 2 I 1 2 4 2 Following too Closely Unknown RE P V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore 318 12 18 17 1132 2 P 1 1 2 3 Following too Closely Unknown RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 323 1 1 18 1500 2 P 1 1 2 2 FTY Unknown SS P V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 lakeshore 325 1 8 18 0714 2 P 5 1 1 2 Following too Closely Driver Inattent/Distract RE P V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1lakeshore 333 2 10 18 0010 2 P 5 1 1 1 FTY Unknown RA M SNOWMOBILE SB ACROSS RT 31 FTY STRUCK V2 WB RT 31 lakeshore 334 2 8 18 1537 2 P 1 1 1 1 Following too Closely Unknown RE P V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 lakeshore TE 213 (9/79) ACCIDENT REVERSE DETAILS OF HISTORY FOR LOCATION INSTRUCTIONS This form is used in conjunction with the TE 56 Collision Diagram. When it becomes impractical to put descriptive information on the diagram, this form can be used to list the details of each accident. Column No. 1: Provides a reference character which refers to a particular accident on the diagram, but may be unnessary if the date is included on the diagram itrself. Columns No. 2,3 & 4: (date, time & No. of Veh.) Are self explanatory. Column No. 5: (severity) Classifies each accident as either Fatal (F), Injury (I) or Property Damage (PDO). Non-Reportable accidents (NR) can be included if desired. Columns No. 6,7,8 & 9: (Enviornmental) Used coded numbers from the MV 104 police accident report listed on the form. Column No. 10: (Apparent Contributing Factors) Again uses coded numbers from the MV 104 police accident report. Column No. 11: Include a brief description of each accident. Include any information deemed relevant. This information may include such items as accident type, direction of vehicles, existing traffic control & driver characteristics. APPARENT CONTRIBUTING FACTORS HUMAN VEHICULAR ENVIRONMENTAL 2. Alcohol Involvement 41. Accelerator Defective 61. Animal's Action 3. Backing Unsafely 42. Brakes Defective 62. Glare 4. Driver Inattention* 43. Headlights Defective 63. Lane Marking - Improper/Inadequate 5. Driver Inexperience* 44. Other Lighting Defects 64. Obstruction/Debris 6. Drugs (illegal) 45. Oversized Vehicle 65. Pavement Defective 7. Failure to Yeild Right-of-Way 46. Steering Failure 66. Pavement Slippery 8. Fell Asleep 47. Tire Failure/Inadequate 67. Shoulders - Defective/Improper 9. Following Too Closely 48. Tow Hitch Defective 68. Traffice Control Device Improper/ Non-working 10. Illness 49. Windshield Inadequate 69. View Obstructed/Limited 11. Lost Consciousness 60. Other Vehicular* 80. Other Environmental* 12. Passenger Distraction 13. Passing or Lane Usage Improper 14. Pedestrian's Error/Confusion 15. Physical Disability * Indicate nature of contributing factor 16. Precription Medication 17. Traffic Control Disregarded 18. Turning Improperly 19. Unsafe Speed 40. Other Human* DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CLAY COUNTY ONONDAGA FILE INTERSECTION SEGMENT: NYS ROUTE 31 FROM WEGMANS DRIVE EAST TO MARKETFAIR PLAZA PERIOD 3 YR MO FROM 05 / 01 / 2015 TO 04 / 31 / 2017 BY DATE / / FIGURE 1 NOTE: 129 NUMBER OF CRASHES NOT DEPICTED ON THIS DIAGRAM DUE TO MISSING DETAILS REGARDING TRAVEL DIRECTION OR CRASH TYPE. VE NYS ROUTE 481 NYS ROUTE 481 WEGMANS DRI SB OFF RAMP NB ON RAMP NYS EAST ROUT E 48 99 161 1 70 5 13 35 58 147 62 94 98 116 129 101 2 112 30 103 49 79 NYS ROUTE 31 105 84 113 61 144 175 174 123 168 149 140 74 106 133 72 93 109 60 59 39 17 42 25 28 8 32 R PLAZA NYS NYS ROUTE 481 178 52 NB OFF RAMP SOULE ROAD ROUT MARKETFAI E 48 1 156 136 SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED TE 56 DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CICERO COUNTY ONONDAGA FILE INTERSECTION SEGMENT: NYS ROUTE 31/NYS ROUTE 11/I-81 PERIOD 3 YR MO FROM 5 / 3 / 15 TO 4 / 25 / 18 BY DATE / / FIGURE 2A 240 27 44 45 178 105 180 288 297 Collision Diagram 10/16/17=1012=wet, cloudy 5/17/17=2330=dry, clear 3/22/16=2033=dry, cloudy 11/14/16=0720=dry, clear 11/19/16=1802=wet, rain Collision Diagram 9/20/17=1806=dry, clear 6/30/15=2111=wet, rain 9/8/15=0915=dry, clear 9/9/15=1155=dry, clear Rt. 31 in Cicero Turning improper Driver inattention Driver inattention Route 11 Rt. 31 in Cicero Pavement slippery Driver inattention Animal action Follow to close Follow to close Follow to close 31 3309 1249 to 31 3309 1261 unknown 31 3309 1249 to 31 3309 1261 fty Route 11 to Damon Rd fty fty Route 11 to Damon Rd 5/1/15 to 4/30/18 Brewerton Rd 5/1/15 to 4/30/18 WL TSJ 11/18 WL TSJ 11/18 B Not To Scale Not To Scale 275 Unsafe lane change 11/3/17=2025=dry, clear 302 Traffic control disregard 3/27/17=1252=dry, cloudy 228 following to closely 202 12/20/16=1545=snow/ice, clear unknown 3/10/17=2000=dry, cloudy 221 5/18/15=1158=dry, cloudy FTY 8 following to closely CC 12/19/16=1210=wet, clear 6/21/16=1717=dry, clear 190 198 127 Unsafe lane change FTY following to closely Driver inattention COM TRUCK C 5/11/15=1028=dry, cloudy MATCH FIGURE 2B 5 11/2/16=1819=dry, clear FTY 171 11/29/16=1346=dry, cloudy Driver inattention following to closely 185 Driver inattention fty 6/7/15=1310=dry, clear 17 11/27/16=0918=wet, cloudy FTY 183 Outside car distraction following to closely 10/9/15=1206=wet, rain 5/17/17=1531=dry, clear 246 Route 31 293 10/4/17=0653=dry, clear Route 31 FTY 57 unknown Follow to close Driver inattention CCC 170 249 6/3/17=1220=dry, clear 12/26/15=1255=dry, cloudy Driver inattention 78 Driver inattention FTY C 227 3/23/17=1530=dry, clear 11/6/16=1520=dry, clear Follow to close 174 8/30/17=0737=dry, clear FTY 291 AC Unsafe speed Follow to close 4/15/18=0920=wet, rain Driver inattention Driver inattention 348 illness 8/26/16=1515=dry, clear BC 151 9/9/17=1041=dry, clear Follow to close 280 7/10/16=1033=wet, rain Unsafe speed 135 Follow to close Traffic control disregard 1/12/18=1537=wet, rain B 326 fty 147 8/9/16=1450=dry, clear Unsafe speed Driver inexperience 9/8/17=1051=dry, cloudy Driver inattention 279 47 Follow to close C Unsafe lane change 319 12/22/17=1230=snow/ice, snow 76 12/23/15=1306=wet, cloudy COM TRUCK Driver inattention Pavement slippery following to close 12/29/15=1646=wet, rain 80 Follow to close 1/7/17=0850=dry, cloudy 283 204 Unsafe lane change Turn improper 9/30/15=1417=wet, rain Driver inattention 50 Unsafe speed 7/20/16=1657=dry, clear 138 Follow to close 8/13/15=1621=dry, clear 36 following to closely 77 Unsafe lane change 6/3/15=1516=dry, clear 15 Driver inattention Route 31 C CC 9/6/16=1230=dry, clear 9/10/16=1330=dry, cloudy 11/29/17=2204=dry, cloudy Backing unsafe 9/25/15=1745=dry, clear 11/11/16=1100=dry, clear 12/31/16=1015=dry, cloudy COM TRUCK 8/24/15=1510=dry, cloudy 11/27/17=1219=dry, clear 4/13/16=1647=dry, cloudy 10/9/15=1616=dry, cloudy 12/22/16=1130=snow/ice, 11/18/16=1705=dry, clear 5/5/17=1730=wet, cloudy 6/15/15=15114=dry, clear 1/28/17=1735=wet, snow 12/9/17=1856=dry, clear 5/12/16=1230=dry, clear 9/27/16=0515=dry, clear Traffic cntrl disregard Unsafe lane change 4/15/17=1446=wet, rain Traffic cntrl disregard Unsafe lane change Driver inattention Turning improper Driver inattention Driver inattention Follow to close Follow to close Follow to close Follow to close Follow to close Follow to close Follow to close Follow to close Follow to close Follow to close Unsafe speed Turn improper Driver inattention cloudy fty fty 48 320 175 309 56 21 232 236 165 40 156 210 154 314 256 200 194 179 118 111 Route 11 Brewerton Rd SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED TE 56 DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CICERO COUNTY ONONDAGA FILE INTERSECTION SEGMENT: NYS ROUTE 31/NYS ROUTE 11/I-81 PERIOD 3 YR MO FROM 5 /3 / 15 TO 4 / 25 / 18 BY DATE / / FIGURE 2B Collision Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1261 Route 11 to Damon Rd 5/1/15 to 4/30/18 WL TSJ 11/18 328 1/12/18=1724=wet, rain Not To Scale Empower Credit Union formerly M & T Bank fty 6/26/15=1715=dry, cloudy 2/19/17=1509=dry, clear 6/23/16=1530=dry, clear 25 212 129 FTY 3/24/18=0910=dry, clear FTY fty 344 (to franks roadhouse) Turn improper (to kwick fill) Unsafe lane change 6/28/16=0855=dry, clear C 130 (to Byrne Dairy) Driver inattention 11/12/16=1530=dry, clear Follow to closely 8/16/16=1415=dry, cloudy 176 5/15/15=1650=dry, cloudy 302 149 fty 3/27/17=1252=dry, cloudy 6 228 FTY Turn improper fty following to closely (to Byrne Dairy) (prob kwik fill) y 6/25/15=1320=dry, clear 221 5/18/15=1158=dry, cloudy 3/15/18=1400=dry, cloudy 24 8 8/20/15=2229=wet, rain 342 Turn improper following to closely 38 fty Turn improper COM TRUCK Unsafe lane change (to kwick fill) r 6/21/16=1717=dry, clear (to Byrne Dairy) 7/6/16=1605=dry, clear 198 127 136 following to closely 3/5/18=1559=dry, cloudy 340 3/25/18=1300=dry, clear Fty Driver inattention 345 Turn improper fty React to uninvol veh COM TRUCK 4/28/17=1700=dry, clear dy 238 (prob kwik fill) Unsafe lane change C 5 MATCH FIGURE 2A 11/2/16=1819=dry, clear 171 following to closely 4/1/16=1800=dry, clear 106 Driver inattention Driver inattention ear fty 17 11/27/16=0918=wet, cloudy 183 ion following to closely 10/15/15=0958=dry, clear MATCH FIGURE 2C 61 Follow to close n 5/17/17=1531=dry, clear 246 57 unknown Route 31 Route 31 Route 31 170 udy Driver inattention 78 12/9/17=1025=?, clear 313 Driver inattention ar 174 8/30/17=0737=dry, clear 291 10/5/17=1500=dry, clear Follow to close 294 Driver inattention Follow to close 9/9/17=1041=dry, clear ain 280 6/8/17=1533=dry, clear 135 Follow to close 251 gard Follow to close 9/8/17=1051=dry, cloudy 6/5/17=0825=wet, rain 279 250 47 Follow to close C Follow to close ange CK Driver inattention Driver inattention 12/29/15=1646=wet, rain 5/24/17=1419=dry, clear 80 245 Follow to close 10/21/16=1840=wet, rain Follow to close 168 fty nsafe lane change 9/30/15=1417=wet, rain 3/7/18=1619=wet, cloudy 12/27/16=1812=dry, clear 50 341 201 CC Follow to close Follow to close 9/ Unsafe speed 287 100 3/8/16=1200=dry, cloudy Brakes defective 7/20/16=1657=dry, clear Turning improper Follow to close 8/13/15=1621=dry, clear 10/31/17=1800=dry, cloudy 36 303 8/3/16=2204=dry, clear following to closely Unsafe lane change 12/8/16=0656=wet, cloudy 192 Driver inattention 4/29/17=1335=dry, cloudy Follow to close 239 Backing unsafe Unsafe lane change 6/3/15=1516=dry, clear Follow to close CC 15 Driver inattention 3/9/16=1435=dry, cloudy 9/5/17=1629=dry, clear 101 276 Driver inattention Driver inattention 213 2/18/17=1049=dry, clear Follow to close Follow to close COM 12/29/15=1817=wet, rain 81 TRUCK Passenger distraction 7 5/16/15=1155=dry, clear 143 Following to closely Driver inattention 1/30/16=1551=dry, cl 6/15/15=1720=dry, clear 91 5/3/15=1255=dry, clear 26 Follow to close C Follow to close 1 4/11/16=0745=wet, cloudy Following to closely 10/16/15=0747=dry, clear 6/11/15=0251=dry, clear Driver inattention 3/11/18=1300=dry, cloudy 1/15/17=1135=dry, clear Driver inattention turning improper 8/29/15=0714=dry, clear Back unsafe, alcohol FTY FTY Fty fty 1/5/17=0958=dry, cloudy 3/10/17=1643=dry, clear 9/27/15=2014=dry, clear 3/5/17=1226=dry, clear Following to closely Following to closely Kwik Fill/ 109 62 Red Apple FTY FTY 19 343 208 Franks Byrne Roadhouse Dairy 219 203 222 49 Crabtree Lane East SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED TE 56 DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CICERO COUNTY ONONDAGA FILE INTERSECTION SEGMENT: NYS ROUTE 31/NYS ROUTE 11/I-81 PERIOD 3 YR MO FROM 5 /3 / 15 TO 4 / 25 / 18 BY DATE / / FIGURE 2C Off Ramp From Rt 81 SB Collision Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1261 46 72 84 269 163 285 85 Route 11 to Damon Rd 226 356 357 358 5/1/15 to 4/30/18 3/14/17=0640=snow/ice, snow 12/9/15=1400=dry, cloudy 10/3/16=0920=wet, cloudy 8/20/17=1050=dry, cloudy 7/18/15=1620=dry, clear 9/16/15=1713=dry, cloudy 1/5/16=2130=dry, cloudy 9/12/17=1330=dry, clear 1/7/16=1532=dry, cloudy WL TSJ 11/18 9/18/15=1740=dry, clear Traffic cntrl disregard 2/9/17=?=dry, clear 2/12/16=1548=wet, clear Oversized vehicle Driver inattention pavement slippery Following to close Brakes defective COM TRUCK Turn improper following to closely Unsafe speed unknown To Rt 81 on ramp unknown FTY Fty fty FTY NB/ Pardee Rd Not To Scale TRUCK Turning to Turning to Turning to Rt 81 NB Rt 81 NB Rt 81 NB COM A KKCC 93 C Tow 2/28/18=0720=dry, cloudy 338 truck Follow to close 6/28/16=0855=dry, clear 12/2/16=1901=wet, snow 6/18/17=1350=dry, clear C 130 186 257 Driver inattention Driver inattention Follow to closely Follow to closely C 5/15/15=1650=dry, cloudy 6 8/16/16=1150=dry, cloudy 148 2/13/18=0954=dry, clear fty 335 Driver inattention CC Follow to closely Driver inattention 6/25/15=1320=dry, clear 24 7/29/16=1100=dry, clear Turn improper 142 COM TRUCK Unsafe lane change 7/6/16=1605=dry, clear 136 Fty 6/12/16=1340=dry, cloudy 125 React to uninvol veh Follow to close 11/16/16=1320=dry, clear Lane use improper 177 Unsafe lane change 7/1/15=0938=dry, cloudy 30 Unsafe lane change MATCH FIGURE 2B MATCH FIGURE 2D 4/25/18=1517=wet, rain 353 Driver inattention 5/26/15=1641=dry, clear 10 FTY Route 31 Route 31 11/10/15=0931=dry, cloudy 66 FTY View obstructed limited 2/14/17=1802=wet, cloudy 211 2/19/16=1629=wet, clear FTY 94 3/24/18=1751=dry, clear FTY React to uninvoled veh 346 Fty React to uninvoled veh React to uninvol veh CC 3/27/16=1325=dry, clear 9/4/16=1335=dry, clear 3/8/17=1609=dry, cloudy 220 104 155 FTY FTY 11/30/17=0724=dry, clear FTY 312 CC View obstructed Fty C 3/23/17=1252=dry, clear 3/2/16=1445=wet, snow 225 99 Unsafe lane change 8/23/17=1400=dry, clear Fty 274 Outside car distraction Fty 5/31/15=1000=wet, rain 23 8/27/17=1342=dry, clear Driver inattention 273 Fty Turning improper C 8/28/17=1315=dry, cloudy 6/28/17=1000=dry, clear 272 259 Follow to close Driver inattention 9/19/17=1004=dry, clear 287 8/2/17=1552=dry, clear 4/4/17=1502=wet, rain 267 230 Fty BC Follow to close Driver inattention FTY 128 6/25/16=1425=dry, clear 261 6/10/17=1850=dry, clear BC C Traffic cntrl disregard Driver inexperience 7/20/17=1313=dry, cloudy fty 264 Lane use improper 114 5/3/16=1749=dry, clear following to closely 108 4/7/16=0820=dry, clear Traffic cntrl disregard 12/1/16=1703=dry, clear 187 6/18/15=0802=dry, cloudy Unsafe lane change 22 11/11/17=1405=dry, clear fty Traffic control disregard BC 307 Unsafe lane change 1/13/16=1320=snow/ice, snow Aggressive driving/road rage 1/30/16=1551=dry, clear 87 91 following to close Utility’s in roadway to restore Follow to close C pavement slippery power. Signals not operating. 3/15/17=1750=snow/ice, snow 8/24/15=1205=dry, cloudy On Ramp 2/11/18=0737=wet, cloudy 2/23/18=1802=wet, clear 11/29/16=1936=dry, clear 12/1/15=1454=wet, rain Traffic cntrol disregard 4/21/16=1145=dry, clear 2/1/18=1804=wet clear 1/8/17=1009=snow/ice Pavement slippery 8/29/15=0714=dry, clear Ped error confusion following to closely Lane use improper Pavement slippery 7/1/16=1500=dry, clear Pavement slipper Back unsafe, alcohol Follow to close To Rt 81 SB Unsafe lane change COM TRUCK Unsafe speed COM TRUCK COM TRUCK Unsafe speed Driver inattention Brakes defective 3/10/17=1643=dry, clear 9/27/15=2014=dry, clear Following to closely Following to closely 10/27/16=2222=wet, rain 8/16/15=1937=dry, cloudy (100 ft south of Rt 31) (500 ft south of Rt 31) Pavement slippery 336 332 223 68 41 Unsafe speed 205 184 133 112 337 222 49 East 355 Off Ramp From 354 Rt 81 NB SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED TE 56 DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CICERO COUNTY ONONDAGA FILE INTERSECTION SEGMENT: NYS ROUTE 31/NYS ROUTE 11/I-81 PERIOD 3 YR MO FROM 5 /3 / 15 TO 4 / 25 / 18 BY DATE / / FIGURE 2D # 5865 Formerly Dunkin Waffleworks # 5879 Donuts Park and McDonalds Ride Driveway 65 277 301 290 107 2/12/16=1548=wet, clear 11/16/15=0845=dry, cloudy 4/7/16=1917=wet, cloudy following to closely 11/3/17=0709=wet, clear 9/29/17=0830=dry, clear 95/17=0757=wet, rain 74 81 on ramp Previously Mobil station 218 FTY FTY Pardee Rd FTY FTY FTY 3/2/17=0746=snow/ice, snow Arrow Glass fty Now vacant fty 93 C C 3/5/18=1510=dry, clear 339 12/16/16=1445=snow/ice, Follow to close cloudy 197 4/9/17=1752=dry, clear 233 C Driver inattention Follow to close 8/10/16=1915=dry, clear 6/28/16=1750=dry, clear Turning improper 146 132 Unsafe lane change Driver inexperience COM TRUCK 4/11/17=1719=dry, clear fty 8/11/15=1525=dry, clear 235 35 Follow to close Fty Driver inattention 11/27/15=1927=wet, rain 67 Traffic cntrl disregard Driver inattention 8/19/16=1816=dry, clear 6/12/17=1255=dry, clear 150 fty MOTOR 252 Unsafe lane change 5/4/15=1421=dry, clear Follow to close CYCLE 2 Driver inattention Follow to close C 6/9/2008=0711=dry, clear F1 5/7/15=0728=dry, clear 7/14/17=1526=wet, cloudy FTY 4 262 Follow to close CC Follow to close C 8/31/16=1146=dry, cloudy Driver inattention fty 152 Follow to close MATCH FIGURE 2C 10/1/15=0715=dry, cloudy 10/25/17=1613=dry, clear 52 298 10/2/15=0930=dry, cloudy Follow to close 59 Follow to close FTY Driver inattention Driver inattention MATCH FIGURE 2E 4/18/18=1835=dry, clear 10/4/15=1200=dry, clear 351 60 Follow to close Follow to close 5/23/16=0742=dry, clear Driver inattention 121 FTY Turn improper 1/25/16=1703=dry, clear Follow to close 88 Route 31 122 5/24/16=1410=dry, clear 3/31/17=1245=wet, snow FTY 229 Follow to close Turn improper C 96 144 8/2/16=1442=dry, clear C View obstructed Unsafe lane change 5/29/15=1711=dry, clear 12 Unsafe lane change 145 8/10/16=1450=dry, clear fty 5/11/16=1424=dry, clear 115 Unsafe lane change COM TRUCK 216 2/26/17=1324=wet, snow 12/20/17=0642=wet, snow Fty 317 fty React to uninvol veh C 3/15/16=0657=dry, cloudy 103 6/24/17=1544=dry, clear fty B 258 Fty 29 268 7/24/17=1601=wet, rain 3/12/16=1920=dry, clear 102 FTY 352 4/18/18=1141=dry, cloudy React to uninvol veh Follow to close 207 1/12/17=0718=wet, cloudy 5/1/15=1820=dry, clear FTY 95 28 7/1/15=1426=wet, cloudy 5/25/16=1515=d Fty FTY 123 FTY View obstructed 9/21/16=1810=dry, clear 162 FTY 5/23/17=0809=dry, cloudy View limited 243 Unsafe lane change 169 10/22/16=1655=wet, rain 6/5/15=0734=dry, cloudy 11/4/16=2105=dry, clear FTY 16 4/11/17=1741=dry, clear 172 C Pavement slippery 234 B Follow to close Unsafe lane change C MOTORCYCLE X 9/2/15=1542=dry, clear C fty 43 gravel FTY COM 11/3/16=1705=wet, rain 3/15/17=1750=snow/ice, snow TRUCK X Util Driver inattention 9/7/17=0721=dry, clear 8/24/15=1205=dry, cloudy 2/11/18=0737=wet, cloudy pole React to uninvol veh 12/1/15=1454=wet, rain 2/1/18=1804=wet clear Pavement slippery Ped error confusion following to closely Pavement slippery 9/25/16=1800=dry, clear Fty 7/20/16=1214=dry, clear Follow to close COM TRUCK Unsafe speed COM TRUCK 5/14/16=1653=wet, rain Unsafe lane change Fty Turn improper Fty Fty Note 1: – Fatality, occurred Fty outside the timeframe of study. Plotted on collision diagram but (100 ft south of Rt 31) Pavement slippery 336 332 223 68 41 278 not used in accident 137 159 Ar calculations. # 5866 #5 Fast Track Auto Detail Formerly Car Wash Sunoco 55 SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED TE 56 DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CICERO COUNTY ONONDAGA FILE INTERSECTION SEGMENT: NYS ROUTE 31/LAKESHORE RD/LAKESHORE RD SPUR PERIOD 3 YR MO FROM 5 /3 / 15 TO 4 / 25 / 18 BY DATE / / FIGURE 3 ision Diagram 31 in Cicero 249 to 31 3309 1261 11 to Damon Rd /15 to 4/30/18 L TSJ 11/18 Collision Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1261 t To Scale Route 11 to Damon Rd 5/1/15 to 4/30/18 2/21/17=1605=dry, clear 161 WL TSJ 11/18 9/29/16=0756=dry, cloudy fty 1/1/18=1500=wet, cloudy 323 unknown fty Not To Scale 8/25/17=1712=dry, clear Driver inexperience Per street view 2009 Dunkin Donuts 2012 2013 Vacant 2016 Meadows Custard Tri State Auto Parking Field Work 2018 Meadows Custard Will be moving Lake Shore per sign in parking lot Rd Spur 12/5/15=0315=dry, cloudy 70 Animal action 11/6/16=1753=dry, clear Deer 173 Animal action 4/22/16=1417=dry, cloudy 113 Prescription medication Fail to keep right AB Route 31 Route 31 12/14/17=0734=snow/ice, cloudy 315 following to closely 333 2/10/18=0010=snow/ice, cloudy 10/30/17=0725=wet, rain 306 following to closely 6/24/16=1301=dry, cloudy Driver inattention SNOWMOBILE 131 View obstructed limited 1/4/16=0725=dry, cloudy 82 Fty following to closely 6/10/15=1657=wet, clear 18 following to closely 12/3/16=2003=dry, cloudy 188 unknown 3/21/16=1246wet, snow 110 11/20/16=1010=wet, snow following to closely 181 6/12/15=1224=dry, cloudy Pavement slipppery React to uninvol veh Fty Sign X Tri-State Auto 20 Tri-State Auto SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED TE 56 DEPARTMENT OF TRANSPORTATION COLLISION DIAGRAM MUNICIPALITY TOWN OF CLAY COUNTY ONONDAGA FILE INTERSECTION NYS ROUTE 481/CAUGHDENOY ROAD/MAPLE ROAD PERIOD 6 YR MO FROM 9 /1 / 13 TO 8 / 31 / 19 BY DATE / / FIGURE 4 Caughdenoy Rd Collision Diagram Rt. 481 ramp at Caughdenoy Rd 9/1/13 to 8/31/19 SB TSJ 4/20 6 YEAR Sheet 1 of 1 Not To Scale C Caughdenoy Rd Maple Rd C C B C C From Rt 481 NB SYMBOLS MANNER OF COLLISION MOVING VEHICLE PEDESTRIAN REAR-END HEAD-ON MOTORCYCLE BICYCLE SIDE-SWIPE LEFT-TURN M B BACKING VEHICLE FIXED OBJECT OUT OF CONTROL RIGHT-ANGLE STOPPED VEHICLE PERSONAL INJURY SKIDDING PARKED VEHICLE FATAL INJURY OVERTURNED Crash Rate Worksheet Location No. 1 Location Name: NYS Route 31 from Wegmans Driveway East to Marketfair Plaza From RM: 31 3309 1186 To RM: 31 3309 1190 Segment Length: 0.5 miles Study Years: May 1, 2015 to April 31, 2018 Total Years: 3 Total Crashes: 180 AADT Avg: 26800 MVM: 14.67 Calculated Rate: 12.27 Acc/MVM Statewide Average: 2.94 Acc/MVM Urban Functional Class Undivided All Lanes Mainline and Juncture Accidents All Types Crash Rate Worksheet Location No. 2 Location Name: NYS Route 31 from US Route 11 to Lakeshore Road From RM: 31 3309 1249 To RM: 31 3309 1252 Segment Length: 0.4 miles Study Years: May 1, 2015 to April 31, 2018 Total Years: 3 Total Crashes: 239 AADT Avg: 22788 MVM: 9.98 Calculated Rate: 23.95 Acc/MVM Statewide Average: 2.94 Acc/MVM Urban Functional Class Undivided All Lanes Mainline and Juncture Accidents All Types Crash Rate Worksheet Location No. 3 Location Name: NYS Route 31 from Lakeshore Road to Lakeshore Road Spur From RM: 31 3309 1253 To RM: 31 3309 1255 Segment Length: 0.3 miles Study Years: May 1, 2015 to April 31, 2018 Total Years: 3 Total Crashes: 43 AADT Avg: 12796 MVM: 4.20 Calculated Rate: 10.23 Acc/MVM Statewide Average: 2.94 Acc/MVM Urban Functional Class Undivided All Lanes Mainline and Juncture Accidents All Types Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 1 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2017 01-JAN-2016 thru 31-DEC-2017 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 11-APR-2018 Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 3 3 34012008 3 34012013 .6 PIL 16560 7.263 72 0 28 74 35 67 102 14.04 8.26 61.25 8.60 2017 3 3 34012014 3 34012016 .3 PIL 8246 1.808 70 0 4 55 42 17 59 32.63 8.87 51.14 5.03 2017 3 3 34013022 3 34013026 .5 PIL 5126 1.874 50 0 4 12 12 4 16 8.54 6.09 11.00 1.73 2017 3 3 34013146 3 34013148 .3 PIL 3919 .859 50 0 3 10 8 5 13 15.13 7.54 10.71 2.63 2017 5 5 33081156 5 33081159 .4 PIL 15666 4.581 72 0 2 43 21 24 45 9.82 8.92 19.30 1.13 2017 5 5 33081346 5 33081144 .5 PIL 18332 6.7 36 1 7 35 13 30 43 6.42 3.46 30.34 5.02 2017 5 5 33082039 5 33082041 .3 PIL 17179 3.767 62 0 5 28 8 25 33 8.76 8.22 14.73 2.55 2017 5 5 33082046 5 33082050 .5 PIL 17179 6.279 62 3 9 50 7 55 62 9.87 7.49 31.55 4.98 2017 5 5 33083008 5 33083010 .3 PIL 17649 3.87 62 0 9 35 6 38 44 11.37 8.18 25.23 5.56 2017 5 5 33083025 5 33083027 .3 PIL 49843 10.93 74 0 13 58 24 47 71 6.50 5.79 27.60 5.52 2017 5 5 33083043 5 33083046 .4 PIL 22220 6.497 72 0 19 60 48 31 79 12.16 8.4 42.55 8.00 2017 5 5 33083051 5 33083053 .3 PIL 8796 1.929 68 0 8 24 19 13 32 16.59 7.43 25.21 6.53 2017 5 5 35061087 5 35061089 .3 PIL 13896 3.047 68 0 4 20 10 14 24 7.88 6.68 13.27 2.46 2017 5 5 35061092 5 35061095 .4 PIL 9712 2.84 68 0 7 16 8 15 23 8.10 6.78 13.00 2.99 2017 11 11 32022001 11 32022004 .4 PIL 10245 2.996 68 0 6 20 18 8 26 8.68 6.7 15.45 2.81 2017 11 11 32022005 11 32022009 .5 PIL 12678 4.634 68 0 10 45 28 27 55 11.87 6.11 38.69 4.62 2017 11 11 32022011 11 32023000 .3 PIL 8542 1.873 68 0 4 19 9 14 23 12.28 7.49 16.41 3.15 2017 11 11 32023016 11 32023018 .3 PIL 6213 1.363 68 0 0 20 15 5 20 14.67 8.12 15.20 0.59 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 2 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 11 11 33031086 11 33031089 .4 PIL 2325 .68 50 0 3 9 3 9 12 17.65 8.06 10.18 2.00 2017 11 11 33031136 11 33031139 .4 PIL 6023 1.761 50 0 7 19 14 12 26 14.76 6.19 21.30 4.44 2017 11 11 33031140 11 33031145 .6 PIL 9859 4.324 46 0 12 16 1 27 28 6.48 4.14 18.92 4.61 2017 11 11 33031153 11 33031156 .4 PIL 9582 2.802 60 0 10 28 21 17 38 13.56 8.37 25.14 5.14 2017 11 11 33033018 11 33033021 .4 PIL 24260 7.094 64 0 27 94 20 101 121 17.06 7.51 85.60 15.22 2017 11 11 33033022 11 33033022 .1 PIL 17414 1.273 58 0 13 17 11 19 30 23.57 11.2 23.30 29.63 2017 11 11 33033023 11 33033028 .6 PIL 17414 7.638 68 0 22 87 38 71 109 14.27 5.55 82.11 8.89 2017 11 11 33033029 11 33033032 .4 PIL 13756 4.022 72 0 11 44 28 27 55 13.67 9.14 32.44 5.23 2017 11 11 33033040 11 33033042 .3 PIL 12536 2.749 68 0 3 19 12 10 22 8.00 6.83 12.32 1.96 2017 11 11 33033042 11 33033049 .8 PIL 16278 9.519 68 1 21 95 42 75 117 12.29 5.35 83.49 8.73 2017 11 11 33033050 11 33033058 .9 PIL 23628 15.55 72 1 37 139 29 148 177 11.39 7.43 89.79 9.36 2017 11 11 33033068 11 33033070 .3 PIL 13327 2.923 68 1 10 12 15 8 23 7.87 6.74 12.71 8.26 2017 11 11 33033109 11 33033111 .3 PIL 10654 2.336 68 0 5 16 13 8 21 8.99 7.1 12.78 3.18 2017 11 11 33033113 11 33033116 .4 PIL 12799 3.742 68 0 7 17 19 5 24 6.41 6.38 10.83 2.40 2017 11 11 34041031 11 34041035 .5 PIL 8589 3.139 68 0 2 24 11 15 26 8.28 6.63 14.95 0.95 2017 11 11 34041093 11 34041095 .3 PIL 2810 .616 50 0 5 6 8 3 11 17.86 8.29 9.36 4.06 2017 11 11 34041228 11 34041231 .4 PIL 5224 1.527 50 0 2 15 13 4 17 11.13 6.43 12.92 1.46 2017 13 13 32041031 13 32041034 .4 PIL 12335 3.607 60 0 5 27 11 21 32 8.87 7.94 15.44 2.06 2017 13 13 32042008 13 32042012 .5 PIL 15988 5.844 72 0 9 53 15 47 62 10.61 8.55 29.22 2.92 2017 13 13 32042023 13 32042025 .3 PIL 9031 1.98 72 0 6 18 15 9 24 12.12 10.6 12.89 3.34 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 3 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 13 13 34071183 13 34071186 .4 PIL 5959 1.742 50 0 1 15 2 14 16 9.18 6.21 11.35 0.88 2017 13 13 36031127 13 36032015 .6 PIL 20846 9.143 72 0 17 109 41 85 126 13.78 7.98 74.71 5.89 2017 13 13 36032025 13 36032026 .2 PIL 32964 4.819 42 0 4 27 16 15 31 6.43 5.49 16.01 3.93 2017 13 13 36032116 13 36032122 .7 PIL 17826 9.122 74 0 25 172 104 93 197 21.60 5.95 160.79 10.37 2017 13 13 36033027 13 36033029 .3 PIL 22625 4.962 34 0 6 15 12 9 21 4.23 3.88 11.03 3.49 2017 31 31 33091172 31 33091174 .3 PIL 22484 4.931 72 0 9 38 23 24 47 9.53 8.8 19.34 4.01 2017 31 31 33091182 31 33091184 .3 PIL 26705 5.856 72 0 15 42 20 37 57 9.73 8.55 24.15 6.54 2017 31 31 33091184 31 33091186 .3 PIL 26705 5.856 72 0 19 35 39 15 54 9.22 8.55 21.15 7.38 2017 31 31 33091186 31 33091191 .6 PIL 25499 11.18 72 0 34 92 48 78 126 11.27 7.75 63.26 8.75 2017 31 31 33091205 31 33091207 .3 PIL 10394 2.279 68 0 8 13 15 6 21 9.21 7.14 12.98 4.86 2017 31 31 33091249 31 33091252 .4 PIL 20212 5.91 72 0 26 139 37 128 165 27.92 8.54 131.84 17.56 2017 31 31 33091253 31 33091257 .5 PIL 12925 4.724 68 0 26 44 37 33 70 14.82 6.08 53.37 11.73 2017 31 31 33091260 31 33091264 .5 PIL 12925 4.724 68 0 15 39 32 22 54 11.43 6.08 37.37 6.36 2017 31 370 33031074 370 33031077 .4 PIL 17020 4.977 68 0 3 32 10 25 35 7.03 6.02 17.48 1.50 2017 31 370 33031077 31 33091141 .6 PIL 14843 6.51 68 0 10 39 24 25 49 7.53 5.72 26.08 2.85 2017 34 34 31052018 34 31052020 .3 PIL 12713 2.788 72 0 9 21 24 6 30 10.76 9.81 14.36 4.35 2017 38 38 31041072 38 31041075 .4 PIL 5562 1.626 50 0 5 12 10 7 17 10.46 6.32 12.66 2.84 2017 48 48 33011049 48 33011058 1.0 PIL 10861 7.939 68 0 20 59 56 23 79 9.95 5.51 51.05 4.01 2017 48 48 34021009 48 34021013 .5 PIL 6959 2.544 50 0 0 17 8 9 17 6.68 5.64 10.21 0.31 2017 49 49 34012139 49 34012143 .5 PIL 7166 2.619 68 0 1 27 2 26 28 10.69 6.91 18.78 0.79 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 4 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 49 49 34012159 49 34012161 .3 PIL 10666 2.339 50 0 2 12 6 8 14 5.99 5.76 7.75 1.33 2017 79 79 36053021 79 36053025 .5 PIL 4458 1.629 50 0 3 14 4 13 17 10.44 6.32 12.65 1.52 2017 79 79 36053042 79 36053045 .4 PIL 4458 1.304 50 0 3 10 5 8 13 9.97 6.71 9.52 1.75 2017 81I 81I32021043 81I32021045 .3 PIL 20269 4.445 2 0 1 10 0 11 11 2.47 2.44 6.33 0.90 2017 81I 81I32021086 81I32021090 .5 PIL 20269 7.408 2 0 3 15 0 18 18 2.43 2.15 10.22 1.31 2017 81I 81I32021119 81I32021121 .3 PIL 20269 4.445 2 0 0 11 0 11 11 2.47 2.44 6.33 0.36 2017 81I 81I32021124 81I32021126 .3 PIL 20269 4.445 2 0 2 9 0 11 11 2.47 2.44 6.33 1.44 2017 81I 81I33031059 81I33031061 .3 PIL 33763 7.404 2 0 3 13 0 16 16 2.16 2.15 8.23 1.91 2017 81I 81I33032013 81I33032015 .3 PIL 49362 10.83 18 0 5 24 2 27 29 2.68 2.45 13.95 2.33 2017 81I 81I33032025 81I33032027 .3 PIL 52001 11.40 18 0 6 27 5 28 33 2.89 2.42 17.15 2.99 2017 81I 81I33032035 81I33032047 1.3 PIL 88718 84.31 14 0 49 188 25 212 237 2.81 1.53 138.36 6.19 2017 81I 81I33032047 81I33032050 .4 PIL 97159 28.41 14 0 21 73 13 81 94 3.31 1.78 60.76 9.42 2017 81I 81I33032051 81I33032053 .3 PIL 97159 21.31 18 0 12 60 12 60 72 3.38 2.16 42.38 6.90 2017 81I 81I33032053 81I33032060 .8 PIL 97159 56.82 18 0 26 104 19 111 130 2.29 1.86 51.02 3.61 2017 81I 81I33033119 81I33033121 .3 PIL 38777 8.504 18 0 3 19 9 13 22 2.59 2.58 10.18 1.42 2017 81I 81I34041157 81I34041159 .3 PIL 18381 4.031 2 0 1 10 1 10 11 2.73 2.5 6.77 0.96 2017 81I 81I34041262 81I34041265 .4 PIL 15699 4.59 2 1 1 15 0 17 17 3.70 2.42 12.18 2.85 2017 81I 81I34041301 81I34041304 .4 PIL 16083 4.703 2 0 1 13 0 14 14 2.98 2.4 9.06 0.84 2017 89 89 36011100 89 36011101 .2 PIL 12693 1.856 68 0 4 37 28 13 41 22.09 7.51 34.47 6.44 2017 89 89 36011102 89 36011102 .1 PIL 16923 1.237 72 0 4 34 19 19 38 30.72 11.8 31.06 12.24 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 5 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 90 90 32013057 90 32013059 .3 PIL 2251 .494 50 0 4 8 4 8 12 24.29 8.84 10.68 3.55 2017 92 92 33012006 92 33012007 .2 PIL 13030 1.905 74 0 4 30 9 25 34 17.85 8.17 26.44 5.64 2017 92 92 33012033 92 33012035 .3 PIL 22248 4.879 68 0 11 25 14 22 36 7.38 6.04 18.83 5.80 2017 92 92 33012051 92 33012060 1.0 PIL 21290 15.56 68 0 25 133 60 98 158 10.15 4.96 103.22 5.52 2017 92 92 33012067 92 33012071 .5 PIL 12995 4.75 68 0 5 27 18 14 32 6.74 6.07 15.28 1.62 2017 96 96 36023004 96 36023007 .4 PIL 8330 2.436 68 0 1 22 7 16 23 9.44 7.03 14.43 0.83 2017 96 96 36023094 96 36023097 .4 PIL 7738 2.263 50 0 3 13 9 7 16 7.07 5.81 9.96 1.56 2017 104 104 34062008 104 34062016 .9 PIL 14437 9.498 72 0 15 97 58 54 112 11.79 7.93 58.72 3.07 2017 104 104 34062016 104 34062018 .3 PIL 19936 4.372 72 0 8 34 20 22 42 9.61 9 17.47 3.61 2017 104 104 34062018 104 34062020 .3 PIL 19936 4.372 72 0 7 40 20 27 47 10.75 9 22.47 3.82 2017 104 104 34062026 104 34062030 .5 PIL 16933 6.189 68 0 8 42 23 27 50 8.08 5.77 28.21 3.04 2017 173 173 33011089 173 33011096 .8 PIL 12945 7.57 68 0 17 63 48 32 80 10.57 5.56 53.35 4.52 2017 173 173 33011100 173 33011103 .4 PIL 12945 3.785 68 0 10 16 11 15 26 6.87 6.37 12.68 3.59 2017 173 173 33011130 173 33011132 .3 PIL 11077 2.429 68 0 6 16 1 21 22 9.06 7.03 13.45 3.75 2017 173 173 33013112 173 33013115 .4 PIL 2846 .832 50 0 5 8 5 8 13 15.63 7.6 10.78 3.03 2017 222 222 32021032 222 32021035 .4 PIL 10062 2.942 68 0 7 22 1 28 29 9.86 6.73 18.64 3.52 2017 281 281 32011013 281 32011016 .4 PIL 14929 4.365 72 0 7 48 6 49 55 12.60 9 30.51 3.45 2017 297 297 33011020 297 33011022 .3 PIL 6493 1.424 68 0 6 16 14 8 22 15.45 8.03 16.99 4.74 2017 298 298 33011004 298 33011006 .3 PIL 11723 2.571 72 0 6 25 27 4 31 12.06 9.98 16.58 3.47 2017 298 298 33011006 298 33011008 .3 PIL 11723 2.571 72 0 14 38 44 8 52 20.23 9.98 37.58 10.38 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 6 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 298 298 33012014 298 33012016 .3 PIL 10627 2.331 60 0 2 20 7 15 22 9.44 8.71 11.30 1.35 2017 298 298 33012016 298 33012018 .3 PIL 10627 2.331 60 0 3 18 8 13 21 9.01 8.71 10.30 1.71 2017 298 298 33012025 298 33012027 .3 PIL 10627 2.331 60 0 6 25 19 12 31 13.30 8.71 20.30 4.28 2017 298 298 33012028 298 33012028 .1 PIL 10627 .777 58 0 8 71 10 69 79 ******** 12.7 74.91 28.92 2017 298 298 33012029 298 33012031 .3 PIL 16328 3.581 68 0 8 19 4 23 27 7.54 6.44 14.39 4.32 2017 298 298 33012080 298 33012084 .5 PIL 7566 2.765 50 0 5 11 8 8 16 5.79 5.53 8.62 1.63 2017 318 318 35011039 318 35011041 .3 PIL 6804 1.492 50 0 2 14 0 16 16 10.72 6.47 12.02 1.88 2017 318 318 35021118 318 35021120 .3 PIL 6189 1.357 50 0 2 9 5 6 11 8.11 6.64 7.38 1.51 2017 318 318 35021155 318 35011002 .5 PIL 7187 2.627 50 0 4 25 14 15 29 11.04 5.59 21.99 2.21 2017 321 321 33011031 321 33011034 .4 PIL 6805 1.99 50 0 3 11 7 7 14 7.04 6 8.69 1.51 2017 370 370 33031123 370 33031126 .4 PIL 12933 3.782 68 0 10 19 0 29 29 7.67 6.37 15.69 4.03 2017 370 370 33031152 370 33031156 .5 PIL 22584 8.254 42 0 17 63 28 52 80 9.69 4.95 54.33 7.91 2017 414 414 35041289 414 35041292 .4 PIL 5897 1.724 68 0 4 26 6 24 30 17.40 7.65 23.93 2.80 2017 414 414 35041330 414 35041334 .5 PIL 10037 3.669 50 0 6 17 0 23 23 6.27 5.17 13.20 2.15 2017 481 481 34021038 481 34021040 .3 PIL 12506 2.743 2 0 0 11 0 11 11 4.01 2.78 8.12 0.46 2017 481 481 34022015 481 34022018 .4 PIL 14636 4.28 68 0 10 41 34 17 51 11.92 6.21 35.93 5.70 2017 481 481 34022018 481 34022020 .3 PIL 14165 3.106 68 0 5 16 7 14 21 6.76 6.65 10.07 2.50 2017 481 481 34023048 481 34023050 .3 PIL 10765 2.361 60 0 11 10 16 5 21 8.89 8.69 10.16 5.12 2017 481 481 34023050 481 34023052 .3 PIL 10765 2.361 60 0 11 10 16 5 21 8.89 8.69 10.16 5.12 2017 635 635 33011000 635 33011002 .3 PIL 21744 4.768 62 0 6 38 9 35 44 9.23 7.86 20.88 3.34 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:25:13 Region 3 PIL Report Page 7 Ascending Route Sequence for HAL Year 2017 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2017 635 635 33011010 635 33011010 .1 PIL 22965 1.679 42 0 3 17 0 20 20 11.91 7.02 14.78 8.13 2017 635 635 33011011 635 33011013 .3 PIL 28819 6.32 24 0 6 20 8 18 26 4.11 3.64 13.42 2.62 2017 635 635 33011016 635 33011020 .5 PIL 28819 10.53 24 0 12 34 32 14 46 4.37 3.29 25.04 3.25 2017 635 635 33011020 635 33011022 .3 PIL 28819 6.32 24 0 4 22 2 24 26 4.11 3.64 13.42 1.88 2017 690I 690I33014001 690I33014014 .7 PIL 40748 20.85 14 0 12 54 4 62 66 3.17 1.88 41.60 3.11 2017 930B 930B33011001 930B33011003 .3 PIL 16391 3.595 62 0 8 22 14 16 30 8.34 8.3 12.56 3.46 2017 930B 930B33011004 930B33011006 .3 PIL 16391 3.595 62 0 13 48 19 42 61 16.97 8.3 43.56 9.94 2017 930C 930C33011003 930C33011006 .4 PIL 13157 3.847 74 0 36 79 49 66 115 29.89 6.98 99.73 23.54 2017 930P 930P33011002 930P33011004 .3 PIL 16035 3.516 72 0 10 26 22 14 36 10.24 9.37 16.28 4.62 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 1 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2018 01-JAN-2017 thru 31-DEC-2018 Linear&Intersection 99.9 Linear&Intersection 90.9 99.9 05-APR-2019 Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 3 3 34011120 3 34011002 .5 PIL 4217 1.539 50 0 2 11 11 2 13 8.45 6.4 8.91 0.91 2018 3 3 34012008 3 34012013 .6 PIL 16607 7.274 72 0 26 72 20 78 98 13.47 8.5 55.74 8.15 2018 3 3 34012014 3 34012016 .3 PIL 8216 1.799 70 0 10 62 50 22 72 40.02 9.51 63.44 10.97 2018 3 3 34013022 3 34013026 .5 PIL 5143 1.877 50 0 7 7 11 3 14 7.46 6.07 9.01 2.40 2018 5 5 31072028 5 31072030 .3 PIL 30532 6.687 72 0 20 38 30 28 58 8.67 8.62 19.15 7.04 2018 5 5 33081156 5 33081159 .4 PIL 15403 4.498 72 0 4 38 22 20 42 9.34 9.21 15.87 1.57 2018 5 5 33081346 5 33081144 .4 PIL 18569 5.422 36 0 7 26 7 26 33 6.09 3.34 23.78 4.53 2018 5 5 33082039 5 33082041 .3 PIL 17125 3.75 62 1 4 36 7 34 41 10.93 8.95 20.82 3.91 2018 5 5 33082046 5 33082051 .6 PIL 17125 7.501 62 0 15 74 14 75 89 11.87 7.93 48.64 4.87 2018 5 5 33082057 5 33083000 .3 PIL 18500 4.052 62 0 6 39 2 43 45 11.11 8.82 23.20 3.87 2018 5 5 33083008 5 33083010 .3 PIL 17594 3.853 62 0 12 30 11 31 42 10.90 8.9 21.27 6.61 2018 5 5 33083010 5 33083013 .4 PIL 17594 5.137 62 0 13 45 5 53 58 11.29 8.44 30.36 5.75 2018 5 5 33083024 5 33083026 .3 PIL 49687 10.88 74 0 9 55 26 38 64 5.88 5.84 20.37 3.56 2018 5 5 33083028 5 33083030 .3 PIL 45139 9.885 74 0 12 48 16 44 60 6.07 5.93 20.36 4.70 2018 5 5 33083043 5 33083046 .4 PIL 22173 6.475 72 0 12 60 39 33 72 11.12 8.66 34.38 5.14 2018 5 5 33083051 5 33083053 .3 PIL 8767 1.92 68 0 7 25 15 17 32 16.67 7.48 25.20 6.26 2018 5 5 35061091 5 35061093 .3 PIL 11872 2.6 68 0 7 13 10 10 20 7.69 6.95 10.80 4.02 2018 5 5 35061093 5 35061095 .3 PIL 7421 1.625 68 0 7 14 10 11 21 12.92 7.79 15.25 5.44 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 2 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 11 11 32022002 11 32022005 .4 PIL 10249 2.993 68 0 7 23 20 10 30 10.02 6.73 19.40 3.82 2018 11 11 32022005 11 32022009 .5 PIL 10754 3.925 68 0 8 41 20 29 49 12.48 6.35 35.11 4.13 2018 11 11 32022011 11 32022013 .3 PIL 5974 1.308 68 0 5 16 9 12 21 16.06 8.24 16.37 4.37 2018 11 11 33031018 11 33031021 .4 PIL 4881 1.425 50 0 2 13 5 10 15 10.53 6.53 11.21 1.29 2018 11 11 33031085 11 33031089 .5 PIL 2391 .873 50 0 3 11 6 8 14 16.04 7.48 11.68 1.52 2018 11 11 33031136 11 33031139 .4 PIL 6001 1.752 50 0 5 18 14 9 23 13.13 6.18 18.34 3.03 2018 11 11 33031140 11 33031145 .6 PIL 9840 4.31 46 0 12 15 1 26 27 6.26 3.97 18.42 4.58 2018 11 11 33031153 11 33031156 .4 PIL 9548 2.788 60 0 12 32 26 18 44 15.78 8.42 31.12 6.97 2018 11 11 33033016 11 33033018 .3 PIL 20717 4.537 62 0 11 33 19 25 44 9.70 8.63 19.59 5.43 2018 11 11 33033019 11 33033020 .2 PIL 20717 3.025 64 0 18 47 12 53 65 21.49 8.68 50.15 22.75 2018 11 11 33033021 11 33033022 .2 PIL 18657 2.724 60 0 19 50 17 52 69 25.33 8.46 56.42 25.47 2018 11 11 33033023 11 33033028 .6 PIL 16597 7.269 68 0 26 82 42 66 108 14.86 5.63 82.27 11.07 2018 11 11 33033029 11 33033032 .4 PIL 13366 3.903 72 0 13 50 26 37 63 16.14 9.45 40.32 7.16 2018 11 11 33033033 11 33033035 .3 PIL 12289 2.691 68 0 4 16 2 18 20 7.43 6.9 10.47 2.42 2018 11 11 33033038 11 33033049 1.2 PIL 14809 12.97 68 0 19 123 45 97 142 10.95 5.12 96.08 4.04 2018 11 11 33033050 11 33033058 .9 PIL 23544 15.47 72 1 40 199 39 201 240 15.52 7.67 150.13 13.43 2018 11 11 33033058 11 33033061 .4 PIL 15819 4.619 72 0 7 43 12 38 50 10.82 9.17 23.16 3.02 2018 11 11 33033068 11 33033071 .4 PIL 12013 3.508 68 1 10 19 19 11 30 8.55 6.5 17.58 6.96 2018 11 11 33033113 11 33033116 .4 PIL 12762 3.727 68 0 7 17 19 5 24 6.44 6.42 10.81 2.57 2018 11 11 34041031 11 34041035 .5 PIL 7538 2.751 68 0 4 28 12 20 32 11.63 6.86 22.26 2.13 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 3 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 11 11 34041228 11 34041231 .4 PIL 5067 1.48 50 0 3 15 11 7 18 12.16 6.46 14.06 1.90 2018 13 13 32041031 13 32041035 .5 PIL 13563 4.95 60 0 4 37 10 31 41 8.28 7.5 18.13 1.45 2018 13 13 32042004 13 32042006 .3 PIL 14727 3.225 72 0 4 29 20 13 33 10.23 9.8 14.26 2.23 2018 13 13 32042023 13 32042025 .3 PIL 9025 1.976 72 0 8 18 18 8 26 13.16 10.9 14.52 4.83 2018 13 13 34071163 13 34071167 .5 PIL 2745 1.002 50 0 5 12 10 7 17 16.97 7.2 14.33 2.41 2018 13 13 36032011 13 36032015 .5 PIL 21683 7.914 72 0 20 81 33 68 101 12.76 8.39 55.02 7.55 2018 13 13 36032025 13 36032026 .2 PIL 33829 4.939 42 0 5 29 15 19 34 6.88 5.96 16.86 5.63 2018 13 13 36032116 13 36032117 .2 PIL 17733 2.589 70 0 8 43 16 35 51 19.70 8.76 38.68 11.02 2018 13 13 36032118 13 36032118 .1 PIL 17168 1.253 72 0 7 36 28 15 43 34.32 12.1 35.72 20.95 2018 13 13 36032119 13 36032122 .4 PIL 16988 4.96 70 0 12 68 38 42 80 16.13 7.69 56.39 7.76 2018 13 13 36033027 13 36033029 .3 PIL 22810 4.995 34 0 3 18 14 7 21 4.20 4.03 10.41 1.93 2018 31 31 33091172 31 33091175 .4 PIL 23561 6.88 72 0 10 54 24 40 64 9.30 8.58 24.03 3.41 2018 31 31 33091186 31 33091190 .5 PIL 26764 9.769 72 0 21 83 51 53 104 10.65 8.14 47.24 6.59 2018 31 31 33091249 31 33091252 .4 PIL 20120 5.875 72 0 29 140 35 134 169 28.77 8.8 134.87 20.62 2018 31 31 33091253 31 33091255 .3 PIL 12822 2.808 70 0 8 32 22 18 40 14.25 8.61 26.63 6.14 2018 31 31 33091260 31 33091264 .5 PIL 12822 4.68 68 0 11 34 23 22 45 9.62 6.12 28.43 4.65 2018 31 31 33091326 31 33091329 .4 PIL 9886 2.887 68 0 2 21 10 13 23 7.97 6.79 12.78 1.19 2018 31 370 33031074 370 33031077 .4 PIL 16971 4.956 68 0 3 43 12 34 46 9.28 6.05 28.46 2.21 2018 31 370 33031078 31 33091141 .5 PIL 14482 5.286 68 0 10 36 20 26 46 8.70 5.97 27.29 4.05 2018 34 34 31052017 34 31052020 .4 PIL 12702 3.709 72 0 11 33 35 9 44 11.86 9.54 22.45 4.68 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 4 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 34 34 36041067 34 36041070 .4 PIL 6303 1.84 50 0 0 15 2 13 15 8.15 6.1 10.11 0.37 2018 34B 34B36011015 34B36011017 .3 PIL 7282 1.595 50 0 1 10 6 5 11 6.90 6.34 6.76 0.81 2018 38 38 31041072 38 31041075 .4 PIL 5570 1.626 50 0 3 11 12 2 14 8.61 6.3 9.67 1.58 2018 38 38 36031050 38 36031052 .3 PIL 3006 .658 50 0 4 10 6 8 14 21.28 8.11 12.25 3.36 2018 48 48 33011049 48 33011058 1.0 PIL 11213 8.185 68 0 17 69 63 23 86 10.51 5.51 57.03 3.91 2018 48 48 33011100 48 33011102 .3 PIL 8293 1.816 50 0 2 10 7 5 12 6.61 6.12 7.17 1.29 2018 48 48 34021009 48 34021013 .5 PIL 7020 2.562 50 0 2 14 7 9 16 6.25 5.61 9.19 0.81 2018 49 49 34012139 49 34012142 .4 PIL 6991 2.041 68 0 4 19 2 21 23 11.27 7.36 15.77 2.44 2018 49 49 34012150 49 34012152 .3 PIL 10837 2.373 68 0 4 16 5 15 20 8.43 7.1 11.60 2.68 2018 49 49 34012157 49 34012160 .4 PIL 10666 3.114 50 0 6 11 7 10 17 5.46 5.36 8.72 2.14 2018 79 79 36052012 79 36052015 .4 PIL 15118 4.414 72 0 3 57 10 50 60 13.59 9.24 34.35 2.29 2018 81I 81I32021058 81I32021060 .3 PIL 20980 4.595 2 0 2 11 0 13 13 2.83 2.45 8.08 1.84 2018 81I 81I33031026 81I33031028 .3 PIL 30615 6.705 2 0 4 11 0 15 15 2.24 2.23 7.83 2.71 2018 81I 81I33031060 81I33031063 .4 PIL 30615 8.94 2 0 5 18 0 23 23 2.57 2.08 13.43 2.97 2018 81I 81I33031079 81I33031081 .3 PIL 30615 6.705 2 0 3 13 0 16 16 2.39 2.23 8.83 2.32 2018 81I 81I33032033 81I33032046 .6 PIL 83464 36.56 14 0 16 79 13 82 95 2.60 1.8 49.67 4.19 2018 81I 81I33032055 81I33032058 .3 PIL 92389 20.23 18 0 7 45 9 43 52 2.57 2.38 20.64 2.92 2018 81I 81I34041096 81I34041100 .5 PIL 24462 8.929 2 0 6 14 0 20 20 2.24 2.08 10.45 2.39 2018 81I 81I34041231 81I34041234 .4 PIL 16908 4.937 2 0 0 12 2 10 12 2.43 2.41 6.72 0.33 2018 81I 81I34041242 81I34041246 .5 PIL 16306 5.952 2 0 0 20 0 20 20 3.36 2.3 13.63 0.54 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 5 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 81I 81I34041262 81I34041264 .3 PIL 16306 3.571 2 1 1 9 0 11 11 3.08 2.62 7.18 3.14 2018 89 89 35021025 89 35021027 .3 PIL 2978 .652 50 0 3 8 0 11 11 16.87 8.13 9.27 2.45 2018 89 89 35021107 89 35021109 .3 PIL 1951 .427 50 0 0 11 7 4 11 25.76 9.2 9.86 0.47 2018 89 89 36011100 89 36011101 .2 PIL 12516 1.827 68 0 6 37 27 16 43 23.54 7.57 36.53 9.51 2018 89 89 36011102 89 36011102 .1 PIL 16945 1.237 72 0 2 38 21 19 40 32.34 12.1 32.81 8.75 2018 90 90 32013057 90 32013059 .3 PIL 2663 .583 50 0 2 9 6 5 11 18.87 8.4 9.45 1.81 2018 92 92 33012006 92 33012007 .2 PIL 13019 1.901 74 0 6 24 7 23 30 15.78 8.23 22.38 7.74 2018 92 92 33012033 92 33012035 .3 PIL 22192 4.86 68 0 10 23 11 22 33 6.79 6.07 15.80 5.18 2018 92 92 33012052 92 33012059 .8 PIL 22084 12.90 68 0 23 116 60 79 139 10.78 5.12 93.34 6.93 2018 92 92 33012068 92 33012071 .4 PIL 11953 3.49 68 0 8 23 17 14 31 8.88 6.51 18.65 3.99 2018 96 96 35031326 96 35031329 .4 PIL 6329 1.848 50 0 4 8 9 3 12 6.49 6.1 7.08 1.66 2018 96 96 36023005 96 36023007 .3 PIL 8301 1.818 68 0 1 20 8 13 21 11.55 7.58 14.56 1.26 2018 96 96 36023012 96 36023014 .3 PIL 8301 1.818 68 0 5 15 10 10 20 11.00 7.58 13.56 3.77 2018 96 96 36023093 96 36023097 .5 PIL 8558 3.124 50 0 2 21 10 13 23 7.36 5.35 14.69 1.03 2018 104 104 34062002 104 34062004 .3 PIL 9839 2.155 60 0 2 22 4 20 24 11.14 8.91 14.04 1.68 2018 104 104 34062008 104 34062010 .3 PIL 9839 2.155 72 0 2 23 17 8 25 11.60 10.7 12.48 1.46 2018 104 104 34062012 104 34062014 .3 PIL 17655 3.866 72 0 7 34 18 23 41 10.61 9.47 18.54 3.76 2018 104 104 34062025 104 34062030 .6 PIL 15533 6.803 68 0 11 49 33 27 60 8.82 5.7 35.92 3.86 2018 173 173 33011088 173 33011092 .5 PIL 13632 4.976 68 0 19 48 43 24 67 13.46 6.05 49.38 9.18 2018 173 173 33011093 173 33011096 .4 PIL 13645 3.984 68 0 7 22 11 18 29 7.28 6.33 14.90 3.02 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 6 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 175 175 33011126 175 33011129 .4 PIL 8235 2.405 70 0 4 19 8 15 23 9.56 8.9 11.55 1.78 2018 221 221 32011114 221 32011116 .3 PIL 2185 .479 50 0 2 9 2 9 11 22.96 8.9 9.73 1.87 2018 222 222 32021032 222 32021035 .4 PIL 10062 2.938 68 0 9 21 2 28 30 10.21 6.76 19.60 4.78 2018 264 264 34011015 264 34011017 .3 PIL 2916 .639 50 0 2 9 5 6 11 17.21 8.18 9.30 1.78 2018 297 297 33011020 297 33011022 .3 PIL 6470 1.417 68 0 4 21 20 5 25 17.64 8.07 19.98 3.85 2018 298 298 33011006 298 33011008 .3 PIL 11953 2.618 72 0 14 35 41 8 49 18.72 10.2 33.79 10.53 2018 298 298 33012025 298 33012027 .3 PIL 10597 2.321 60 0 11 21 15 17 32 13.79 8.76 21.28 7.78 2018 298 298 33012028 298 33012028 .1 PIL 10597 .774 58 0 8 78 9 77 86 ******** 12.7 81.93 31.66 2018 298 298 33012029 298 33012031 .3 PIL 16283 3.566 68 0 5 28 3 30 33 9.25 6.48 20.38 3.77 2018 298 298 33012034 298 33012034 .1 PIL 15096 1.102 70 0 5 15 11 9 20 18.15 10.7 14.75 12.30 2018 298 298 33012055 298 33012057 .3 PIL 8389 1.837 68 0 5 15 3 17 20 10.89 7.56 13.50 3.75 2018 298 298 33012080 298 33012084 .5 PIL 7650 2.792 50 0 3 14 7 10 17 6.09 5.5 9.57 1.08 2018 298 298 33012086 298 33012088 .3 PIL 7784 1.705 50 1 2 9 9 3 12 7.04 6.23 7.46 3.62 2018 318 318 35021120 318 35021122 .3 PIL 6594 1.444 50 0 3 8 6 5 11 7.62 6.51 7.16 1.89 2018 318 318 35021153 318 35021155 .3 PIL 6594 1.444 50 0 2 10 4 8 12 8.31 6.51 8.16 1.47 2018 318 318 35021155 318 35011000 .3 PIL 6594 1.444 50 0 4 28 17 15 32 22.16 6.51 28.16 4.14 2018 321 321 33011018 321 33011020 .3 PIL 6790 1.487 50 0 2 11 7 6 13 8.74 6.46 9.04 1.53 2018 321 321 33011021 321 33011023 .3 PIL 6790 1.487 50 0 3 9 3 9 12 8.07 6.46 8.04 1.98 2018 321 321 33011033 321 33011035 .3 PIL 6790 1.487 50 0 2 9 5 6 11 7.40 6.46 7.04 1.35 2018 370 370 33031124 370 33031126 .3 PIL 12323 2.699 68 0 4 19 0 23 23 8.52 6.89 13.45 2.77 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:28:34 Region 3 PIL Report Page 7 Ascending Route Sequence for HAL Year 2018 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2018 370 370 33031152 370 33031156 .5 PIL 21329 7.785 42 0 18 67 27 58 85 10.92 5.47 57.99 10.39 2018 414 414 35041328 414 35041335 .8 PIL 9227 5.389 50 0 7 36 3 40 43 7.98 4.74 28.67 1.90 2018 414 414 35041335 414 35041337 .3 PIL 3313 .726 50 0 2 9 0 11 11 15.15 7.89 9.07 1.74 2018 481 481 34022015 481 34022018 .4 PIL 14599 4.263 68 0 15 44 27 32 59 13.84 6.24 43.91 9.29 2018 481 481 34022018 481 34022020 .3 PIL 14128 3.094 68 0 5 18 10 13 23 7.43 6.68 12.05 2.98 2018 635 635 33011000 635 33011002 .3 PIL 21767 4.767 62 0 5 42 13 34 47 9.86 8.56 21.35 3.02 2018 635 635 33011010 635 33011010 .1 PIL 22976 1.677 42 0 2 19 1 20 21 12.52 7.62 15.18 7.37 2018 635 635 33011016 635 33011018 .3 PIL 28819 6.311 24 0 5 23 21 7 28 4.44 3.96 14.05 3.00 2018 635 635 33011018 635 33011020 .3 PIL 28819 6.311 24 0 6 22 22 6 28 4.44 3.96 14.05 3.49 2018 635 635 33011020 635 33011022 .3 PIL 28819 6.311 24 0 4 24 1 27 28 4.44 3.96 14.05 2.52 2018 690I 690I33014001 690I33014012 .5 PIL 34474 12.58 14 0 12 38 5 45 50 3.97 2.17 34.40 4.66 2018 930B 930B33011001 930B33011003 .3 PIL 16344 3.579 62 0 10 24 14 20 34 9.50 9.03 14.74 4.70 2018 930B 930B33011004 930B33011006 .3 PIL 16344 3.579 62 0 12 55 15 52 67 18.72 9.03 47.74 10.03 2018 930C 930C33011003 930C33011004 .2 PIL 10155 1.483 74 0 13 24 10 27 37 24.95 8.75 31.05 17.41 2018 930C 930C33011005 930C33011006 .2 PIL 15996 2.335 72 1 15 47 25 38 63 26.98 10.5 49.43 28.07 2018 930P 930P33011005 930P33011006 .2 PIL 15988 2.334 60 0 10 14 2 22 24 10.28 8.75 13.22 8.61 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:30:49 Region 3 PIL Report Page 1 Ascending Route Sequence for HAL Year 2019 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. HAL Year Time Period PIL Accidents PIL LOC SDL Accidents SDL LOC PII LOC HAL Created 2019 01-SEP-2017 thru 31-AUG-2019 Linear&Intersection 99.9 Linear&Intersection 95.9 99.9 30-MAR-2020 Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2019 5 5 31072028 5 31072030 .3 PIL 30867 6.76 72 0 18 47 35 30 65 9.62 9.34 21.67 6.89 2019 5 5 33083029 5 33083030 .2 PIL 23168 3.383 72 0 10 36 4 42 46 13.60 10.5 24.31 9.45 2019 5 5 35061091 5 35061095 .5 PIL 8843 3.228 68 0 10 24 10 24 34 10.53 6.9 21.96 4.42 2019 11 11 32022002 11 32022009 .8 PIL 10257 5.99 68 0 17 58 36 39 75 12.52 6.08 52.66 5.30 2019 11 11 32022011 11 32022013 .3 PIL 6030 1.321 68 0 6 21 8 19 27 20.44 8.54 22.07 5.82 2019 11 11 33031018 11 33031021 .4 PIL 4924 1.438 50 0 1 14 6 9 15 10.43 6.62 11.09 0.89 2019 11 11 33031141 11 33031145 .5 PIL 11313 4.129 46 0 9 12 0 21 21 5.09 4.08 12.62 3.14 2019 11 11 33031153 11 33031156 .4 PIL 9051 2.643 60 0 10 29 24 15 39 14.76 8.53 26.76 6.05 2019 11 11 34041031 11 34041035 .5 PIL 7739 2.825 68 0 3 24 10 17 27 9.56 7.1 16.46 1.52 2019 11 11 34041228 11 34041232 .5 PIL 4451 1.625 50 0 5 16 13 8 21 12.92 6.41 16.58 2.50 2019 13 13 32041031 13 32041035 .5 PIL 13938 5.087 60 0 4 42 12 34 46 9.04 7.48 22.45 1.76 2019 13 13 32042003 13 32042006 .4 PIL 14790 4.319 72 0 5 39 21 23 44 10.19 10.1 16.32 1.91 2019 13 13 32042008 13 32042011 .4 PIL 15944 4.656 72 0 6 43 12 37 49 10.52 9.93 19.16 2.37 2019 13 13 32042023 13 32042025 .3 PIL 9045 1.981 72 0 9 16 18 7 25 12.62 11.7 12.30 4.92 2019 13 13 34071163 13 34071167 .5 PIL 2913 1.063 50 0 4 12 9 7 16 15.05 7.19 13.11 2.05 2019 13 13 34071183 13 34071186 .4 PIL 5985 1.748 50 0 0 12 0 12 12 6.86 6.29 7.25 0.28 2019 13 13 36032011 13 36032015 .5 PIL 21777 7.949 72 0 21 85 27 79 106 13.34 9.12 55.05 7.93 2019 13 13 36032116 13 36032117 .2 PIL 17916 2.616 70 0 8 38 20 26 46 17.58 9.52 32.11 10.40 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:30:49 Region 3 PIL Report Page 2 Ascending Route Sequence for HAL Year 2019 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2019 13 13 36032118 13 36032118 .1 PIL 17555 1.282 72 0 8 34 23 19 42 32.76 12.9 33.78 23.55 2019 13 13 36032119 13 36032122 .4 PIL 16828 4.914 70 0 12 67 31 48 79 16.08 8.42 52.91 7.71 2019 13 13 36033027 13 36033030 .4 PIL 21235 6.201 34 1 7 25 17 16 33 5.32 3.9 19.61 5.15 2019 13 13 36033060 13 36033062 .3 PIL 14304 3.133 40 0 2 18 0 20 20 6.38 5.5 11.35 1.80 2019 31 31 33091173 31 33091175 .3 PIL 23949 5.245 72 0 8 46 21 33 54 10.30 9.73 20.38 3.88 2019 31 31 33091186 31 33091190 .5 PIL 26800 9.782 72 0 20 83 40 63 103 10.53 8.86 40.30 5.71 2019 31 31 33091249 31 33091250 .2 PIL 32780 4.786 74 0 18 107 21 104 125 26.12 7.08 104.56 29.23 2019 31 31 33091251 31 33091252 .2 PIL 12796 1.868 72 0 19 45 10 54 64 34.26 11.9 52.03 26.37 2019 31 31 33091253 31 33091255 .3 PIL 12796 2.802 70 0 10 32 20 22 42 14.99 9.39 27.12 7.58 2019 31 31 33091260 31 33091264 .5 PIL 12796 4.671 68 0 13 28 20 21 41 8.78 6.38 23.58 5.06 2019 31 31 33091267 31 33091271 .5 PIL 11169 4.077 68 0 7 21 14 14 28 6.87 6.56 12.79 2.24 2019 31 370 33031074 370 33031077 .4 PIL 16951 4.95 68 0 3 53 11 45 56 11.31 6.31 37.54 2.72 2019 31 370 33031078 31 33091141 .5 PIL 14484 5.287 68 0 8 32 15 25 40 7.57 6.23 20.28 2.94 2019 34 34 31052017 34 31052020 .4 PIL 12950 3.781 72 0 12 36 33 15 48 12.70 10.3 23.76 5.19 2019 38 38 31041072 38 31041075 .4 PIL 5562 1.624 50 0 1 11 10 2 12 7.39 6.41 7.58 0.69 2019 38 38 36031050 38 36031052 .3 PIL 2928 .641 50 0 5 9 6 8 14 21.84 8.31 12.26 4.31 2019 48 48 33011049 48 33011058 1.0 PIL 11190 8.169 68 0 16 76 69 23 92 11.26 5.76 61.53 3.99 2019 48 48 33011100 48 33011104 .5 PIL 8113 2.961 50 0 4 14 11 7 18 6.08 5.51 9.95 1.42 2019 48 48 34021009 48 34021013 .5 PIL 7078 2.583 50 0 2 13 7 8 15 5.81 5.7 7.97 0.78 2019 49 49 34012139 49 34012143 .5 PIL 8374 3.057 68 0 6 18 0 24 24 7.85 6.98 12.60 2.20 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:30:49 Region 3 PIL Report Page 3 Ascending Route Sequence for HAL Year 2019 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2019 49 49 34012149 49 34012152 .4 PIL 10834 3.164 68 0 6 23 4 25 29 9.17 6.93 17.20 3.21 2019 49 49 34012157 49 34012159 .3 PIL 10649 2.332 50 0 5 9 7 7 14 6.00 5.84 7.66 2.69 2019 49 49 34012159 49 34012161 .3 PIL 10649 2.332 50 0 5 11 7 9 16 6.86 5.84 9.66 3.03 2019 79 79 36052012 79 36052015 .4 PIL 15485 4.522 72 0 2 57 11 48 59 13.05 9.98 30.01 1.74 2019 81I 81I32021056 81I32021058 .3 PIL 20967 4.592 2 0 1 11 0 12 12 2.61 2.5 6.95 1.33 2019 81I 81I32021058 81I32021060 .3 PIL 20967 4.592 2 0 1 14 0 15 15 3.27 2.5 9.95 1.69 2019 81I 81I32021103 81I32021106 .4 PIL 20967 6.122 2 0 3 14 0 17 17 2.78 2.33 10.27 2.40 2019 81I 81I32023086 81I32023088 .3 PIL 29816 6.53 2 0 3 12 0 15 15 2.30 2.29 7.82 2.68 2019 81I 81I33031019 81I33031021 .3 PIL 32048 7.019 2 0 4 13 3 14 17 2.42 2.25 9.28 3.60 2019 81I 81I33031078 81I33031082 .5 PIL 32751 11.95 2 0 7 20 0 27 27 2.26 2 13.85 3.48 2019 81I 81I33032033 81I33032046 .5 PIL 79719 29.10 14 0 11 73 13 71 84 2.89 1.97 45.30 4.06 2019 81I 81I33032053 81I33032164 .8 PIL 86246 50.37 18 0 26 107 15 118 133 2.64 1.92 61.98 4.77 2019 81I 81I34041231 81I34041233 .3 PIL 17388 3.808 2 0 0 11 1 10 11 2.89 2.63 6.81 0.57 2019 81I 81I34041241 81I34041246 .6 PIL 18890 8.274 2 0 0 23 0 23 23 2.78 2.17 13.90 0.58 2019 89 89 35021107 89 35021111 .5 PIL 1959 .715 50 0 0 13 9 4 13 18.18 8.05 11.06 0.34 2019 89 89 36011100 89 36011101 .2 PIL 12492 1.824 68 0 7 46 26 27 53 29.06 7.87 46.20 12.10 2019 89 89 36011102 89 36011102 .1 PIL 17071 1.246 72 0 6 40 28 18 46 36.92 13.0 38.01 19.72 2019 92 92 33012006 92 33012007 .2 PIL 13272 1.938 74 0 5 25 6 24 30 15.48 8.6 21.72 6.80 2019 92 92 33012052 92 33012058 .7 PIL 23422 11.97 68 0 22 103 60 65 125 10.44 5.41 80.36 7.51 2019 92 92 33012068 92 33012072 .5 PIL 11685 4.265 68 0 8 25 15 18 33 7.74 6.5 17.09 2.91 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:30:49 Region 3 PIL Report Page 4 Ascending Route Sequence for HAL Year 2019 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2019 173 173 33011088 173 33011091 .4 PIL 13765 4.019 68 0 15 39 34 20 54 13.44 6.58 39.01 9.33 2019 173 173 33011093 173 33011096 .4 PIL 13721 4.007 68 0 5 24 12 17 29 7.24 6.59 14.05 2.26 2019 173 173 33011128 173 33011130 .3 PIL 11117 2.435 68 0 3 18 7 14 21 8.62 7.35 11.92 2.21 2019 175 175 33011127 175 33011129 .3 PIL 8239 1.804 70 0 5 17 8 14 22 12.20 10.3 12.42 3.34 2019 175 175 33011129 175 33011131 .3 PIL 7922 1.735 70 0 3 18 6 15 21 12.10 10.4 11.79 2.18 2019 222 222 32021032 222 32021035 .4 PIL 8880 2.593 68 0 6 18 1 23 24 9.26 7.24 14.33 3.13 2019 290 290 33012008 290 33012012 .5 PIL 6381 2.329 68 0 8 27 23 12 35 15.03 7.43 26.31 4.26 2019 290 290 33012020 290 33012022 .3 PIL 17525 3.838 68 1 10 18 14 15 29 7.56 6.65 14.68 8.23 2019 290 290 33012034 290 33012036 .3 PIL 15173 3.323 68 0 8 15 9 14 23 6.92 6.85 10.61 4.12 2019 297 297 33011020 297 33011022 .3 PIL 6466 1.416 68 0 3 19 19 3 22 15.54 8.39 16.72 2.99 2019 298 298 33011006 298 33011008 .3 PIL 10095 2.211 72 0 10 29 33 6 39 17.64 11.5 24.83 7.39 2019 318 318 35021118 318 35021122 .5 PIL 6633 2.421 50 0 4 12 9 7 16 6.61 5.79 9.41 1.47 2019 318 318 35021153 318 35021155 .3 PIL 6633 1.453 50 1 4 7 4 8 12 8.26 6.6 8.05 6.62 2019 318 318 35021155 318 35011000 .3 PIL 6633 1.453 50 0 4 22 15 11 26 17.89 6.6 22.05 3.98 2019 321 321 33011003 321 33011005 .3 PIL 7023 1.538 50 0 0 11 0 11 11 7.15 6.5 6.82 0.35 2019 321 321 33011018 321 33011020 .3 PIL 7023 1.538 50 0 3 12 7 8 15 9.75 6.5 10.82 2.37 2019 321 321 33011033 321 33011035 .3 PIL 7023 1.538 50 0 3 8 4 7 11 7.15 6.5 6.82 1.91 2019 370 370 33031152 370 33031156 .5 PIL 21799 7.957 42 0 11 61 22 50 72 9.05 5.38 44.79 5.84 2019 414 414 35041328 414 35041337 1.0 PIL 8114 5.923 50 0 9 47 2 54 56 9.45 4.73 39.89 2.23 2019 481 481 33011004 481 33011006 .3 PIL 50183 10.99 14 1 3 22 4 22 26 2.37 2.36 11.38 2.34 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. Prog Id: sass1801 NYSDOT - Safety Information Management System 24-MAR-2021 16:30:49 Region 3 PIL Report Page 5 Ascending Route Sequence for HAL Year 2019 All Routes Under 23 USC §409, this report and its analysis and data are privileged against being introduced into evidence, disclosed in pretrial discovery, or used for any other purpose in civil litigation. NYSDOT and the State of New York do not waive such privilege by disclosing this report under the NYS Freedom of Information Law (FOIL), or to USDOT and FHWA under 23 USC §148. Highway/Int Char. --- Number of Accidents --- Begins at Ends at Exposure Type Not Severe HAL Reference Reference Seg Hal Avg MVM or (Clsf Int Int At Total Accd Per Reduct Weight Year Route Marker Marker Int# Lgth Typ AADT MEV Cde) Cntl Config Fat Inj Pdo Int Int Accd Exposure UCL Index Rank 2019 481 481 34022015 481 34022018 .4 PIL 15981 4.666 68 0 11 50 18 43 61 13.07 6.39 43.60 7.27 2019 635 635 33011000 635 33011002 .3 PIL 21749 4.763 62 0 5 38 16 27 43 9.03 8.75 16.66 2.67 2019 635 635 33011003 635 33011005 .3 PIL 21436 4.694 60 0 8 31 12 27 39 8.31 7.59 17.27 4.31 2019 635 635 33011010 635 33011010 .1 PIL 21436 1.565 42 0 5 18 1 22 23 14.70 7.67 17.65 15.30 2019 635 635 33011020 635 33011022 .3 PIL 29560 6.474 24 0 6 29 2 33 35 5.41 4.95 15.97 3.32 2019 690I 690I33014001 690I33014012 .5 PIL 34567 12.62 14 0 11 45 5 51 56 4.44 2.29 39.22 4.85 2019 930B 930B33011001 930B33011003 .3 PIL 16414 3.595 62 0 13 28 20 21 41 11.40 9.22 21.12 7.65 2019 930B 930B33011004 930B33011006 .3 PIL 16414 3.595 62 0 15 59 19 55 74 20.58 9.22 54.12 13.38 2019 930C 930C33011003 930C33011004 .2 PIL 12501 1.825 74 0 12 25 11 26 37 20.27 8.72 29.21 15.99 2019 930C 930C33011005 930C33011006 .2 PIL 16017 2.338 72 1 13 52 27 39 66 28.23 11.3 51.01 25.47 2019 930P 930P33011005 930P33011006 .2 PIL 16057 2.344 60 0 7 19 2 24 26 11.09 8.76 15.15 7.14 SPECIFIED: MAXIMUM ANALYSIS LENGTH 3 REFERENCE MARKERS, STEP BY 1, ADJACENT PILS AND SDLS ARE LINKED. INTERSECTION ACCIDENTS ARE INCLUDED. EL.TE 156 a (ver. 03/06) TE&S File 31.18-31 1. IDENT. NO. : '18-'19' 3 3 0 0 1 5 STATE OF NEW YORK MAIN OFFICE USE : DEPARTMENT of TRANSPORTATION L X TOWN TRAFFIC and SAFETY DIVISION DIVISION FILE _____________________ O CITY of : Cicero HIGHWAY SAFETY REVIEWED BY ____________________ C VILLAGE INVESTIGATION REPORT SCHEDULED for Befr & Aftr A COUNTY : Onondaga ROUTE NO. OR STREET NAM E STATE HIGHWAY NO. T FROM OR AT REFERENCE MARKER I Route 31 452 3 1 3 3 0 9 1 2 4 9 O (if any) Intrs. with ROUTE NO. OR STREET NAM E STATE HIGHWAY NO. TO REFERENCE MARKER N Route 11 to just east of I-81 NB ramps NA 3 1 3 3 0 9 1 2 5 2 2. REASON for INVESTIGATION 3. RECOMMENDATION X a. IDENTIFIED by ACCIDENT SURVEILLANCE SYSTEM a. CAPITAL IMPROVEMENT (Initiate Proj. Devel. Study) b. POLICE HAZARD REPORT b. TRAFFIC CONTROL IMPROVEMENT sections c. RESPONSE to COMPLAINT or INQUIRY X c. MAINTENANCE IMPROVEMENT 4&5 d. REGIONALLY INITIATED d. OTHER:______________________ ____________________________________ completed e. OTHER: _______________________________ e. NONE below 4. DISCUSSION (2nd form used if additional space is required.) X (Checked if second form is used.) a. PROBLEMS IDENTIFIED 1) Route 31 from Route 11 (RM 1249) to just east of the Interstate 81 NB ramps (RM 1252) is in the T/o Cicero, in Onondaga county. Rt 31 is signed as an east/west highway, actual direction of highway in the study area is east/west. This HSI is # 4 (out of 127) on the 2017 PIL list, with a severity index of 17.56. This section of Route 31 is classified as an Urban Principle Arterial (other street), has an AADT of 12,612 to 23,947 (Traffic Data Viewer), and is on the National Highway System (NHS).The study area for this section of Rt 31 is approximately 0.4 miles long. Route 31 in the study area is an undivided four lane highway, with 11 – 13-foot travel lanes in both directions, and a TWLTL east of the Interstate 81. The speed limit on Route 31 in the study area is 35 MPH. Currently the centerline is marked as no passing on Route 31 within the study area. CARDS are/not in place in the study area because the speed limit is b elow 45 MPH. b. PROPOSED SOLUTION 1) Various sign panels are worn/faded and need replacing. 2) Implement and prioritize various short term and intermediate projects to address safety and operational needs until the futur e interchange project is programmed. c. ACTION TAKEN 1) Memo sent to the Residency to complete sign work. 2) Traffic and Safety Group held an in house meeting on 3/20/19 to discuss alternatives for future interim safety projects to ad dress both short term and intermediate safety needs along the Route 31 corridor. Traffic to further analyze and review potential s hort term and intermediate projects to determine if a future capital project is feasible. d. CRASH RELATED INFORMATION EXISTING PER YEAR CONDITION PER YEAR REDUCTION CALCULATED RATE LINEAR 0.94 Acc/Mev SEVERE ... ............... . . .. . . . . . . . . . . . . . . STATEWIDE RATE LINEAR 0.23 Acc/Mev TOTAL ... ............... . . .. . . . . . . . . . . . . . . 5. CRASH EXPERIENCE 218 Acc in 3 YR 6. BENEFIT / COST ANALYSIS NUMBR PERIOD NUMBER of ACCIDENTS of BEGINNING Personl Property Non - Box checked = Benefit / Cost calculations attached MNTHS w ith Fatal Injury Damage Reportbl 36 MONTH YEAR Acc. Acc. Acc. Acc. PRINCIPAL INVESTIGATOR TITLE 0 8 0 5 1 5 1 9 23 19 CE II 1 2 0 1 1 6 0 14 40 21 1 2 0 1 1 7 0 14 39 19 0 4 0 1 1 8 0 3 13 3 TE & S APPROVAL BY DATE 1 40 115 62 TOTALS 218 HIGHWAY SAFETY INVESTIGATION TE-156 FORM 4 Discussion a) Problems Identified 2) The intersection of Route 31 at Route 11 is a four-leg intersection, controlled by a three color signal. The intersection accident rate for Route 31 at Route 11 is 0.94 ACC/MEV, which is 4.1 times the state average of 0.23 ACC/MEV. (4 leg intersection, Urban, Left Turn, Signal, 5 or more lanes, All Types, 1/1/16 to 12/31/17. The majority of accidents at this intersection are rear end, and left turn accidents. 3) The intersection of Route 31 at Interstate 81 SB ramps is a four-leg intersection, controlled by a three color signal. The north leg is the Interstate 81 SB off ramp, traffic on this leg is entering only. The south leg is the Interstate 81 SB on ramp, traffic on this leg is outgoing only. The intersection accident rate for Route 31 at Interstate 81 SB ramps is 1.16 ACC/MEV, which is 2.1 times the state average of 0.55 ACC/MEV. (4 leg intersection, Urban, Signal, 1 – 4 lanes, 1/1/16 to 12/31/17. The majority of the accidents at this intersection are rear end, and left turn accidents. 4) The intersection of Route 31 at Interstate 81 NB ramps is a four-leg intersection, controlled by a three color signal. The north leg is Pardee Rd leading to the Interstate 81 NB on ramp. Traffic on this leg is two way. The south leg is the Interstate 81 NB off ramp. The intersection accident rate for Route 31 at Interstate 81 NB ramps is 1.79 ACC/MEV, which is 3.3 times the state average of 0.55 ACC/MEV. (4 leg intersection, Urban, Signal, 1 – 4 lanes, 1/1/16 to 12/31/17. The majority of the accidents at this intersection are rear end, and left turn accidents. 5) The linear accident rate was not considered relevant for this study due to the majority of the accidents occurring at the intersections. 6) Calculated accident severity for injury is 40/218 = 18.35%. State average accident severity for injury is 22.84%. (Free access, Urban, undivided, 4 lanes, all accident types 1/1/16 to 12/31/17). a) Problems Identified (continued) 7) There were 218 out of 358 accidents that were plotted on the collision diagram that occurred within the study area, resulting in 40 injuries. Out of the 358 accidents 140 accidents were described as being outside the immediate study area or were found to be miscodes occurring at an entirely different location. 8) There is a EB Rt. 31 rear end crash pattern on the west approach to Rt. 11 intersection involving (10 Acc.) There is another rear end crash pattern along EB Rt. 31 at the I-81 SB On Ramp involving (15 Acc.) There is a rear end crash pattern along WB Rt. 31 at the I-81 SB Off Ramp (5 Acc.) There is a rear end crash pattern along Rt. 31 WB at Rt. 11 involving (6 Acc.) There is a rear end crash pattern along Rt. 31 WB at I-81 NB On Ramp/Pardee Rd. involving (13 Acc.) There is a WB. Rt. 31 Left Turn/Head On crash pattern at Rt. 11 involving (8 Acc.) There is a small pattern of EB Rt. 31 Left Turn/Head On crashes involving vehicles turning into the Empower Credit Union (3 Acc.) There is a pattern of Rt. 31 WB Left Turn/Head on crash pattern to I-81 SB On Ramp under permissive Left Turn phasing (6 Acc.). There is a Rt. 31 EB Left Turn/Head on pattern at the I-81 NB On ramp at Pardee Rd. under permissive left turn phasing (9 Acc.) A no turn on red prohibition was implemented for the I-81 NB offramp in 2001 to eliminate the potential for right angle crashes. There were 2 crashes that occurred at the bottom of the I-81 off ramp that involved right angle crashes. One of the crashes involved a bicyclist crossing the ramp in an EB direction hit by a truck making a right on red. The second accident involved a motorist heading down the I-81 NB off ramp failing to stop for the red light colliding with an EB Rt. 31 motorist listing the cause as traffic control disregard. The prohibition of right turn movement for the NB I-81 offramp to head EB on Rt. 31 has been rescinded due to capacity reasons resulting in traffic backing up the NB offramp onto mainline. 9) There are 2 distinct Left Turn/Head On small crash patterns at driveways both along WB Rt. 31, the first involves motorists making lefts into the Byrne Dairy Convenient Mart (3 Acc.), the second involves motorists making lefts into the Kwik Fill/Red Apple Mart (4 Acc.) a) Problems Identified (continued) 10) There are 2 distinct Left Turn/Head On crash patterns at driveways both along EB Rt. 31, the first involves motorists making lefts into the Dunkin Donuts Restaurant (6 Acc.), the second involves motorists making lefts into the Mc Donald’s Restaurant (8 Acc.) The Left turn/Head On crash pattern at Mc Donald’s listed a contributing factor as motorist being routinely waived on by motorists in the interior lane resulting in crashes involving WB Rt. 31 motorists in the adjacent curb lane. There were accident patterns related to left turning motorists not properly yielding to oncoming WB Rt. 31 traffic due to the shadowing effect caused by stopped vehicles in the interior lane which shield EB Rt. 31 turning traffic from being seen by approaching WB traffic in the curb lane. There were a total of 8 accidents including a fatal motorcycle accident that occurred along Rt. 31 EB at the Mc Donald’s driveway occurring as a result of Rt. 31 EB left turning vehicles failing to yield right of way to oncoming traffic as a result of WB Rt. 31 motorists leaving a courtesy gap in the stopped traffic queue. There were 2 EB left turn head on crashes related to the Empower Credit Union are due to courtesy gaps similar to the Mc Donald’s Driveway. 11) Various sign panels are worn/faded and need replacing. 12) There were 2 fatalities within the limits of the study area from 1/1/1987 to 4/30/2018. The first fatality occurred on 6/9/2008 at 7:11 AM when V1 EB on Route 31 attempted a left turn into McDonalds, was waved through by another vehicle, and struck V2, a motorcycle, WB on Route 31. The motorcycle driver died. The cause listed was failure to yield. This accident occurred in daylight and dry, clear conditions. The second fatality occurred on 9/18/2015 at 5:40 PM when a large commercial truck on the Interstate 81 SB off ramp failed to stop and struck a vehicle EB on Route 31. Two people in the EB vehicle died. The causes listed were brakes defective and oversized vehicle. This accident occurred in daylight and dry, clear conditions. 13) An examination of location file 31.18-31 found the following: A PSAP study dated 8/30/18 for Route 31 at Route 11 recommended upgrading all pedestrian signals to audible pedestrian signals. A PSAP study dated 5/29/18 for Route 31 at I 81 SB ramps concluded that upgrades were needed because of the pedestrian origins/destinations in the area. Recommended a) Problems Identified (continued) done now because of the age of the equipment. Any improvements to be completed when the entire 3 color signal is replaced will be done under a future signal or I-81/Rt. 31 Interchange project. A PSAP study dated 8/14/18 for Route 31 at Pardee Rd. concluded that no accident countermeasures were needed because there was no accident history to justify doing pedestrian upgrades to this intersection. A letter dated 4/12/13 installed a “Right on Green Arrow Only” overhead sign for the Pardee Rd. SB approach. A letter dated 10/13/11, in response to a request from NYS Assemblyman Donald Miller, stated that left turns, and right on red, from Pardee Rd. SB, would be prohibited. These changes were implemented in a letter dated 8/29/11. A letter dated 3/26/09 installed a “Left Turn Yield on Green Ball” overhead sign facing the I 81 NB off ramp. Signal information: Date: April 21, 2021 Signal No. 7 - Route 11 at 31 Town of Cicero, Onondaga County Signal File/ Location File (31.18-11/31): • Signal put into operation as a fully-actuated signal with two signal faces per approach, July 1977. • Signal fully replaced under D254536, summer of 1994. Reconstruction of Route 11 and 31 were done as part of this contract. • “No Turn on Red” restriction installed on 1/22/1997 as part of Case No. 3960415 and 3960458, for the Route 31 eastbound approach, during the PM peak hours of 3:00 P.M. to 6:00 P.M. • “No Turn on Red” request denied on 12/2/1997 for the northbound Route 11 approach as part of Case No. 3960415. • Request to make right lane on Route 31 westbound approach a right-only lane, denied as part of Case No. 3010082. • “No Turn on Red” restriction installed as part of Case No. 3010116, for the Route 11 northbound approach. Sign installed 9/6/2001. • Timing modifications made on 3/8/2001. a) Problems Identified (continued) • Northbound Route 11 right-turn only lane installed as part of a permit project for the Cicero Market Commercial Development (Walmart), 2004-2005. • New timing and controller installed 12/15/2006. • Timing modifications made on 11/15/2011. • Recommendation made to upgrade all pedestrian signals to audible pedestrian signals as part of the Pedestrian Safety Action Plan, 8/03/2018. Work order memo to be sent out at a later date. Date: April 21, 2021 Signal No. 181 – Route 31 at I-81 SB ramps Town of Cicero, Onondaga County Signal File/ Location File (31.18-11/31): • New signal design and roadway alignment performed under PIN 3500.81.111, August 8, 1973. • “No Right Turn on Red” Study performed, but determined there are no issues turning right on red. • Notice of order officiates the operation of this intersection as a fully-actuated signal on 12/8/1986. • Timing changes made 4/8/1998. • Timing changes made 4/5/2001. • New controller installed 12/2006. • Timing changes made 11/15/2011. • HSI completed July 2009, determined a “Left Turn Yield on Green Ball” sign be installed for the Route 31 WB approach. Work as completed 9/24/2009. • Recommendation to upgrade pedestrian facilities at this signal made as part of the Pedestrian Safety Action Plan, but due to the age of the structure, replacement of the entire signal is required. A future contract (PIN 303768 – Route 31 at I-81 Safety Improvement Project) will perform this work. a) Problems Identified (continued) Date: April 21, 2021 Signal No. 182 – Route 31 at I-81 NB ramp and Pardee Rd. Town of Cicero, Onondaga County Signal File/ Location File (31.18-11/31): • Signal installed under Contract FIRCM 73-118, February 10, 1976. • New signal heads, and controller cabinet installed 3/17/1992. • Signal phasing modified for off ramp and Pardee Rd. to be same phase number. Work was a direct result of signal case no. 3960306, and completed 6/3/1996. • Signal timing adjusted 4/8/1998. • “No Turn on Red” sign installed facing Pardee Rd. as a direct result of signal case no. 3980393. Work completed 2/19/1999. • Signal timing modification made 5/26/2000. • Wireless control unit installed to coordinate signal with adjacent signals nearby. Work completed 4/25/2001. • “No Turn on Red” restricted for northbound I-81 off-ramp approach on 12/20/2001. Work completed as a direct result of signal case no. 3010236. • New signal controller installed 12/15/2006. • “Left Turn Yield on Green Ball” sign installed for the northbound I-81 off ramp approach on 4/8/2009. Work completed as a direct result of signal case no. 3090032. • Signal timing adjustments made on 11/15/2011. • Phasing and sign changes made as a direct result of signal case no. 3100123. Left turns were restricted for southbound Pardee Rd. traffic, and the appropriate sign/signal phasing adjustments were made to support this modification. Work was completed 9/27/2011. Additional green time could then be used to minimize the long traffic queues on the I-81 NB off ramp. a) Problems Identified (continued) 14) CONCLUSIONS/RECOMMENDATIONS: In summary, there were 218 plotted accidents of which 40 resulted in injuries. The majority of the crashes coincide with AM and PM peak hour volumes due to heavy commuter traffic volumes as high as 24,000 AADT. There were numerous patterns of left turn head on crashes at the various signalized intersections and driveways accounting for 28% of all crashes and 33% of the total number of left turn crashes resulted in injury. There were numerous rear end crashes at the various signalized intersections accounting for 40% of all crashes and 40% of the total number of rear end crashes resulted in injury. There were 34 sideswipe/overtaking crashes throughout the corridor accounting for 16% of the total crashes 2 of which resulted in injury. There were 25 right angle crashes representing 11% of the total number of crashes and 13% of the total number of right angle crashes resulted in injury. There is a continuing pattern of rear end crashes along the Route 31 EB and WB signalized approach to Route 11 mainly due to unsafe speed, following too closely and driver inattention. Traffic during PM peak routinely backs up along the Rt. 31 EB approach to Rt. 11. There is a significant rear end crash pattern along the EB approach to the signalized intersection with the I-81 SB on ramp that queues back sufficiently to block Crabtree Lane East and the Quick Fill/Red Apple Gas Station and Byrne Dairy driveways. There is a small cluster of left turn head on crashes involving WB Rt. 31 motorists making turns into Crabtree Lane East and those entering Quick Fill/Red Apple Gas Station. There is a small cluster of rear end crashes located at the EB approach to the I-81 off ramp. The WB Route 31 approach has a significant rear end crash pattern associated with motorists speeding up to change lanes into the left most interior lane creating an unbalanced lane use for motorists attempting to position themselves into the I-81 SB on ramp turn lane. The opposing left turn lanes for the I-81 on ramps are too short and fill up quickly in both AM and PM peak hours spilling over into the adjacent through lanes. The 3 closely spaced signalized intersections at Rt. 11, I-81 SB ramps, I-81 at NB ramps are timed to optimize peak hours for both AM and PM peak hours in reducing motorist delay by providing additional green time to minimize traffic queues that cause traffic to back up along the I-81 NB offramp onto mainline I-81 NB. Likewise, additional green time is allowed for the WB Rt. 31 left turn to I-81 SB on ramp by providing a lead and lag left turn phasing to minimize the extent that traffic queues back within the short WB left turn lane. a) Problems Identified (continued) 15) CONCLUSIONS/RECOMMENDATIONS: (Cont.) Long term improvements/recommendations will be addressed under a more comprehensive future "interchange" project to address greater needs in improving overall capacity/safety needs and reducing driver delays especially during peak hours. This project is currently on the Capital Program as a “wish list” project with a 22 M estimate and will address safety concerns along the Route 31 corridor near the I-81 Interchange. In addition to the large long term project, the following is a list of potential short term and intermediate projects to address various safety and operational needs for the Rt. 31 corridor: • Placement of an I-81 SB "Loop Ramp" that would eliminate the WB Rt. 31 left turn crossing maneuver and its associated accident pattern. Discussions would need to take place with the Town to determine the feasibility of acquiring property immediately west of the I-81 bridges along the north side of Route 31 in the northwest quadrant. (Intermediate measure) • Extension of the Rt. Turn lane for the I-81 NB off ramp to Rt. 31 will accommodate for PM peak storage in order to prevent stopped traffic from queueing back up the ramp onto the NB I-81 mainline. (Intermediate measure) • Option to close off the un-signalized intersection of Lakeshore Rd. and redirect through traffic along the Lakeshore Rd. signalized spur or “Tee-Up” the existing Lakeshore Rd. approach to 60 degrees. (Intermediate measure) • Closing off the stop controlled intersection of E. Crabtree Ln. in addressing the small cluster of right angle crashes. (Short Term measure) • The poorly designed internal circulation on the CNS High School site was cited as a cause of traffic backing up in the EB Rt. 31 right turn lane due to people who are unable to enter the CNS driveway due to stopped vehicles within the site. Reconfiguration of the internal movements within the CNS site is needed to improve ingress/egress at the Route 31 and CNS High School intersection during the morning peak hour. (Intermediate measure) a) Problems Identified (continued) 15) CONCLUSIONS/RECOMMENDATIONS: (Cont.) • Widening under the I-81 bridge to provide side by side dedicated left turn lanes along EB and WB Rt. 31. The widening would provide for a sidewalk section using a retaining wall with accommodations of a sidewalk section behind the piers/columns. This would provide for the additional storage lengths needed for Rt. 31 turning vehicles under the I-81 bridge particularly during peak AM and PM hours. (Intermediate measure) • Restrict access to right in/right out driveways for existing driveways by installing a 3-4 ft. wide raised curbed median from Rt. 11 to Pardee Rd. or from Rt. 11 to Lakeshore Rd. This will prevent accidents associated with left turn crossing maneuvers across multi-lane undivided urban roadways. Additionally, these maneuvers adversely impact driver delay as a result of motorists turning left into various commercial sites. (Intermediate measure) • Potential Crabtree Rd. East spur connection to I-81 SB on-ramp. (Intermediate measure) Site Location Study Area Details of Accident History Key Roadway Roadway Surface Light Conditions Weather Characteristics Condition (MV 104 Box 4) (MV 104 Box 7) (MV 104 Box 5) (MV 104 Box 6) 1 Daylight 1 Straight and Level 1 Dry 1 Clear 2 Dawn 2 Straight and Grade 2 Wet 2 Cloudy 3 Dusk 3 Straight and Hillcrest 3 Muddy 3 Rain 4 Dark Road Lighted 4 Curve and Level 4 Snow/Ice 4 Snow 5 Dark Road Unlighted 5 Curve and Grade 5 Slush 5 Sleet/Hail/Freezing Rain 6 Curve and Hillcrest 6 Flooded 6 Fog/Smog/Smoke U Unknown U Unknown U Unknown U Unknown Injury Code Description K Any injury that results in death A Severe lacerations, broken limbs, fractures or broken bones, B Lump on head, abrasions, minor lacerations C Momentary unconscious, limping, nausea, hysteria, pain, (no visible injury) Accd Date Time # of Sev Light Roadway Rd Surface Weather Contrib Contrib Type of Veh Location No Veh Cond Character Conditions Condition Factor 1 Factor 2 Accd Type 1 5 3 15 1255 2 P 1 1 1 1 Driver Inattent/Distract Following too Closely RE P 1248 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 2 5 4 15 1421 2 I 1 1 1 1 Following too Closely Unknown RE P pardee Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 4 5 7 15 0728 2 I 1 2 1 1 Following too Closely Driver Inattent/Distract RE P pardee Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 5 5 11 15 1028 2 N 1 1 1 2 FTY Driver Inattent/Distract LT P brewertn Details: V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 6 5 15 15 1650 2 N 1 1 1 2 FTY Unknown LT P crabtree Details: V2 WB RT 31 TURNS LEFT TO CRABTREE STRIKES V1 STOPPED EB RT 31 7 5 16 15 1155 3 N 1 1 1 1 Following too Closely Driver Inattent/Distract RE C 1248 Details: V2, V3 EB RT 31 STOPPED, V1 DID NOT STOP STRUCK REAR OF V2, V2 STRUCK V3 8 5 18 15 1158 2 P 1 1 1 2 Following too Closely Unknown RE P brewertn Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 10 5 26 15 1641 2 N 1 1 1 1 FTY Unknown LT P 81 ramp Details: V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 12 5 29 15 1711 2 N 1 1 1 1 Unsafe Lane Change Unknown SS P pardee Details: V1 WB RT 31 CHANGES LANES STRIKES V2 WB RT 31 15 6 3 15 1516 2 N 1 1 1 1 Driver Inattent/Distract Unknown RE P 1249 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 16 6 5 15 0734 1 I 1 1 1 2 React to Uninvolved Veh Pavement Slippery FO M pardee Details: V1 MOTORCYCLE EB RT 31 HIT SAND/GRAVEL IN ROAD AND TIPPED OVER 17 6 7 15 1310 2 P 1 1 1 1 FTY Outside Car Distraction LT P 1249 Details: V1 WB RT 31 TURNS LEFT THROUGH COURTESY GAP TO RT 11 SB STRIKES V2 EB RT 31 19 6 11 15 0251 2 P 1 1 1 1 Turn Improper Unknown RA P Byrne D Details: V1 EXITING BYRNE DAIRY NB TO RT 31 EB STRIKES V2 EB RT 31 22 6 18 15 0802 2 I 1 1 1 2 Traffic Cntrl Disregard Unknown RA P 81 ramp Details: V1 EB RT 31 RAN RED LIGHT STRUCK V2 NB 81 OFFRAMP 23 5 31 15 1000 2 P 1 1 2 3 Driver Inattent/Distract Unknown LT P pardee Details: V1 EB RT 31 TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 24 6 25 15 1320 2 P 1 1 1 1 Turn Improper Unknown LT C crabtree Details: V1 COM TRUCK WB RT 31 TURNS LEFT TO CRABTREE STRIKES V2 STOPPED EB RT 31 25 6 26 15 1715 2 P 1 1 1 2 FTY Unknown LT P Franks rd Details: V1 WB RT 31 TURNS LEFT THROUGH COURTESY GAP STRIKES V2 EB RT 31 26 6 15 15 1720 5 I 4 1 1 1 Unsafe Lane Change Unknown RE P crabtree Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 5 VEHICLES 28 7 1 15 1426 2 P 1 2 2 2 FTY Other Vehicular LT P 1252 Details: V1 EB RT 31 TURNS LEFT STRIKES V2 WB RT 31 30 7 1 15 0938 2 P 1 1 1 2 Unsafe Lane Change Unknown SS P 81 ramp Details: V1 STOPPED WB RT 31, V2 WB RT 31 CHNAGED LANES AND STRUCK V1 34 8 6 15 1720 2 I 1 2 1 1 FTY Other Vehicular LT M Hess Details: V1 EB RT 31 FTY TURNS LEFT TO HESS NART STRIKES V2 MOTORCYCLE WB RT 31 35 8 11 15 1525 2 N 1 1 1 1 FTY Traffic Cntrl Disregard RA P pardee Details: V1 WB RT 31 RUNS RED LIGHT STRIKES V2 SB PARDEE RD MAKING LEFT ON RT 31 36 8 13 15 1621 2 N 1 1 1 1 Following too Closely Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 38 8 20 15 2229 2 P 4 1 2 3 Turn Improper Unsafe Lane Change LT P Byrne D Details: V1 WB RT 13 TURNS LEFT TO BYRNE DAIRY STRIKES V2 WB RT 13 41 8 24 15 1205 2 N 1 1 1 2 Unknown Unknown PB C 81 ramp Details: V1 COM TRUCK STOPPED ON RT 81 NB OFFRAMP, ATTEMPTED RIGHT TURN TO RT 31 STRUCK BICYCLE EB RT 31 SIDEWALK 42 8 29 15 0714 2 N 1 1 1 1 Backing Unsafely Alcohol Involvement RE P crabtree Details: V1 STOPPED NB ON CRABTREE RAN OUT OF GAS, ROLLED BACKWARD AND STRUCK V2 STOPPED BEHIND V1 43 9 2 15 1542 2 N 1 1 1 1 FTY Unknown LT P d donuts Details: V1 EB RT 31 TURNS LEFT TO DUNKIN DONUTS STRIKES V2 WB RT 31 46 9 16 15 1713 2 I 1 1 1 2 FTY Unknown PB P 81 ramp Details: V1 STOPPED SB OFFRAMP FROM RT 81 SB TO RT 31. V1 PULLED OUT AND STRUCK BICYCLE EB ON RT 31 SIDEWALK 47 9 25 15 1519 2 P 1 1 1 1 Unsafe Lane Change Unknown SS C Rt 11 Details: V1 COM TRUCK EB RT 31 CHANGED LANES STRUCK V2 EB RT 31 49 9 27 15 2014 2 N 4 1 1 1 Following too Closely Unknown RE P crabtree Details: V1 NB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 50 9 30 15 1417 2 N 1 2 2 3 Unsafe Speed Unknown RE P 1249 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 52 10 1 15 0715 2 P 1 1 1 2 Driver Inattent/Distract Following too Closely RE P pardee Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 57 10 9 15 1206 2 I 1 1 2 3 FTY Driver Inattent/Distract LT P Rt 11 Details: V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 59 10 22 15 0930 2 N 1 2 1 2 FTY Driver Inattent/Distract LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 60 10 4 15 1200 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P pardee Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 61 10 15 15 0958 2 N 1 1 1 1 Following too Closely Unknown RE P 1249 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 62 10 16 15 0747 2 P 1 1 1 1 FTY Unknown RT P Franks rd Details: V1 EXITING NB FROM FRANKS ROADHOUSE STRIKES V2 EB RT 31 65 11 16 15 0845 2 P 1 1 1 2 FTY Unknown RT P d donuts Details: V1 EXITING DUNKIN DONUTS SB TO RT 31 WB FTY AND STRUCK V2 WB RT 31 66 11 10 15 0931 2 P 1 1 1 2 FTY View Obstructed/Limited LT P 81 ramp Details: V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 67 11 27 15 1927 2 P 4 1 2 3 Driver Inattent/Distract FTY RE P 1252 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 68 12 1 15 1454 2 I 1 3 2 3 Following too Closely Pavement Slippery RE P 81 ramp Details: V1 NB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 72 9 18 15 1704 2 F 1 2 1 1 Brakes Defective Oversize Vehicle RA C 81 ramp Details: V1 COM TRUCK SB RT 81 OFF RAMP DOES NOT STOP CROSSES INTERSECTION STRIKES V2 EB RT 31 74 12 12 15 1736 2 N 4 1 2 3 FTY Unknown RA P 1251 Details: V1 EXITING PARKING LOT SB STRIKES V2 WB RT 31 76 12 23 15 1306 2 P 1 1 2 2 Following too Closely Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 77 12 18 15 1817 2 N 4 1 1 1 Unsafe Lane Change Unknown SS P 1249 Details: V1 EB RT 31 CHANGES LANES STRIKES V2 EB RT 31 78 12 26 15 1255 2 P 1 1 1 2 FTY Unknown LT P Rt 11 Details: V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 80 12 29 15 1646 2 P 1 1 2 3 Following too Closely Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 81 12 29 15 1817 2 P 4 1 2 3 Passenger Distraction Unknown RE P crabtree Details: V1 STOPPED EB RT 31, BACKED UP, V1 STRUCK V2 STOPPED EB RT 31 BEHIND V1 84 1 7 16 1532 2 I 1 1 1 2 Unsafe Speed Unknown RE P 81 ramp Details: V1 SB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 85 1 5 16 2130 2 P 4 1 1 2 Turn Improper Unknown LT P 81 ramp Details: V1 SB RT 81 OFF RAMP TURNED LEFT TO RT 31 STRUCK V2 STOPPED WB RT 31 87 1 13 16 1320 2 P 1 1 4 4 Following too Closely Pavement Slippery RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 88 1 25 16 1703 2 P 3 1 1 1 Following too Closely Unknown RE P pardee Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 91 1 30 16 1551 3 N 1 1 1 1 Following too Closely Unknown RE P crabtree Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 3 VEHICLES 93 2 12 16 1548 2 P 1 1 2 1 Following too Closely Unknown RE P pardee Details: V1 NB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 94 2 19 16 1629 2 P 1 1 2 1 FTY React to Uninvolved Veh LT P 81 ramp Details: V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 95 5 1 15 1820 2 P 1 1 1 1 FTY View Obstructed/Limited LT P parkride Details: V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 96 2 24 16 1442 2 I 1 1 2 3 Unsafe Lane Change Unknown SS P pardee Details: V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 97 2 27 16 1153 2 N 1 1 1 2 Following too Closely Unknown RE P speedwy Details: V1 EXITING SPEEDWAY SB TO RT 31 EB DRIVES TO FAST AND STRIKES REAR OF V2 EXITING SPEEDWAY SB TO RT 31 EB 99 3 2 16 1445 2 I 1 1 2 4 FTY Outside Car Distraction LT P pardee Details: V1 EB RT 31 WAVED ON BY WB VEH IN LEFT LANE TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 100 3 8 16 1200 2 N 1 1 1 2 Turn Improper Unknown RE P crabtree Details: V1 EB RT ATTEMPTS U TURN STRIKES REAR OF V2 STOPPED EB RT 31 101 3 9 16 1435 2 N 1 1 1 2 Driver Inattent/Distract Unknown RE P crabtree Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 102 3 12 16 1920 2 N 4 1 1 1 React to Uninvolved Veh Unknown LT P parkride Details: V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 103 3 15 16 0657 2 P 2 1 1 2 FTY Unknown LT P parkride Details: V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 104 3 27 16 1325 2 I 1 1 1 1 FTY Unknown LT P 81 ramp Details: V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 106 4 1 16 1800 2 P 1 1 1 1 FTY Driver Inattent/Distract LT P 1249 Details: V2 EB RT 31 TURNS LEFT STRIKES V1 WB RT 31 107 4 7 16 1917 2 N 1 1 2 2 FTY Unknown RA P d donuts Details: V1 EXITING DUNKIN DONUTS SB TO RT 31 EB FTY AND STRUCK V2 WB RT 31 108 4 7 16 0820 2 P 1 1 1 1 Traffic Cntrl Disregard Unknown RA P 81 ramp Details: V1 EBRT 31 RAN RED LIGHT STRUCK V2 SB FROM 81 OFF RAMP 109 4 11 16 0745 2 P 1 1 2 2 FTY Unknown RA P Franks rd Details: V1 EXITING NB FROM FRANKS ROADHOUSE STRIKES V2 EB RT 31 112 4 21 16 1145 2 P 1 1 1 2 Passing/Lane Use Improp Unknown SS C 81 ramp Details: V1 COM TRUCK NB RT 81 NB OFFRAMP, V1 TURNS LEFT TO RT 31 WB, V1 SIDESWIPES V2 NB FROM RT 81 NB OFFRAMP 114 5 3 16 1749 2 P 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 115 5 11 16 1424 2 N 1 1 1 1 Unsafe Lane Change Unknown SS C 81 ramp Details: V1 COM TRUCK WB RT 31 CHANGES LANES STRIKES V2 WB RT 31 119 5 14 16 1653 2 N 1 1 2 3 FTY Turn Improper RA P fast trak Details: V1 EXITED FASTRAC NB TO RT 31 WB STRUCK V2 STOPPED RT 31 WB 121 5 23 16 0742 2 N 1 1 1 1 FTY Turn Improper LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 122 5 24 16 1410 2 P 1 2 1 1 FTY Turn Improper LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 123 5 25 16 1515 2 P 1 1 1 1 FTY Unknown LT P speedwy Details: V1 EB RT 31 TURNS LEFT TO SPEEDWAY STRIKES V2 WB RT 31 125 6 12 16 1340 2 P 1 1 1 2 Following too Closely Passing/Lane Use Improp SS P 81 ramp Details: V1 WB RT 31 CHANGED LANES SIDESWIPED V2 WB RT 31 127 6 21 16 1717 6 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE C Rt 11 Details: V1 TOW TRUCK WB RT 31 HIT REAR OF V2 STOPPED WB RT 31, V2 PUSHED INTO V3, ETC, CHAIN REACTION ACC WITH TOTAL 6 VEHICLES 128 6 25 16 1425 2 I 1 1 1 1 Driver Inexperience Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 129 6 23 16 1530 2 P 1 1 1 1 FTY Unknown LT P kwik fill Details: V1 WB RT 31 FTY TURNS LEFT TO KWIK FILL STRIKES V2 EB RT 31 130 6 28 16 0855 2 I 1 1 1 1 Following too Closely Driver Inattent/Distract RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 132 6 28 16 1750 3 N 1 1 1 1 Driver Inexperience Unknown RE P 1252 Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 133 7 1 16 1500 3 N 1 1 1 1 Brakes Defective Unknown SS P 81 ramp Details: V1, V2 NB RT 81 OFF RAMP STOPPED, V3 DID NOT STOP STRUCK SIDE OF V1, V2 135 7 10 16 1033 2 I 1 1 2 3 FTY Traffic Cntrl Disregard RA P Rt 11 Details: V1 WB RT 31 RAN RED LIGHT STRUCK V2 SB RT 11 136 7 6 16 1605 2 P 1 1 1 1 FTY React to Uninvolved Veh LT P crabtree Details: V1 WB RT 31 TURNS LEFT TO CRABTREE STRIKES V2 EB RT 31 137 7 20 16 1214 2 P 1 1 1 1 FTY Unknown RA P fast trak Details: V1 EXITED FASTRAC NB TO RT 31 WB STRUCK V2 RT 31 WB 138 7 20 16 1657 2 P 1 1 1 1 Following too Closely Unknown RE P Rt 11 Details: V1 SB RT 11 TURNS EB RT 31 STRIKES V2 STOPPED EB RT 31 142 7 29 16 1100 2 N 1 1 1 1 Unsafe Lane Change Unknown SS P 81 ramp Details: V1 WB RT 31 CHANGED LANES SIDESWIPED V2 WB RT 31 143 8 3 16 2204 2 P 5 1 1 1 Backing Unsafely Unknown RE P Franks rd Details: V1 BACKED NB ACROSS RT 31 FROM DRIVEWAY STRUCK V2 WB RT 31 144 8 2 16 1442 2 I 1 1 1 1 Unsafe Lane Change View Obstructed/Limited LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 145 8 10 16 1450 2 P 1 1 1 1 FTY Unknown LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 146 8 10 16 1915 2 N 1 1 1 1 FTY Unsafe Lane Change SS P 1261 Details: V1 WB RT 31 CHANGED LANES STRUCK V2 LB RT 31 147 8 9 16 1450 3 P 1 1 1 1 Driver Inattent/Distract Driver Inexperience RE P Rt 11 Details: V1, V2 EB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 148 8 16 16 1150 3 N 1 1 1 2 Driver Inattent/Distract Unknown RE P 81 ramp Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 149 8 16 16 1415 2 P 1 1 1 2 FTY Unknown LT P Byrne D Details: V1 WB RT 13 TURNS LEFT TO BYRNE DAIRY STRIKES V2 WB RT 13 150 8 19 16 1816 2 P 1 1 1 1 Unsafe Lane Change Driver Inattent/Distract SS P 1251 Details: V1 WB RT 31 CHANGED LANES SIDESWIPED V2 WB RT 31 151 8 26 16 1515 2 P 1 1 1 1 Following too Closely Unsafe Speed RE P Rt 11 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 152 8 31 16 1146 2 N 1 1 1 2 Following too Closely Unknown RE P 1251 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 155 9 4 16 1335 2 P 1 1 1 1 FTY View Obstructed/Limited LT P 81 ramp Details: V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 158 9 5 16 2147 2 P 4 1 1 1 Driver Inattent/Distract Unknown FO P 1252 Details: V1 WB RT 31 LOST CONTROL STRUCK SIGN 159 9 25 16 1800 2 1 1 1 1 FTY Unsafe Lane Change SS C fast trak Details: V1 EXITED FASTRAC NB TURNED TO RT 31 WB CHNAGED LANES AND SISDESWIPED V2 COM TRUCK WB RT 31 162 9 21 16 1810 2 P 1 1 1 1 FTY View Obstructed/Limited LT P d donuts Details: V1 EB RT 31 TURNS LEFT TO DUNKIN DONUTS STRIKES V2 WB RT 31 163 10 3 16 0920 2 P 1 1 2 2 FTY Unknown RT C 81 ramp Details: V1 SB RT 81 OFF SB RAMP TURNS RIGHT TO RT 31 STRIKES V2 COM TRUCK SB ON OFF RAMP 168 10 21 16 1840 2 N 5 1 2 3 FTY Unknown SS P 1249 Details: V1 EB RT 31 CHANGED LANES STRUCK V2 EB RT 31 169 10 22 16 1655 2 P 1 1 2 3 FTY Unknown LT P d donuts Details: V1 EB RT 31 TURNS LEFT TO DUNKIN DONUTS STRIKES V2 WB RT 31 170 10 27 16 2155 2 N 4 1 2 3 Driver Inattent/Distract Unknown SS P Rt 11 Details: V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 171 11 2 16 1819 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P Rt 11 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 172 11 4 16 2105 2 I 4 1 1 1 FTY Unsafe Lane Change SS P 81 ramp Details: V1 EB RT 31 SIDESWIPED V2 EB RT 31, V2 LOST CONTROL STRUCK UTIL POLE 174 11 6 16 1520 2 I 1 1 1 1 FTY Driver Inattent/Distract LT P Rt 11 Details: V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 176 11 12 16 1530 2 P 4 1 1 1 FTY Turn Improper LT P kwik fill Details: V1 WB RT 31 FTY TURNS LEFT TO KWIK FILL (probably) STRIKES V2 EB RT 31 177 11 16 16 1320 2 P 1 1 1 1 Unsafe Lane Change Unknown SS P 1251 Details: V1 SB PARDEE RD TURNS WB RT 31 CHANGES LANES STRIKES V2 WB RT 31 182 11 3 16 1705 3 I 1 1 2 3 Driver Inattent/Distract FTY RA P arbys Details: V1 EXITNG ARBYS NB TO RT 31 WB FTY STRIKES V2 RT 31 EB, V2 SWERVES INTO V3 RT 31 EB 183 11 27 16 0918 2 P 1 1 2 2 Following too Closely Unknown RE P Rt 11 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 184 11 29 16 1936 2 P 4 1 1 1 Unsafe Lane Change Driver Inattent/Distract SS P 81 ramp Details: V1 NB RT 81 OFF RAMP TURNED RIGHT TO RT 31 EB, V1 CHANGED LANES AND STRUCK V2 RT 31 EB 185 11 29 16 1346 2 I 1 1 1 2 FTY Unknown LT P Rt 11 Details: V1 EB BRT 31 TURNS NB RT 11 STRIKES V2 WB RT 31 186 12 2 16 1901 2 I 4 1 2 4 Driver Inattent/Distract Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 187 12 1 16 1703 2 N 4 1 1 1 FTY Unsafe Lane Change SS P 81 ramp Details: V1 EB RT 31 CHANGED LANES STRUCK V2 EB RT 31 190 12 7 16 1914 2 N 4 1 1 1 Unsafe Lane Change Unknown SS P Rt 11 Details: V1 EB RT 31 CHANGED LANES STRUCK V2 EB RT 31 192 12 8 16 0656 2 P 2 1 2 2 Following too Closely Unknown RE P crabtree Details: V1, V2 EB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 195 12 14 16 0740 2 P 1 1 1 1 Unsafe Lane Change Unknown SS P 1252 Details: V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 197 12 16 16 1445 2 P 1 1 4 2 Driver Inattent/Distract Turn Improper SS C 81 ramp Details: V1 COM TRUCK WB RT 31 CENTER LANE TURNS RIGHT TO PARDEE NB HITS V2 WB RT 32 RIGHT LANE TURNING RIGHT TO PARDEE NB 198 12 19 16 1210 2 P 1 1 2 1 FTY Unknown LT P Rt 11 Details: V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 201 12 27 16 1812 3 I 4 1 1 1 Following too Closely Brakes Defective RE P crabtree Details: V1, V2 EB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 202 12 20 16 1545 4 P 1 1 4 1 Unknown Unknown RE P Rt 11 Details: V1, V2, V3 EB RT 31 STOPPED, V4 DID NOT STOP CAUSED CHAIN REACTION ACCIDENT WITH 3 OTHER VEH 203 1 5 17 0958 2 P 1 1 1 2 FTY Unknown RA P crabtree Details: V1 NB CRABTREE FTY STRIKES V2 EB RT 31 204 1 7 17 0850 2 P 1 1 1 2 Turn Improper Driver Inattent/Distract RT P Rt 11 Details: V1 EB RT 31 TURNS RIGHT TO RT 11 SB, V1 TURNED TOO WIDE AND STRUCK V2 STOPPED NB RT 11 205 1 8 17 1009 2 P 1 1 4 4 Unsafe Speed Pavement Slippery SS P 81 ramp Details: V1 NB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK SIDE OF V1 207 1 12 17 0718 2 P 2 1 2 2 FTY Unknown LT P d donuts Details: V1 EB RT 31 TURNS LEFT TO DUNKIN DONUTS STRIKES V2 WB RT 31 208 1 15 17 1135 2 P 1 1 1 1 FTY Unknown RA P Byrne D Details: V1 EXITS BYRNE DAIRY NB FOR LEFT TURN STRIKES V2 EB RT 31 211 2 14 17 1802 2 N 4 1 2 2 React to Uninvolved Veh FTY LT P 81 ramp Details: V2 WB RT 31 TURNS LEFT TO RT 81 SB ON RAMP STRIKES V1 EB RT 31 212 2 19 17 1509 2 N 1 1 1 1 FTY Turn Improper LT P Byrne D Details: V1 WB RT 13 TURNS LEFT TO BYRNE DAIRY STRIKES V2 WB RT 13 213 2 18 17 1049 2 N 1 1 1 1 Following too Closely Unknown RE P crabtree Details: V1 EB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 215 2 25 17 1200 2 N 1 1 2 3 Turn Improper Unknown RA P arbys Details: V1 EXITS ARBYS DAIRY NB FOR LEFT TURN STRIKES V2 WB RT 31 216 2 26 17 1324 2 P 1 1 2 4 FTY React to Uninvolved Veh LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 218 3 2 17 0746 2 I 1 1 4 4 FTY Unknown RA P Mcdnlds Details: V1 EXITS MCDONALDS SB FOR LEFT TURN TO RT 31 EB. V1 FTY STRIKES V2 WB RT 31 219 3 5 17 1226 2 P 1 1 1 1 FTY Unknown RA P crabtree Details: V1 NB CRABTREE FTY STRIKES V2 EB RT 31 220 3 8 17 1609 2 P 1 1 1 2 FTY Unknown RA P 81 ramp Details: V1 EB RT 31 WAVED ON BY WB VEH IN LEFT LANE TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 221 3 10 17 2000 2 I 4 1 1 2 FTY Unknown LT P Rt 11 Details: V1 WB RT 31 TURNS LEFT TO RT 11 SB STRIKES V2 EB RT 31 222 3 10 17 1643 2 N 1 1 1 1 Following too Closely Unknown RE P crabtree Details: V1 NB CRABTREE STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 223 3 15 17 1750 2 P 1 1 4 4 Pavement Slippery Unknown RE P 81 ramp Details: V1 NB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 225 3 23 17 1252 2 P 1 1 1 1 Unsafe Lane Change Obstruction/Debris SS P 81 ramp Details: V1 WB RT 31 SEES TIRES TREAD IN ROAD CHNAGES LANES STRIKES V2 WB RT 31 226 3 14 17 0640 2 P 4 1 4 4 Following too Closely Pavement Slippery RE P pardee Details: V1 SB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 227 3 23 17 1530 2 I 1 1 1 1 Following too Closely Unsafe Speed RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 228 3 27 17 1252 3 N 1 1 1 2 Following too Closely Unknown RE P Rt 11 Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 229 3 31 17 1245 2 P 1 1 2 4 Following too Closely Unknown RE P pardee Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 230 4 4 17 1502 2 N 1 1 2 3 Following too Closely Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 233 4 9 17 1752 2 N 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 234 4 11 17 1741 2 P 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 235 4 11 17 1719 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P 81 ramp Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 238 4 28 17 1700 2 N 1 1 1 1 Unsafe Lane Change Unknown SS P 1249 Details: V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 239 4 29 17 1335 2 I 1 1 1 2 Following too Closely Unknown RE P 1249 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 243 5 23 17 0809 2 P 1 1 1 1 Unsafe Lane Change Unknown SS P pardee Details: V1 EB RT 31 CHANGED LANES STRUCK V2 WB RT 31 244 5 24 17 1415 3 N 1 1 1 1 Following too Closely Unknown RE P 1252 Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 245 5 24 17 1449 4 P 1 1 1 1 Following too Closely Unknown RE P crabtree Details: V1, V2, V3 EB RT 31 STOPPED, V4 DID NOT STOP STRUCK REAR OF V3, CHAIN REACTION ACCDIDENT TOTAL OF 4 VEH 246 5 17 17 1531 2 P 1 1 1 1 Unknown Unknown RE P Rt 11 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 247 5 18 17 1346 2 P 1 1 1 1 Following too Closely Unknown RE P 1252 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 249 6 3 17 1220 2 P 1 1 1 1 Driver Inattent/Distract Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 250 6 5 17 0825 2 N 1 1 2 3 Driver Inattent/Distract Following too Closely RE P crabtree Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 251 6 8 17 1533 2 P 1 1 1 1 Following too Closely Unknown RE P crabtree Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 252 6 12 17 1255 2 N 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 257 6 18 17 1350 2 N 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 258 6 24 17 1544 2 I 1 1 1 1 FTY Unknown LT P Mcdnlds Details: V1 EB RT 31 TURNS LEFT TO MCDONALDS STRIKES V2 WB RT 31 259 6 28 17 1000 2 I 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 261 6 10 17 1850 2 I 1 1 1 1 FTY Traffic Cntrl Disregard LT P 81 ramp Details: V1 EB RT 31 RAN RED LIGHT STRUCK V2 WB RT 31 TURNIG SB TO RT 81 RAMP 262 7 14 17 1526 3 I 1 1 2 2 Following too Closely FTY RE P 81 ramp Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 264 7 20 17 1313 2 P 1 1 1 2 Passing/Lane Use Improp Unknown SS P 81 ramp Details: V1 EB RT 31 STOPPED, V1 CHANGED LANES STRUCK V2 EB RT 31 267 8 2 17 1552 2 N 1 1 1 1 FTY View Obstructed/Limited LT P 81 ramp Details: V1 EB RT 31 WAVED ON BY WB VEH IN LEFT LANE TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 268 7 24 17 1601 2 I 1 1 2 3 FTY Unknown LT P d donuts Details: V1 EB RT 31 TURNS LEFT TO DUNKIN DONUTS STRIKES V2 WB RT 31 269 8 20 17 1050 2 P 1 2 1 2 Driver Inattent/Distract Unknown RE P 81 ramp Details: V1 SB RT 81 OFF RAMP STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 272 8 28 17 1315 2 P 1 1 1 2 Driver Inattent/Distract Unknown LT P 81 ramp Details: V1 EB RT 31 TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 273 8 27 17 1342 2 P 1 1 1 1 FTY Turn Improper LT P 81 ramp Details: V1 EB RT 31 WAVED ON BY WB VEH IN LEFT LANE TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 274 8 23 17 1400 2 P 1 1 1 1 FTY Unknown LT P 81 ramp Details: V1 EB RT 31 TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 275 9 6 17 2018 2 P 4 1 1 2 Unsafe Lane Change Unknown SS P Rt 11 Details: V1 EB RT 31 CHANGES LANES STRIKES V2 EB RT 31 276 9 5 17 1629 3 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P 1249 Details: V1, V2 EB RT 31 STOPPED SIDE BY SIDE FOR TRAFFIC, V3 DID NOT STOP STRUCK REAR OF V1, V2 277 9 5 17 0757 2 I 1 1 2 3 FTY Unknown RT P d donuts Details: V1 EXITING DUNKIN DONUTS SB TO RT 31 WB FTY AND STRUCK V2 WB RT 31 278 9 7 17 0721 2 P 1 1 1 1 FTY React to Uninvolved Veh RA P car wash Details: V1 EXITING CAR WASH NB TO RT 31, LET IN BY TRAFFIC IN CURB LANE, V1 STRUCK V2 EB RT 31 FAR LANE 279 9 8 17 1051 2 I 1 1 1 2 Following too Closely Driver Inattent/Distract RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 280 9 9 17 1041 2 N 1 1 1 1 Following too Closely Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 283 9 13 17 1703 2 P 1 1 1 1 Unsafe Lane Change Unknown SS P Rt 11 Details: V1 EB RT 31 CHANGED LANES SIDE SWIPED V2 EB RT 31 285 9 12 17 1330 2 P 1 1 1 1 Unknown Unknown RA P 81 ramp Details: V1 SB RT 81 SB OFF RAMP TURNS RIGHT STRIKES V2 WB RT 31 FAULT UNKNOWN 287 9 19 17 1004 2 I 1 1 1 1 Driver Inattent/Distract FTY HO P 81 ramp Details: V1 EB RT 31 CROSSED CENTERLINE AND STRUCK V2 WB RT 31 290 9 29 17 0830 2 P 1 1 1 1 FTY Unknown RA P d donuts Details: V1 EXITING DUNKIN DONUTS SB TO RT 31 EB FTY AND STRUCK V2 WB RT 31 291 8 30 17 0737 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 293 10 4 17 0653 2 P 1 1 1 1 Following too Closely Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 294 10 5 17 1500 2 N 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 295 9 28 17 1638 2 P 1 1 1 2 Backing Unsafely Unknown LT P arbys Details: V1 ENTERS ARBYS WRONG DRIVEWAY, BACKS OUT WB IN THE EB LANE HITS V2 WB RT 31 MAKING LEFT TURN TO ARBYS 298 10 25 17 1613 2 N 1 1 1 1 Following too Closely FTY RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 301 11 3 17 0709 2 I 2 1 2 1 FTY Unknown RA P d donuts Details: V1 EXITING DUNKIN DONUTS SB TO RT 31 EB FTY AND STRUCK V2 WB RT 31 302 11 3 17 2025 2 P 5 1 1 1 Traffic Cntrl Disregard Unknown LT P Rt 11 Details: V1 WB RT 31 LEFT TURNS ON YELLOW STRUCK V2 WHICH RAN RED EB RT 31 303 10 31 17 1800 2 N 4 1 1 2 Unsafe Lane Change Driver Inattent/Distract SS P 1249 Details: V1 EB RT 31 CHANGED LANES SIDE SWIPED V2 EB RT 31 307 11 11 17 1405 2 P 1 1 1 1 Unsafe Lane Change Aggressive Drive/Rd Rage SS P 81 ramp Details: V1 EB RT 31 CHANGED LANES STRUCK V2 EB RT 31. UTILITES WORKING IN ROADWAY TO RESTORE POWER, SIGNALS NOT WORKING 312 11 30 17 0724 2 I 1 1 1 1 FTY Unknown LT P 81 ramp Details: V1 EB RT 31 TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 313 12 9 17 1025 2 P 1 1 0 1 Driver Inattent/Distract Unknown RE P crabtree Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 317 12 20 17 0642 2 P 4 1 2 4 FTY Unknown LT P parkride Details: V2 EB RT 31 TURNS LEFT TO PARK AND RIDE STRIKES V1 WB RT 31 319 12 22 17 1230 2 N 1 1 4 4 Pavement Slippery Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 326 1 12 18 1537 2 P 3 1 2 3 Unsafe Speed Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 328 1 12 18 1724 2 P 4 1 2 3 FTY Unknown RA P empow Details: V1 EXITING BANK SB TO RT 31 FTY STRIKES V2 WB RT 31 332 2 1 18 1804 2 P 5 1 2 1 Unsafe Speed Unknown RE P 81 ramp Details: V1 STOPPED NB ON RT 81 NB OFF RAMP, V2 DID NOT STOP STRUCK REAR OF V1 335 2 13 18 0954 2 I 1 1 1 1 Driver Inattent/Distract Following too Closely RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 336 2 11 18 0737 2 P 1 1 2 2 Following too Closely Unknown RE C 81 ramp Details: V1 STOPPED NB ON RT 81 NB OFF RAMP, V2 COM TRUCK DID NOT STOP STRUCK REAR OF V1 337 2 23 18 1802 2 P 4 1 2 1 Traffic Cntrl Disregard Unknown RA P 81 ramp Details: V1 NB RT 81 NB OFF RAMP RAN RED LIGHT STRUCK V2 EB RT 31 338 2 28 18 0720 2 N 1 1 1 2 Following too Closely Unknown RE C 81 ramp Details: V1 TOW TRUCK STOPPED WB RT 31, V2 DID NOT STOP STRUCK REAR OF V1 339 3 5 18 1510 2 P 1 1 1 1 Following too Closely Unknown RE P 1252 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 340 3 5 18 1559 3 P 1 1 1 2 Turn Improper Unknown LT P empow Details: V1 EB RT 31 TURNS LEFT TO EMPOWER CREDIT UNION STRIKES V2 WB RT 31, V1 THEN STRIKES V3 STOPPED SB AT EMPOWER 341 3 7 18 1619 2 P 1 1 2 2 Following too Closely Unknown RE P 1249 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 342 3 15 18 1400 2 P 1 1 1 2 FTY Unknown LT P kwik fill Details: V1 WB RT 31 FTY TURNS LEFT TO KWIK FILL STRIKES V2 EB RT 31 343 3 11 18 1300 2 P 1 1 1 2 Driver Inattent/Distract FTY RA P Byrne D Details: V1 EXITS BYRNE DAIRY NB FOR LEFT TURN STRIKES V2 EB RT 31 344 3 24 18 0910 2 P 1 1 1 1 Unsafe Lane Change Unknown SS P 1250 Details: V1 WB RT 31 CHNAGES LANES STRIKES V2 WB RT 31 345 3 25 18 1300 2 I 1 1 1 1 FTY Unknown LT P kwik fill Details: V1 WB RT 31 FTY TURNS LEFT TO KWIK FILL (probably) STRIKES V2 EB RT 31 346 3 24 18 1751 2 P 1 1 1 1 FTY React to Uninvolved Veh LT P 81 ramp Details: V1 EB RT 31 TURNS LEFT TO PARDEE RD STRIKES V2 WB RT 31 IN RIGHT LANE 348 4 15 18 0920 2 I 1 1 2 3 Illness Unknown RE P Rt 11 Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 351 4 18 18 1835 2 P 1 1 1 1 Following too Closely Unknown RE P 81 ramp Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 352 4 18 18 1141 2 N 1 1 1 2 Following too Closely Unknown SS P Mcdnlds Details: V1 EB RT 31 SIDE SWIPES V2 EB RT 31 ATTEMPTING LEFT TURN TO MCDONALDS 353 4 25 18 1517 2 N 1 1 2 3 Driver Inattent/Distract Unknown RE P 1251 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 354 8 16 15 1937 2 N 3 1 1 2 Unsafe Speed Unknown RE P 81 ramp Details: V1 STOPPED NB ON RT 81 NB OFF RAMP, V2 DID NOT STOP STRUCK REAR OF V1 355 10 27 16 2222 2 N 5 2 2 3 Pavement Slippery Unknown SS P 81 ramp Details: V1 NB ON RT 81 NB OFF RAMP SLID ON ICE STRUCK V2 NB ON RT 81 NB OFF RAMP 356 7 18 15 1620 2 P 1 1 1 1 FTY Unknown LT P 81 ramp Details: V1 SB PARDEE RD FTY STRIKES V2 NB PARDEE RD TURNING LEFT TO RT 81 NB 357 12 9 15 1400 2 N 1 1 1 2 FTY Traffic Cntrl Disregard LT P 81 ramp Details: V1 SB PARDEE RD FTY STRIKES V2 NB PARDEE RD TURNING LEFT TO RT 81 NB 358 2 9 17 u 2 P 5 1 1 1 Unknown Unknown LT P 81 ramp Details: V1 SB PARDEE RD FTY STRIKES V2 NB PARDEE RD TURNING LEFT TO RT 81 NB (probably, not all info entered into report) Route 11 Brewerton Rd 11/3/17=2025=dry, clear Traffic control disregard 3/27/17=1252=dry, cloudy following to closely Unsafe lane change 3/10/17=2000=dry, cloudy 5/18/15=1158=dry, cloudy FTY following to closely CC 12/19/16=1210=wet, clear 6/21/16=1717=dry, clear FTY following to closely 12/20/16=1545=snow/ice, clear Driver inattention unknown COM TRUCK Route 31 5/11/15=1028=dry, cloudy FTY 11/2/16=1819=dry, clear Driver inattention following to closely Driver inattention Unsafe lane change 6/7/15=1310=dry, clear 11/27/16=0918=wet, cloudy FTY C Outside car distraction following to closely Match Line 31 A-A 10/9/15=1206=wet, rain 5/17/17=1531=dry, clear 11/29/16=1346=dry, cloudy FTY unknown fty Driver inattention CCC 12/26/15=1255=dry, cloudy Driver inattention FTY AC 4/15/18=0920=wet, rain 10/4/17=0653=dry, clear illness Follow to close 11/6/16=1520=dry, clear 8/30/17=0737=dry, clear FTY 291 Follow to close Driver inattention Driver inattention 6/3/17=1220=dry, clear 1/12/18=1537=wet, rain BC Driver inattention Unsafe speed 9/9/17=1041=dry, clear 7/10/16=1033=wet, rain 280 C Follow to close 3/23/17=1530=dry, clear Traffic control disregard B fty 12/22/17=1230=snow/ice, snow Follow to close Pavement slippery Unsafe speed 9/8/17=1051=dry, cloudy 279 Unsafe lane change Follow to close C 8/26/16=1515=dry, clear COM TRUCK Driver inattention Follow to close Unsafe speed 12/29/15=1646=wet, rain 80 8/9/16=1450=dry, clear Follow to close Driver inexperience 283 Driver inattention Unsafe lane change 9/30/15=1417=wet, rain 50 12/23/15=1306=wet, cloudy Unsafe speed Collision Diagram following to close 7/20/16=1657=dry, clear Rt. 31 in Cicero 138 Follow to close 8/13/15=1621=dry, clear 36 31 3309 1249 to 31 3309 1252 1/7/17=0850=dry, cloudy following to closely Route 11 to McDonalds Turn improper 77 Unsafe lane change 6/3/15=1516=dry, clear 5/1/15 to 4/30/18 Driver inattention 15 Driver inattention WL TSJ 11/18 Route 11 Accident numbers in blue text were counted as an Brewerton Rd Sheet 1 of 8 Not To Scale intersection accident for accident rate calculations 328 1/12/18=1724=wet, rain Empower Credit Union formerly Route 11 M & T Bank fty Brewerton Rd 6/26/15=1715=dry, cloudy 2/19/17=1509=dry, clear 6/23/16=1530=dry, clear 25 212 129 FTY FTY fty (to franks roadhouse) Turn improper (to kwick fill) (to Byrne Dairy) 11/12/16=1530=dry, clear 8/16/16=1415=dry, cloudy 176 149 fty 3/5/18=1559=dry, cloudy FTY Turn improper 340 (to Byrne Dairy) (prob kwik fill) Turn improper 3/15/18=1400=dry, cloudy 8/20/15=2229=wet, rain Match Line 31 A-B 342 38 fty Turn improper 4/1/16=1800=dry, clear (to kwick fill) 106 Unsafe lane change Driver inattention (to Byrne Dairy) fty 3/25/18=1300=dry, clear 345 Match Line 31 A-A 10/15/15=0958=dry, clear 4/28/17=1700=dry, clear fty 61 238 (prob kwik fill) Follow to close Unsafe lane change C 10/21/16=1840=wet, rain 168 fty 3/7/18=1619=wet, cloudy 341 Route 31 Follow to close 3/8/16=1200=dry, cloudy 100 Turning improper 10/31/17=1800=dry, cloudy 303 Unsafe lane change 8/3/16=2204=dry, clear Driver inattention 4/29/17=1335=dry, cloudy 239 Backing unsafe Follow to close CC 276 9/5/17=1629=dry, clear Driver inattention 213 2/18/17=1049=dry, clear Follow to close Follow to close COM TRUCK 7 5/16/15=1155=dry, clear 143 Following to closely Driver inattention 1 5/3/15=1255=dry, clear Following to closely 4/11/16=0745=wet, cloudy 10/16/15=0747=dry, clear Driver inattention 3/11/18=1300=dry, cloudy 6/11/15=0251=dry, clear 1/15/17=1135=dry, clear Driver inattention turning improper Collision Diagram Rt. 31 in Cicero FTY FTY Fty fty Route 11 31 3309 1249 to 31 3309 1252 Route 11 to McDonalds Brewerton Rd Kwik Fill/ 5/1/15 to 4/30/18 109 62 Red Apple WL TSJ 11/18 343 208 19 Franks Byrne Roadhouse Dairy Sheet 2 of 8 Not To Scale Off Ramp From Rt 81 SB 3/24/18=0910=dry, clear 344 Unsafe lane change 6/28/16=0855=dry, clear C 130 12/2/16=1901=wet, snow 6/18/17=1350=dry, clear Driver inattention 186 257 Driver inattention Follow to closely Follow to closely C 5/15/15=1650=dry, cloudy 6 8/16/16=1150=dry, cloudy 2/13/18=0954=dry, clear fty 148 335 6/25/15=1320=dry, clear Route 31 Driver inattention CC Follow to closely Driver inattention 24 Turn improper 7/29/16=1100=dry, clear 142 12/9/17=1025=?, clear COM TRUCK Unsafe lane change 313 Driver inattention 7/6/16=1605=dry, clear 136 Fty 6/12/16=1340=dry, cloudy 10/5/17=1500=dry, clear React to uninvol veh 125 294 Follow to close 11/16/16=1320=dry, clear Match Line 31 A-C Follow to close 177 Lane use improper Unsafe lane change Match Line 31 A-B 6/8/17=1533=dry, clear 7/1/15=0938=dry, cloudy 251 30 Unsafe lane change Follow to close 4/25/18=1517=wet, rain 353 2/14/17=1802=wet, cloudy 6/5/17=0825=wet, rain Driver inattention 5/26/15=1641=dry, clear 211 250 10 FTY Follow to close FTY React to uninvoled veh Driver inattention 5/24/17=1419=dry, clear 11/10/15=0931=dry, cloudy 245 66 9/4/16=1335=dry, clear Follow to close FTY 155 View obstructed limited FTY View obstructed 12/27/16=1812=dry, clear CC 201 2/19/16=1629=wet, clear Follow to close 9/19/17=1004=dry, clear 94 287 FTY Brakes defective Fty BC React to uninvoled veh Driver inattention 12/8/16=0656=wet, cloudy 3/27/16=1325=dry, clear 192 104 Follow to close 6/10/17=1850=dry, clear FTY 261 BC Traffic cntrl disregard fty 3/9/16=1435=dry, cloudy C 101 3/23/17=1252=dry, clear Driver inattention 225 4/7/16=0820=dry, clear Unsafe lane change 108 Traffic cntrl disregard 12/29/15=1817=wet, rain 81 Passenger distraction 11/11/17=1405=dry, clear 307 Unsafe lane change 1/13/16=1320=snow/ice, snow Aggressive driving/road rage 1/30/16=1551=dry, clear 87 6/15/15=1720=dry, clear 91 following to close 26 C Follow to close Utility’s in roadway to restore Follow to close pavement slippery power. Signals not operating. Collision Diagram Rt. 31 in Cicero Crabtree Lane East On Ramp 31 3309 1249 to 31 3309 1252 Route 11 to McDonalds To Rt 81 SB 5/1/15 to 4/30/18 Accident numbers in blue WL TSJ 11/18 text were counted as an Rt 81 SB ramp intersection accidents for accident rate calculations Sheet 3 of 8 Not To Scale Match Line 31 A-C 3/5/17=1226=dry, clear 219 FTY 1/5/17=0958=dry, cloudy 203 FTY 3/10/17=1643=dry, clear 222 Crabtree Lane East Following to closely 9/27/15=2014=dry, clear 49 Following to closely 8/29/15=0714=dry, clear Back unsafe, alcohol 9/16/15=1713=dry, cloudy 46 46 FTY A Route 31 calculations 9/18/15=1740=dry, clear 72 72 Brakes defective Oversized vehicle 81 SB ramp intersection KKCC Accident numbers in blue COM TRUCK accidents for accident rate text were counted as an Rt 1/7/16=1532=dry, cloudy 84 Unsafe speed C 8/20/17=1050=dry, cloudy 269 Driver inattention COM TRUCK 10/3/16=0920=wet, cloudy 163 FTY Off Ramp 9/12/17=1330=dry, clear 285 unknown From Rt 81 SB On Ramp To Rt 81 SB 1/5/16=2130=dry, cloudy 85 Turn improper Match Line 31 A-D Sheet 4 of 8 Rt. 31 in Cicero WL TSJ 11/18 5/1/15 to 4/30/18 Collision Diagram Route 11 to McDonalds 31 3309 1249 to 31 3309 1252 Not To Scale Park and Previously To Rt 81 Mobil station Ride on ramp Now vacant NB/ Pardee Rd Tow 2/28/18=0720=dry, cloudy 338 12/16/16=1445=snow/ice, truck Follow to close cloudy 197 4/9/17=1752=dry, clear 233 Driver inattention Follow to close 8/10/16=1915=dry, clear Turning improper 146 COM TRUCK Unsafe lane change 4/11/17=1719=dry, clear fty 8/11/15=1525=dry, clear 235 35 Follow to close Fty Driver inattention Traffic cntrl disregard 8/19/16=1816=dry, clear 6/12/17=1255=dry, clear 150 252 Unsafe lane change 5/4/15=1421=dry, clear Follow to close 2 Driver inattention Follow to close C 5/7/15=0728=dry, clear 7/14/17=1526=wet, cloudy 3/24/18=1751=dry, clear 4 262 346 Follow to close CC Follow to close Fty C fty 8/31/16=1146=dry, cloudy Driver inattention 152 Match Line 31 A-E React to uninvol veh CC Follow to close 3/8/17=1609=dry, cloudy 10/1/15=0715=dry, cloudy 10/25/17=1613=dry, clear 220 52 298 FTY Follow to close Follow to close 11/30/17=0724=dry, clear 312 CC Driver inattention Fty Match Line 31 A-D 4/18/18=1835=dry, clear 3/2/16=1445=wet, snow 10/4/15=1200=dry, clear 351 99 60 Follow to close 8/23/17=1400=dry, clear Fty Follow to close 274 Driver inattention Outside car distraction Fty 12/20/17=0642=wet, snow 317 5/31/15=1000=wet, rain 1/25/16=1703=dry, clear fty 23 88 8/27/17=1342=dry, clear Driver inattention Follow to close 273 Fty Turning improper 3/31/17=1245=wet, snow 3/15/16=0657=dry, cloudy 229 103 C Follow to close fty 8/28/17=1315=dry, cloudy 6/28/17=1000=dry, clear 272 259 Follow to close Driver inattention 96 3/12/16=1920=dry, clear 102 4/4/17=1502=wet, rain React to uninvol veh 8/2/17=1552=dry, clear 230 C 267 Follow to close FTY 5/29/15=1711=dry, clear 12 5/1/15=1820=dry, clear Unsafe lane change 95 128 6/25/16=1425=dry, clear Fty C Driver inexperience View obstructed 7/20/17=1313=dry, cloudy 5/11/16=1424=dry, clear 264 Lane use improper 115 5/3/16=1749=dry, clear Unsafe lane change 5/23/17=0809=dry, cloudy 114 243 following to closely COM TRUCK Unsafe lane change 12/1/16=1703=dry, clear 11/4/16=2105=dry, clear 187 6/18/15=0802=dry, cloudy 6/5/15=0734=dry, cloudy 172 C Unsafe lane change 22 16 4/11/17=1741=dry, clear Unsafe lane change Pavement slippery 234 fty Traffic control disregard BC B Follow to close fty MOTORCYCLE X gravel Off Ramp Fast Track X Util pole Formerly From Sunoco Rt 81 NB Accident numbers in blue Collision Diagram text were counted as an Rt Rt. 31 in Cicero 81 NB ramp intersection 31 3309 1249 to 31 3309 1252 accidents for accident rate Route 11 to McDonalds calculations 5/1/15 to 4/30/18 Sheet 5 of 8 Not To Scale WL TSJ 11/18 Match Line 31 A-E 1/8/17=1009=snow/ice 205 Unsafe speed Pavement slipper 11/29/16=1936=dry, clear 184 Driver inattention Unsafe lane change 3/14/17=0640=snow/ice, snow 226 pavement slippery Following to close 7/1/16=1500=dry, clear 133 Brakes defective 7/18/15=1620=dry, clear 356 fty Rt 81 NB 4/21/16=1145=dry, clear Turning to 112 Lane use improper Rt 81 NB Off Ramp From COM TRUCK 12/9/15=1400=dry, cloudy 357 2/23/18=1802=wet, clear Fty Traffic cntrl disregard 337 Traffic cntrol disregard Turning to Rt 81 NB 8/16/15=1937=dry, cloudy 2/9/17=?=dry, clear 354 358 Unsafe speed unknown (500 ft south of Rt 31) Turning to 2/11/18=0737=wet, cloudy Rt 81 NB 336 10/27/16=2222=wet, rain Follow to close 355 COM TRUCK Pavement slippery (100 ft south of Rt 31) 2/1/18=1804=wet clear 332 Unsafe speed 3/15/17=1750=snow/ice, snow 223 Pavement slippery C 12/1/15=1454=wet, rain 68 following to closely Pavement slippery NB/ Pardee Rd To Rt 81 on ramp 41 41 8/24/15=1205=dry, cloudy Ped error confusion COM TRUCK 2/12/16=1548=wet, clear 93 following to closely 5/14/16=1653=wet, rain Fty Turn improper 7/20/16=1214=dry, clear 137 Sunoco Formerly Fty Fast Track calculations 74 COM fty TRUCK Ride 9/25/16=1800=dry, clear 159 Fty Park and 81 NB ramp intersection Accident numbers in blue accidents for accident rate text were counted as an Rt Unsafe lane change Route 31 Previously Now vacant Mobil station Match Line 31 A-F Sheet 6 of 8 Rt. 31 in Cicero WL TSJ 11/18 5/1/15 to 4/30/18 Collision Diagram Route 11 to McDonalds 31 3309 1249 to 31 3309 1252 Not To Scale #5865 Formerly Dunkin # 5879 Waffleworks Donuts McDonalds Accidents # 5895 97 See Next Speedway 65 277 107 301 290 Formerly 2/27/16=1153=dry, cloudy page 11/16/15=0845=dry, cloudy Hess 4/7/16=1917=wet, cloudy 11/3/17=0709=wet, clear 9/29/17=0830=dry, clear 95/17=0757=wet, rain Follow to close Station FTY FTY FTY FTY FTY C C 3/5/18=1510=dry, clear 12/14/16=0740=dry, clear 339 195 Follow to close Unsafe lane change 158 6/28/16=1750=dry, clear 132 Driver inexperience Route 31 Match Line 31 A-F 11/27/15=1927=wet, rain 5/18/17=1346=dry, clear 67 247 Match Line 31 A-G Driver inattention Follow to close fty B 9/28/2017=1638=dry, cloudy 295 Backing unsafe 268 7/24/17=1601=wet, rain FTY 207 1/12/17=0718=wet, cloudy 7/1/15=1426=wet, cloudy FTY 28 5/25/16=1515=dry, clear FTY 123 FTY 162 9/21/16=1810=dry, clear FTY View limited B MOTOR 169 10/22/16=1655=wet, rain CYCLE FTY 34 8/6/15=1720=dry, clear FTY 9/2/15=1542=dry, clear C 43 FTY 2/25/17=1200=wet, rain 11/3/16=1705=wet, rain Turning improper Driver inattention 9/7/17=0721=dry, clear React to uninvol veh Fty Collision Diagram Fty Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 215 Route 11 to McDonalds 5/1/15 to 4/30/18 278 WL TSJ 11/18 Arbys # 5866 # 5886 Auto Detail Car Wash Sheet 7 of 8 Not To Scale # 5895 # 5879 Speedway 218 McDonalds Formerly Driveway Hess 3/2/17=0746=snow/ice, snow Station fty C MOTOR CYCLE 6/9/2008=0711=dry, clear F1 FTY 59 10/2/15=0930=dry, cloudy FTY Driver inattention Note 1: – Fatality, occurred Match Line 31 A-G outside the timeframe of study. 121 5/23/16=0742=dry, clear FTY Route 31 Plotted on collision diagram but Turn improper not used in accident calculations. 122 5/24/16=1410=dry, clear FTY Turn improper McDonalds Driveway C 144 8/2/16=1442=dry, clear Accidents only View obstructed Unsafe lane change 145 8/10/16=1450=dry, clear fty 216 2/26/17=1324=wet, snow Fty React to uninvol veh C Collision Diagram 258 6/24/17=1544=dry, clear Fty Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 352 4/18/18=1141=dry, cloudy Route 11 to McDonalds Follow to close 5/1/15 to 4/30/18 WL TSJ 11/18 Arbys Sheet 8 of 8 Not To Scale Location Rt 31 Study Period 5/1/15 to 4/30/18 Date Municipality T/o Cicero County Onondaga # % of # % of # % of # % of Accident Type Acc Acc Total Injury Inj Total Light Conditions Acc Acc Total Injury Inj Total Animal Related 0 0% 0 0% Day 183 84% 35 88% Fixed obj/ Run off Rd 2 1% 1 3% Night 35 16% 5 13% Head-On 1 0% 1 3% Unknown 0 0% 0 0% Left Turn 61 28% 13 33% Overtaking/ Sideswipe 34 16% 2 5% Totals 218 100% 40 100% Pedestrian/ Bicyclist 2 1% 1 3% Rear End 88 40% 16 40% # % of # % of Right Angle 25 11% 5 13% Type of Vehicle Acc Acc Total Injury Inj Total Right Turn 5 2% 1 3% Unknown 0 0% 0 0% Passenger Car 203 93% 38 95% Commercial Vehicle 13 6% 0 0% Totals 218 100% 40 100% Motorcycle 2 1% 2 5% Totals 218 100% 40 100% # % of # % of # % of # % of Pavement Condition Acc Acc Total Injury Inj Total Weather Conditions Acc Acc Total Injury Inj Total Dry 160 73% 27 68% Clear 122 56% 20 50% Wet 49 22% 12 30% Cloudy 59 27% 9 23% Mud 0 0% 0 0% Rain 26 12% 8 20% Snow/Ice 8 4% 1 3% Snow 11 5% 3 8% Slush 0 0% 0 0% Sleet/Freezing Rain 0 0% 0 0% Flooded 0 0% 0 0% Fog 0 0% 0 0% Unknown 1 0% 0 0% Unknown 0 0% 0 0% Totals 218 100% 40 100% Totals 218 100% 40 100% # % of # % of # % of # % of Time of Day Acc Acc Total Injury Inj Total Time of Year Acc Acc Total Injury Inj Total 6 AM - 10 AM 42 19% 11 28% Fall (Sep Oct Nov) 52 24% 11 28% 10 AM - 4 PM 101 46% 19 48% Winter (Dec Jan Feb) 47 22% 6 15% 4 PM - 7 PM 54 25% 7 18% 7 PM - 12 Midnight 19 9% 3 8% 1201 - 6 AM 1 0% 0 0% Spring (Mar Aprl May) 62 28% 10 25% Unknown 1 0% 0 0% Summer (Jun July Aug) 57 26% 13 33% Totals 218 100% 40 100% Totals 218 100% 40 100% Park lot, Miscodes # Acc % Acc Acc Severity # Acc % Acc Park Lot 0 0 Non-Reportable 62 28% Miscodes 0 0 Property Damage 115 53% Injury 40 18% Park + Miscode 0 0.00% Fatal 1 0% Injury + Fatal 41 18.81% % of all Acc 0.00% Total 218 100.00% Right Lane Ends 31 3309 SP EE D LI MIT 1249 Curb Cut 35 C West end Curb Line of curb 496 525 543 580 and Sidewalk 333 45 106 MPH 167 ZONE 477 503 578 Match Line 31 A-A 106 167 West end 252 427 of curb 482 SP EE D and Sidewalk LI MIT 35 576 31 525 3309 1248 Curb Line C Curb Cut Condition Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 WL TSJ 11/18 Sheet 1 of 8 Not To Scale No Turn On Red 3 1 Only 2 Only 76 Library Blue Bank Info 14 30 C Curb Line Curb Line 116 138 158 285 423 328 301 Match Line 31 A-B 651 Match Line 31 A-A 173 246 319 393 465 0 10 Red numbers are 131 240 263 328 357 400 460 Measurements 673 299 from previous page 688 Curb Line Curb Line C C C SPEED LIMIT Restaurant 35 Next ½ Parking Mile Byrne 13 131 Dairy 9 Condition Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 WL TSJ 11/18 Sheet 2 of 8 Not To Scale Route 81 815 776 SB Off Ramp 769 Do Not 754 Do Not E nter E nter 797 835 Open South Lot curb cut, SPEED LIMIT Wooden Syracuse no driveway 35 Next 1/2 Mile Pole C C C 825 Curb Line Curb Line 482 540 591 642 676 701 739 742 874 13 ft 777 866 Match Line 31 A-C Match Line 31 A-B 11 ft 626 840 11 ft 723 772 613 647 657 539 11 ft 565 13 ft 632 866 508 519 685 705 720 764 834 Curb Line Curb Line North C C Watertown 31 Wooden 3309 1250 Area Speed 815 Pole Kwik Limit 767 Fill 30 C 840 Route 81 81-I 3321 693 715 1D00 SB On Ramp ALL 3 PANELS FADED Crab Tree Ln 3 Condition Diagram 1 Only Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 5 Left Turn WL TSJ 11/18 YIELD On Green 2 4 Only Sheet 3 of 8 Not To Scale From NOT CORRECT CICERO DIRECTION ? Rt 81 SB NOT CONSISTANT WITH RT 11 AT RT 31 SIGNS 0 Wrong Wrong 4 4 Way Way 17 ft Route 81 SB Off Ramp 116 11 ft 131 12 ft 149 181 Do Not Do Not E nter 208 E nter 208 218 218 224 Rt 31 Condition Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 WL TSJ 11/18 Sheet 4 of 8 Not To Scale Pardee Rd 1179 South Syracuse 1102 South 1148 Syracuse State Law Do Not North Block 31 Side 3309 Watertown Road 1251 C Curb Line Curb Line 1059 1221 1225 1296 11 ft 1216 11 ft Match Line 31 A-C 907 922 947 1021 1039 Route 31 Match Line 31 A-CD 1073 11 ft 11 ft 1208 11 ft 1270 1299 1309 973 13 ft 1096 1275 Route 31 996 1205 Curb Line Curb Line 1125 North Watertown 1118 Do Not Do Not 1 E nter E nter 4 1188 Only Only 1186 Condition Diagram Route 81 Rt. 31 in Cicero 2 5 31 3309 1249 to 31 3309 1252 Only Only NB Off WL TSJ 11/18 Right On Ramp 3 Green 6 Arrow Only Sheet 5 of 8 Not To Scale Rt 31 0 6 11 Do Not 11 Do Not E nter E nter 38 21 38 7 ft 12 ft 11 ft 12 ft 5 ft 79 79 97 Route 81 NB Off Ramp 159 201 201 7 ft 11 ft 12 ft 4 ft 212 81 I 3321 1A01 290 Wrong Way 337 Wrong Way 343 6 ft 22 ft 357 3.5 ft NOT CORRECT CICERO DIRECTION ? From NOT CONSISTANT WITH Rt 81 NB RT 11 AT RT 31 SIGNS Condition Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 WL TSJ 11/18 Sheet 6 of 8 Not To Scale To Rt 81 NB FADED FADED 193 Wrong Way FADED 193 Wrong Way 5 ft 12 ft 12 ft 6 ft Pardee Rd 122 40 44 Do Not 36 E nter 0 3 Rt 31 Condition Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 WL TSJ 11/18 Sheet 7 of 8 Not To Scale McDonalds Center Lane Dunkin Abandoned Donuts S PE E D Auto Glass LI MI T curb cut, Only 35 no driveway One Post C ONE WAY ONE WAY C Broken C C Curb Line Curb Line 1333 12 ft 1557 1626 1666 1686 1740 1776 1798 1709 1873 11 ft Route 31 Match Line 31 A-D 11 ft 11 ft 1300 1357 12 ft 1333 1397 1470 1494 1508 1578 1666 1734 1810 1875 Curb Line Curb Line C Center Lane C C C C C C Red ONE WAY Car ONE WAY ONE WAY ONE WAY Only Bldg S PE E D 30" LI MI T Wash 35 Fast Tan Auto Arby’s Trak Bldg Detailers Condition Diagram Rt. 31 in Cicero 31 3309 1249 to 31 3309 1252 WL TSJ 11/18 Sheet 8 of 8 Not To Scale Accident Patterns Practical Accident Associated With: Pattern Reduction: 1) Obstructions block driver view of 1) Sight obstruction(s) being removed or opposing vehicles X lessened? X 2) Drivers are responding incorrectly 2) Widening narrow street approaches? X to traffic control devices X 3) Improving alignment of the street? X 3) Drivers having trouble finding the 4) Increasing too small curb radii? X correct path through the location X 5) Relocation pedestrian crosswalks? X 4) Inappropriate vehicle speeds X 6) Improving signs to increase visibility, 5) Violations of parking or other usefulness, message, size, conformity or to traffic regulations X correct placement? X 6) Driver's confusion about route, 7) Changing signals to improve visibility, street names or other guidance placement, conformity, number of signal information X heads, or timing? X 7) Could vehicle delays be reduced? X 8) Changing the intersection control? X 8) Traffic flow deficiencies, or 9) Changing pavement markings to improve conflicts associated with turning their clarity or location? X movements? X 10) Improving channelization to reduce conflict 9) Pedestrian movement through the areas, separate traffic flow, define location causing conflicts X movements? X 10) Would one-way operation be 11) Is the legal parking layout affecting sight practical, make the location safer? X distance or traffic flow? 11) Is the volume of traffic causing a 12) Changing inappropriate speed limits? X problem? X 13) Increasing the number of lanes? X 12) Are there other traffic flow 14) Improving Street lighting? X deficiencies or conflicts? X 15) Modifying design, location of driveways? X 13) Animal related accidents? X 16) Improving pavement surface condition? X COMMENTS: Use 'O' Operational, or 'P' Physical, & Item No. from above, to describe 'Yes" responses in comments below Operational 'O' and Item # Physical 'P' and Item # "O" 8 There are several Left Turn/Head on crash "P" 2 Consider lengthening the existing dedicated right turn lane patterns along Rt. 31 related to full access for the I-81 NB off ramp to go east on Rt.31 to address commercial driveways within a 5-Lane urban identified sideswipe crashes and reduce the length of undivided section under peak hour conditions. stopped traffic queues which back up onto mainline I- Left Turn/Head on crash patterns were also 81during heavy PM peak times. identified at the signalized intersections of Rt. 31 "P" 6 Replacement of weathered/damaged signs to improve at Rt. 11 and at both I-81 NB and SB On visibility. Add reflectorized post strips to regulatory sign Ramps under permissive phasing. posts throughout the study area. "O" "P" EL.TE 156 a (ver. 03/06) TE&S File 31.18-31 1. IDENT. NO. : '18-'19 3 3 0 0 1 6 STATE OF NEW YORK MAIN OFFICE USE : DEPARTMENT of TRANSPORTATION L X TOWN TRAFFIC and SAFETY DIVISION DIVISION FILE _____________________ O CITY of : Cicero HIGHWAY SAFETY REVIEWED BY ____________________ C VILLAGE INVESTIGATION REPORT SCHEDULED for Befr & Aftr A COUNTY : Onondaga ROUTE NO. OR STREET NAM E STATE HIGHWAY NO. T FROM OR AT REFERENCE MARKER I Route 31 452 3 1 3 3 0 9 1 2 5 3 O (if any) Intrs. with ROUTE NO. OR STREET NAM E STATE HIGHWAY NO. TO REFERENCE MARKER N Lakeshore Rd to CNS NA 3 1 3 3 0 9 1 2 5 7 2. REASON for INVESTIGATION 3. RECOMMENDATION X a. IDENTIFIED by ACCIDENT SURVEILLANCE SYSTEM X a. CAPITAL IMPROVEMENT (Initiate Proj. Devel. Study) b. POLICE HAZARD REPORT X b. TRAFFIC CONTROL IMPROVEMENT sections c. RESPONSE to COMPLAINT or INQUIRY X c. MAINTENANCE IMPROVEMENT 4&5 d. REGIONALLY INITIATED d. OTHER:______________________ ____________________________________ completed e. OTHER: _______________________________ e. NONE below 4. DISCUSSION (2nd form used if additional space is required.) X (Checked if second form is used.) a. PROBLEMS IDENTIFIED 1) Route 31 from Lake Shore Rd (RM 1253) to North Star Drive (RM 1257) is in the T/o Cicero, in Onondaga County. Rt. 31 is sign ed as an east/west highway, and the actual direction of highway in the study area is east/west. This HSI is # 7 (out of 127) on the 2017 PIL list, with a severity index of 11.73. This section of Route 31 is classified as an Urban minor arterial, has an AADT of 12,6 12 (Traffic Data Viewer), and is not on the National Highway System (NHS). The study area for this section of Rt. 31 is approximately 0.5 miles long. Route 31 in the study area is an undivided four lane highway, with 11 – 13-foot travel lanes in both directions, and a TWLTL. The speed limit on Route 31 in the study area is 35 MPH. Currently the centerline is marked as no passing on Route 31 within the study area. CARDS are/not in place in the study area because the speed limit is below 45. b. PROPOSED SOLUTION 1) Various sign panels are worn/ faded and should be replaced. Interim measure to add "No Left Turn" sign to address unsafe turning off of Lake Shore Rd. merge to Rt. 31 EB. 2) Implement and prioritize various short term and intermediate projects to address safety and operational needs until the futur e interchange project is programmed. c. ACTION TAKEN 1) Memo sent to Residency to complete sign work. 2) Traffic and Safety Group held an in house meeting on 3/20/19 to discuss alternatives for future interim safety projects to address both short term and intermediate safety needs along the Route 31 corridor. Traffic to further analyze and review potential short term and intermediate projects to determine if a future capital project is feasible. d. CRASH RELATED INFORMATION EXISTING PER YEAR CONDITION PER YEAR REDUCTION CALCULATED INTERSECTION RATE 1.45 Acc/MEV SEVERE ... ............... . . .. . . . . . . . . . . . . . . STATEWIDE INTERSECTION RATE 0.55 Acc/MEV TOTAL ... ............... . . .. . . . . . . . . . . . . . . 5. CRASH EXPERIENCE 76 Acc in 3 YR 6. BENEFIT / COST ANALYSIS NUMBR PERIOD NUMBER of ACCIDENTS of BEGINNING Personl Property Non - Box checked = Benefit / Cost calculations attached MNTHS w ith Fatal Injury Damage Reportbl 36 MONTH YEAR Acc. Acc. Acc. Acc. PRINCIPAL INVESTIGATOR TITLE 0 8 0 5 1 5 0 7 7 5 CE II 1 2 0 1 1 6 0 6 9 11 1 2 0 1 1 7 0 6 12 5 TE & S APPROVAL BY DATE 0 4 0 1 1 8 0 0 7 1 0 19 35 22 TOTALS 76 HIGHWAY SAFETY INVESTIGATION TE-156a 4. Discussion a) Problems Identified 2) The linear accident rate was not considered relevant for this study due to the number of accidents occurring at the intersections. 3) Calculated accident severity for injury is 19/76 = 25.00%. State average accident severity for injury is 22.84%. (Free access, Urban, Undivided, 4 lanes, all accident types 1/1/16 to 12/31/17). 4) Various sign panels are worn/faded and should be replaced. 5) There were no fatalities within the limits of the study area from 1/1/1987 to 4/30/18. 6) There were 76 accidents that occurred in the study area, resulting in 19 injuries. 55 of the 76 were rear end accidents. 7) The signalized 4-legged intersection of Lake Shore Rd. Spur/ADESA has a rear end crash pattern along both the EB and WB approaches along Rt. 31. There were a total of 13 rear end crashes in the WB direction and 4 in the EB direction. There was 1 rear end crash on the Lake Shore Rd. spur leg. Out of the 18 rear end crashes 3 resulted in injuries. There were 2 additional crashes 1 sideswipe and 1 run off the road in the EB direction. Following too closely and driver inattention were listed as contributing factors. The calculated Intersection accident rate is 1.32 Acc./Mev. is 2.4 times the Statewide Ave. of 0.55 Acc./Mev (4-Legged Intersection, Urban, Signal, 1-4 Lanes, 1/1/16 to 12/31/17). a) Problems Identified (Cont.) 8) The un-signalized stop control 3-legged intersection of Lake Shore Rd. controlled by a stop sign has a pattern of rear end crashes along the WB approach. There were a total 9 rear end accidents along the WB approach. Out of the 9 rear end crashes none resulted in injury. There were 2 left turn head on crashes related to motorists EB on Rt. 31 making a left turn onto Lake Shore Rd. colliding with a Rt. 31 WB motorist 1 of which resulted in injuries; contributing factors listed driver inattention and view obstructed. There currently is an identifiable accident pattern involving rear end crashes at Lake Shore Rd. under stop control. WB motorists are looking for gaps in the approaching traffic stream along Route 31 colliding with stopped vehicles in front of them. Recommend running an updated SYNCHRO model to document the proposed signal phasing needed to close off the Lake Shore Rd. merge and re-direct all traffic onto the Lake Shore Rd. spur for access to Route 31 to address the identified rear end crash pattern. The calculated Intersection accident rate is 0.78 Acc./Mev. is 4.3 times the Statewide Ave. of 0.18 Acc./Mev (3-legged Intersection, Urban, Sign, 1-3 Lanes, 1/1/16 to 12/31/17). 9) The signalized 4-legged intersection of New Country Drive Plaza/Cicero Elementary School has a rear end crash pattern along both the EB and WB approaches along Rt. 31. There were a total of 13 rear end crashes in the WB direction and 7 in the EB direction. Out of the 20 rear end crashes 6 resulted in injuries. Following too closely and driver inattention were listed as contributing factors. The calculated Intersection accident rate is 1.45 Acc./Mev. is 2.6 times the Statewide Ave. of 0.55 Acc./Mev (4- Legged Intersection, Urban, Signal, 1-4 Lanes, 1/1/16 to 12/31/17). 10) The signalized 3-legged “Tee” intersection of North Star Drive to Cicero N. Syr. High School (CNS) did not exhibit any identifiable accident patterns. There were 5 total accidents, 2 rear end (1 Injury), 1 left turn/head on (Injury), 1 right turn and 1 sideswipe crash. The calculated intersection accident rate is 0.35 Acc./Mev. is 2.3 times the Statewide Ave. of 0.15 Acc./Mev (3-legged Intersection, Urban, Sign, 1-3 Lanes, 1/1/16 to 12/31/17). a) Problems Identified (Cont.) 11) An examination of location file 31.18-31 found the following: A PSAP study dated 8/14/18 for the intersection of Rt. 31 at New Country Drive/ Cicero Elementary School concluded that an “LS” type crosswalk be installed on the Cicero Elementary School leg. All existing pedestrian crossings should be upgraded to audible pedestrian signals. Back plates should be installed on all signal heads. A PSAP study dated 8/14/18 for the intersection of Rt. 31 and Lake Shore Rd. Spur/Auto driveway concluded that a new signalized pedestrian crossing should be installed across the south and east legs of the intersection. Back plates should be installed on all signal heads. An email dated 8/9/18 from the Cicero Chief of Police expressed concern about the Rt. 31 at Lake Shore Rd merge intersection, specifically people WB on Lake Shore Rd. having to twist 180 degrees to see Rt. 31 WB traffic, and people WB on Lake Shore Rd making unsafe left turns to Rt. 31 EB. He suggested a “No Left Turn” sign be placed on the Lake Shore Rd. merge facing WB traffic at the intersection, or eliminate the Lake Shore Rd. merge intersection entirely routing all traffic to the Lake Shore Rd. spur allowing motorists to head EB or WB on Rt. 31 via the signalized intersection. A PSAP study dated 8/14/18 for the intersection of Rt. 31 at Cicero High School concluded that back plates should be installed on all signal heads. A letter dated 7/22/16 stated that improvements would be made to the crosswalk at Thee Diner, in response to concerns expressed by the Town of Cicero Highway Supervisor about drivers not stopping for pedestrians in that crosswalk (email dated 5/13/15, a year previous). a) Problems Identified (Cont.) Signal information: Date: November 26, 2018 Signal No. 260 – Route 31 at Lakeshore Dr. spur Town of Cicero, Onondaga County Signal File/ Location File (31.18-11/31): • Signal installed and notice of order verifies the operation of three color signal on 3/17/1994. Signal turn on date was 2/16/1994. • Detection loops installed for signal on 5/9/1994. • Signal timing changes made November 1995. • Signal timing changes made 4/5/2001. • Signal timing changes made 4/11/2005. • Signal controller replaced in 2006. Coordination signal program also installed at this time, on 11/20/2006. • All-red signal times modified as a direct result of signal case no. 3050101 on 10/24/2006. • Overhead “Oncoming vehicles may have extended green” sign added to overhead signal, study performed 9/26/2011. • Signal timing changes made 11/15/2011. • Intersection studied under the Pedestrian Safety Action Plan – Phase 1. As part of this study, back plates are recommended and will be installed in the future. Pedestrian crossings are also recommended across the southern and eastern legs of the intersection, and are to be installed in the future. Recommendations signed on 8/14/2018. a) Problems Identified (Cont.) Date: November 26, 2018 Signal No. 256 – Route 31 at New Country Dr. Town of Cicero, Onondaga County Signal File/ Location File (31.18-11/31): • Signal installed and notice of order verifies the operation of three color signal on 3/16/1992. Work was performed a as direct result of highway work permit no. 03-90- 4882. Signal was turned on 5/21/1991. • Signal timing changes made 4/5/2001. • New signal controller installed 11/20/2006. • Signal timing changes made 11/15/2011. • Intersection studied under the Pedestrian Safety Action Plan – Phase 1. As part of this study, back plates are recommended and will be installed in the future. Pedestrian crossings are to be upgraded to audible pedestrian units, and are to be installed in the future. Recommendations signed on 8/14/2018. a) Problems Identified (Cont.) Date: November 26, 2018 Signal No. 166 – Route 31 at Cicero High School Town of Cicero, Onondaga County Signal File/ Location File (31.18-11/31): • Removal of “STOP” signs at school entrance via a notice of order dated 12/4/1970. • Flashing signal installed and notice of order verifies the operation of signal on 12/4/1970. Signal operates normally as flashing signal and under direction from Regional Director, the signal is to operate as a three-color for the school driveway. • Notice of order verifies the operation of the intersection via a semi-actuated signal, with vehicle detection loops. Order dated 3/21/1985. The signal was installed as a direct result of a highway work permit. Signal turn on was 1/2/1985. • Traffic signal ownership transferred to NYSDOT on 1/1/1993. • Route 31 eastbound right turn lane installed by NYSDOT Maintenance crews at intersection via a response letter dated 8/2/1984. A right turn arrow was installed as part of PIN 3037.48 under a capital improvement project. • Timing adjustment made to allow more time for the westbound left movement into the school driveway, and a “No turn on Red” request was denied under signal case no. 3950127. Work completed 7/6/1995. • Signal timing changes made 1/4/2000. • Signal timing changes made 4/5/2001. • New signal controller installed 12/15/2006. • Signal timing changes made 11/15/2011. • Intersection studied under the Pedestrian Safety Action Plan – Phase 1. As part of this study, back plates are recommended and will be installed in the future. Recommendations signed on 8/09/2018. a) Problems Identified (Cont.) 12) CONCLUSIONS & RECOMMENDATIONS: There were a total of 76 accidents that occurred within the subject study area with the majority of crashes, 55 resulting in rear end crashes, 14 of which involved injuries. Most of the rear end crash patterns occurred under dry pavement with clear/cloudy weather conditions and mostly involved the usual 2 vehicle rear end crashes involving thru movements with contributing factors listed driver inattention and following too closely. The Pedestrian Safety Action Plan (PSAP) is currently studying the entire Route 31 corridor to determine the corrective measures needed to address the pedestrian safety issues. The documented number of peak hour crashes 38 (50%) 6:00 AM to 10:00 AM and 4:00 PM to 7:00 PM compared to off-peak crashes 38 (50%) is equally split when comparing AM and PM peak hour (7 Hrs.) crashes to off-peak crashes throughout the day from 10:00 AM to 4:00 PM and 7:00 PM to 6:00 AM (6 Hrs.). There were very few left turn related crashes in comparison to the number of rear end crashes. There were 5 turn related crashes associated with both ADESA driveways and Lake Shore Rd. Intersection due to driver inattention, slippery pavement, view obstructed, and turn improper. Likewise, there were 2 turn related crashes associated with the North Star Drive to Cicero High School. There was a head on crash just east of Lake Shore Rd. involving a westbound vehicle that crossed into the path of an eastbound motorist resulting in injuries. The observed crash patterns are typical for a heavily congested corridor with relatively closely spaced three colored signals. Eighty-Fifth percentile speeds are sufficiently high enough during peak hour times to cause concern with the use of closely spaced coordinated signals along with lack of adequate storage space for the high peak hour volumes. Often during the heaviest PM peak hour times there is a lot of platooning of traffic especially the number of right turning vehicles exiting I-81 NB off ramp heading eastbound on Rt. 31. Throughout the Rt. 31 corridor there are noticeable signs of congestion. Noticeable there is an unbalanced lane use in the WB direction due to the signalized intersection I-81NB offramp/Pardee Rd. and associated short left turn lanes presenting little if any opportunity for motorists to change lanes between closely spaced signals. Westbound motorists on Lake Shore Rd. who are trying to get to I-81 SB on ramp will often avoid using the right most curb lane in fear of not being able to get over in time to make the left turn onto I-81 SB on ramp. Quite often the capacity of the short WB left turn lane is far exceeded causing stopped queued traffic to spill over into the adjacent interior thru lane further limiting a motorist’s chance of reaching the left turn lane to the I-81 SB on ramp. a) Problems Identified (Cont.) 13) CONCLUSIONS/RECOMMENDATIONS (Cont.): A request was received from the Town of Cicero’s Police Chief to prohibit motorists headed WB on Lake Shore Rd. from making left turns to head east on Rt. 31 with placement of “No Left Turn” signs. He also recommended closing off the Lakeshore Rd./Rt. 31 merge lane which currently operates under stop control would require all traffic to access from the Lake Shore Rd. spur to head east and west along Rt. 31 and would likely result in additional delay for motorists on both Rt. 31 and Lake Shore Rd. A delay study should be done to determine the aggregate effect on both Rt. 31 and Lakeshore Rd. as a means of documenting any noticeable drop in level of service or reduction in delays. An added benefit to closing the Lake Shore Rd. merge lane would be for those WB motorists making a right turn from the spur would already be in the left lane without having to change lanes to access the I-81 SB on ramp especially during the AM peak. Long term improvements/recommendations will be addressed under a more comprehensive future "interchange" project to address greater needs in improving overall capacity/safety needs and reducing driver delays especially during peak hours. This project is currently on the Capital Program as a “wish list” project with a 22 M estimate and will address safety concerns along the Route 31 corridor near the I-81 Interchange. a) Problems Identified (Cont.) In addition to the large long term project, the following is a list of potential short term and intermediate projects to address various safety and operational needs for the Rt. 31 corridor: • Placement of an I-81 SB "Loop Ramp" that would eliminate the WB Rt. 31 left turn crossing maneuver and its associated accident pattern. Discussions would need to take place with the Town to determine the feasibility of acquiring property immediately west of the I-81 bridges along the north side of Route 31 in the northwest quadrant. (Intermediate measure) • Extension of the Rt. Turn lane for the I-81 NB off ramp to Rt. 31 will accommodate for PM peak storage in order to prevent stopped traffic from queueing back up the ramp onto the NB I-81 mainline. (Intermediate measure) • Option to close off the un-signalized intersection of Lakeshore Rd. and redirect through traffic along the Lakeshore Rd. signalized spur or “Tee-Up” the existing Lakeshore Rd. approach to 60 degrees. (Intermediate measure) • Closing off the stop controlled intersection of E. Crabtree Ln. in addressing the small cluster of right angle crashes. (Short Term measure) • The poorly designed internal circulation on the CNS High School site was cited as a cause of traffic backing up in the EB Rt. 31 right turn lane due to people who are unable to enter the CNS driveway due to stopped vehicles within the site. Reconfiguration of the internal movements within the CNS site is needed to improve ingress/egress at the Route 31 and CNS High School intersection during the morning peak hour. (Intermediate measure) • Widening under the I-81 bridge to provide side by side dedicated left turn lanes along EB and WB Rt. 31. The widening would provide for a sidewalk section using a retaining wall with accommodations of a sidewalk section behind the piers/columns. This would provide for the additional storage lengths needed for Rt. 31 turning vehicles under the I- 81 bridge particularly during peak AM and PM hours. (Intermediate measure) • Restrict access to right in/right out driveways for existing driveways by installing a 3-4 ft. wide raised curbed median from Rt. 11 to Pardee Rd. or from Rt. 11 to Lakeshore Rd. This will prevent accidents associated with left turn crossing maneuvers across multi-lane undivided urban roadways. Additionally, these maneuvers adversely impact driver delay as a result of motorists turning left into various commercial sites. (Intermediate measure) • Potential Crabtree Rd. East spur connection to I-81 SB on-ramp. (Intermediate measure) Study Area Details of Accident History Key Roadway Roadway Surface Light Conditions Weather Characteristics Condition (MV 104 Box 4) (MV 104 Box 7) (MV 104 Box 5) (MV 104 Box 6) 1 Daylight 1 Straight and Level 1 Dry 1 Clear 2 Dawn 2 Straight and Grade 2 Wet 2 Cloudy 3 Dusk 3 Straight and Hillcrest 3 Muddy 3 Rain 4 Dark Road Lighted 4 Curve and Level 4 Snow/Ice 4 Snow 5 Dark Road Unlighted 5 Curve and Grade 5 Slush 5 Sleet/Hail/Freezing Rain 6 Curve and Hillcrest 6 Flooded 6 Fog/Smog/Smoke U Unknown U Unknown U Unknown U Unknown Injury Code Description K Any injury that results in death A Severe lacerations, broken limbs, fractures or broken bones, B Lump on head, abrasions, minor lacerations C Momentary unconscious, limping, nausea, hysteria, pain, (no visible injury) Accd Date Time # of Sev Light Roadway Rd Surface Weather Contrib Contrib Type of Veh Location No Veh Cond Character Conditions Condition Factor 1 Factor 2 Accd Type 3 5 4 15 1453 2 N 1 1 1 1 Following too Closely Unknown RE P new cntry Details: V1 NB NEW COUNTRY DRIVE STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 9 5 22 15 1737 2 I 1 1 1 1 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 18 6 10 15 1657 2 N 1 1 2 1 Following too Closely Unknown RE P lakeshore Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 20 6 12 15 1224 2 N 1 1 1 2 React to Uninvolved Veh FTY RA P tri state Details: V1 NB TO RT 31 WB THROUGH COURTESY GAP STRIKES V2 WB RT 31 31 7 2 15 1317 2 I 1 1 1 1 Driver Inattent/Distract Following too Closely RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 32 7 17 15 1816 2 N 1 1 2 3 Driver Inattent/Distract Unknown RE C lakeshore Details: V1 COM TRUCK WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 33 7 13 15 0830 2 I 1 1 1 1 Traffic Cntrl Disregard Unknown RA P elem schl Details: V1 WB RT 31 RAN RED LIGHT STRUCK V2 SB EXITNG FROM CICERO ELEMENTARY SCHOLL TO RT 31 37 8 13 15 1812 4 P 1 1 1 1 Following too Closely Glare RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 4 VEHICLES 39 8 24 15 1455 2 I 3 1 1 1 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 53 10 7 15 1530 2 P 1 1 1 2 Following too Closely Unknown RE P 1256 Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 54 9 20 15 1830 2 I 1 1 1 1 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 55 10 8 15 1925 3 I 4 1 1 2 FTY Driver Inattent/Distract LT P lakeshore Details: V1 EB RT 31 TURNS LEFT TO LAKESHORE RD STRIKES V2 WB RT 31, V2 STRIKES V2 ALSO WB RT 31 58 10 12 15 1715 3 P 1 2 1 1 Driver Inattent/Distract Unknown RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 3 VEHICLES 63 10 26 15 1240 2 P 1 1 1 1 Unsafe Lane Change Unknown SS C 1255 Details: V1 EB RT 31 CHANGED LANES AND STRUCK V2 COM TRUCK EB RT 31 64 10 29 15 1523 3 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 3 VEHICLES 69 12 2 15 1411 2 I 1 1 2 3 Following too Closely Unknown RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 70 12 5 15 0315 2 P 5 1 1 2 Animal Action Unknown AN P 1254 Details: V1 WB RT 31 STRUCK DEER 73 11 12 15 1750 2 N 4 1 2 3 FTY Unknown SS P 1253 Details: V1 EB RT 31 STARTS LEFT TURN, SEES V2 WB RT 31 PULLS RIGHT BUT STILL SIDESWIPED V2 75 12 23 15 1602 2 P 1 1 2 3 Following too Closely Pavement Slippery RE C new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 82 1 4 16 0725 2 N 1 1 1 2 Following too Closely Unknown RE P lakeshore Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 83 1 5 16 1634 3 P 1 1 1 1 Following too Closely Glare RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 3 VEHICLES 92 2 10 16 1551 2 P 1 1 4 4 Driver Inattent/Distract Following too Closely RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 98 2 26 16 1418 2 N 1 1 1 2 Following too Closely Unknown RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 110 3 21 16 1246 2 N 1 1 2 4 Following too Closely Unknown RE P lakeshore Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 113 4 22 16 1417 2 I 1 1 1 2 Prescription Medication Failure to Keep Right HO P 1254 Details: V1 WB RT 31 CROSSES CENTERLINE STRIKES V2 EB RT 31 116 5 11 16 1540 2 N 1 1 1 1 Following too Closely Unknown RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 117 4 26 16 1700 3 I 1 1 1 2 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V1, CAUSED CHAIN REACTION WHICH INVOLVED A TOTAL OF 3 VEHICLES 131 6 24 16 1301 2 N 1 1 1 2 View Obstructed/Limited Unknown LT P pizza Details: V1 EB RT 31 ATTEMPTS LEFT TURN TO PIZZA SHOPE ? STRIKES V2 WB RT 31 134 7 6 16 1345 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 139 7 22 16 1537 2 N 1 1 1 1 Following too Closely Unknown RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 141 7 25 16 1420 2 I 1 2 2 3 FTY Traffic Cntrl Disregard LT P north star Details: V1 WB RT 31 TURNS LEFT TO NORTH STAR STRIKES V2 EB RT 31 153 8 30 16 1140 2 1 1 1 1 Driver Inattent/Distract Unknown RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 157 9 15 16 0710 2 P 1 4 1 1 Backing Unsafely Unknown RE P lakeshore Details: V1 STOPPED WB LAKESHORE RD BACKS UP STRIKES V2 STOPPED WB LAKESHORE RD 160 9 25 16 0940 2 P 1 1 1 1 Driver Inattent/Distract Unknown RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 161 9 29 16 0756 2 P 1 1 1 2 Unknown Unknown RE P lakeshore Details: V1 SB LAKESHORE RD SPUR STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 164 10 5 16 1500 2 N 1 1 1 1 Following too Closely Unknown RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 166 10 11 16 0720 2 I 1 1 1 2 Following too Closely Driver Inattent/Distract RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 167 10 20 16 1412 2 I 1 1 2 3 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 173 11 6 16 1753 1 P 5 1 1 1 Animal Action Unknown AN P 1253 Details: V1 WB RT 31 STRUCK DEER 181 11 20 16 1010 1 N 1 1 2 4 Pavement Slippery Unknown FO P lakeshore Details: V1 EB RT 31 LOST CONTROL STRUCK CURB ENDED IN AUTO ACTION DRIVEWAY 188 12 3 16 2003 2 N 4 1 1 2 Driver Inattent/Distract Driver Inexperience RT P tri state Details: V1 EB RT 31 LEFT LANE ATTEMPTS RIGHT TURN STRIKES V2 EB RT 31 RIGHT LANE 191 11 25 16 1248 2 P 1 1 1 2 Unknown Unknown RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 193 12 7 16 1715 3 I 5 1 1 1 Following too Closely Unknown RE P new cntry Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 196 12 14 16 1432 2 P 1 1 1 1 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 199 12 21 16 2102 2 N 4 1 1 1 FTY Traffic Cntrl Disregard RA P lakeshore Details: V1 WB LAKESHORE RD RAN STOP SIGN STRUCK V2 EB RT 31 206 1 11 17 0940 2 I 1 1 2 1 Following too Closely Driver Inattent/Distract RE P north star Details: V1 EB RT 11 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 209 1 18 17 1419 2 P 1 1 2 3 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 217 2 21 17 1605 2 P 1 1 1 1 FTY Unknown RA P lakeshore Details: V1 NB LAKESHORE RD SPUR STOPS PROCEEDS FTY STRIKES V2 NORTHEAST ON LAKESHORE RD 224 3 18 17 2015 2 P 4 2 2 4 FTY Turn Improper LT P lakeshore Details: V1 WB LAKESHORE ROAD ATTEMPTS LEFT TURN TO RT 31 EB STRIKES V2 WB RT 31 231 4 4 17 1734 2 N 1 1 2 3 Following too Closely Unknown RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 237 4 26 17 0723 2 N 1 1 1 1 Following too Closely Driver Inattent/Distract RE P Rt 11 Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 241 5 17 17 0915 2 P 1 1 1 1 Driver Inattent/Distract Following too Closely RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 242 5 19 17 1615 2 N 1 1 1 1 Driver Inattent/Distract Following too Closely RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 253 6 10 17 1636 3 I 1 1 1 1 Following too Closely Fatigued/Drowsy RE P lakeshore Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 255 6 14 17 1024 3 P 1 1 1 1 Driver Inattent/Distract Following too Closely RE P new cntry Details: V1, V2 WB RT 31 STOPPED, V3 DID NOT STOP STRUCK REAR OF V2, V2 PUSHED INTO V1 271 8 25 17 1712 2 N 1 2 1 1 Driver Inexperience Unknown RT P lakeshore Details: V1 EXITING PARKING LOT NB FOR RIGHT TURN TO LAKESHORE RD EB STRUCK V2 STOPPED WB ON LAKESHORE RD 284 9 14 17 0735 2 P 1 1 1 1 Following too Closely Unknown RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 289 9 28 17 0728 2 P 1 1 1 2 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 292 9 30 17 1145 2 N 1 1 1 2 Following too Closely Unknown RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 300 10 31 17 1802 2 I 3 1 1 1 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 304 11 5 17 1425 2 I 1 1 2 3 Fatigued/Drowsy Failure to Keep Right HO P new cntry Details: V1 EB RT 31 DRIVER FELL ASLEEP CROSSED CENTERLINE STRUCK V2 STOPPED WB RT 31 306 10 30 17 0725 2 P 1 1 2 3 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 308 11 24 17 1226 2 P 1 1 1 1 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 310 11 29 17 1834 2 P 5 1 1 2 Driver Inattent/Distract Unsafe Speed RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 315 12 14 17 0734 2 I 1 2 4 2 Following too Closely Unknown RE P lakeshore Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 316 12 15 17 1720 2 I 4 1 2 2 Following too Closely Driver Inattent/Distract RE P new cntry Details: V1 NB NEW COUNTRY DRIVE STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 318 12 18 17 1132 2 P 1 1 2 3 Following too Closely Unknown RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 323 1 1 18 1500 2 P 1 1 2 2 FTY Unknown SS P lakeshore Details: V1 WB RT 31 CHANGED LANES STRUCK V2 WB RT 31 325 1 8 18 0714 2 P 2 1 4 1 Following too Closely Driver Inattent/Distract RE P lakeshore Details: V1 WB LAKESHORE RD STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 327 1 11 18 0735 2 N 1 1 2 2 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 329 1 17 18 0719 2 P 2 1 2 4 Following too Closely Unknown RE P new cntry Details: V1 EB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 330 1 18 18 0001 2 P 1 1 2 2 Unknown Unknown RE P new cntry Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 333 2 10 18 0010 2 P 4 1 4 2 FTY Unknown RA M lakeshore Details: SNOWMOBILE SB ACROSS RT 31 FTY STRUCK V2 WB RT 31 334 2 8 18 1537 2 P 1 1 1 1 Following too Closely Unknown RE P lakeshore Details: V1 WB RT 31 STOPPED, V2 DID NOT STOP STRUCK REAR OF V1 349 4 11 18 1604 2 P 1 1 1 1 FTY Unknown SS P north star Details: V1 EB RT 31 CHANGED LANES SIDESWIPED V2 EB RT 31 350 12 27 17 0854 2 P 1 1 4 4 Pavement Slippery Unknown RT P north star Details: V1 EB RT 31 TURNS RIGHT TO SB NORTH STAR SLIDES ON PAVEMENT STRIKES V2 STOPPED NB NORTH STAR Tri State Auto Lake Shore Parking Rd Spur Per street view Pizza 2009 Dunkin Donuts 2012 2013 Vacant 2016 Meadows Custard 4/2019 empty per field work 1/1/18=1500=wet, cloudy 323 fty 11/6/16=1753=dry, clear 173 Animal action Match Line 31 A-A 12/14/17=0734=snow/ice, cloudy 315 Route 31 following to closely 10/30/17=0725=wet, rain 306 6/24/16=1301=dry, cloudy following to closely 131 Driver inattention View obstructed limited 1/4/16=0725=dry, cloudy 82 following to closely 333 6/10/15=1657=wet, clear 2/10/18=0010=snow/ice, cloudy 18 following to closely SNOWMOBILE 12/3/16=2003=dry, cloudy 188 Fty unknown 3/21/16=1246wet, snow 110 following to closely 11/20/16=1010=wet, snow 6/12/15=1224=dry, cloudy 181 Pavement slipppery React to uninvol veh Collision Diagram Fty Rt. 31 in Cicero Sign X 31 3309 1253 to 31 3309 1257 5/1/15 to 4/30/18 Tri-State Accident numbers in blue WL TSJ 11/18 Auto 20 text were counted as an intersection accident for accident rate calculations Tri-State Sheet 1 of 5 Not To Scale Auto 2/21/17=1605=dry, clear 161 9/29/16=0756=dry, cloudy fty unknown Match Line 31 A-A 8/25/17=1712=dry, clear Driver inexperience Per street view 2009 Dunkin Donuts 2012 2013 Vacant 2016 Meadows Custard Lake Shore Field Work 2018 Rd Spur Meadows Custard Will be moving per sign in parking lot Match Line 31 A-B Route 31 Collision Diagram Accident numbers in blue Rt. 31 in Cicero text were counted as an 31 3309 1253 to 31 3309 1257 intersection accident for 5/1/15 to 4/30/18 accident rate calculations WL TSJ 11/18 Sheet 2 of 5 Not To Scale Match Line 31 A-C Match Line 31 A-B 12/5/15=0315=dry, cloudy 70 Animal action Deer Route 31 4/22/16=1417=dry, cloudy 113 Prescription medication Fail to keep right AB Collision Diagram Rt. 31 in Cicero 31 3309 1253 to 31 3309 1257 5/1/15 to 4/30/18 WL TSJ 11/18 Sheet 3 of 5 Not To Scale Cicero Elem School 12/2/15=1411=wet, rain 6/14/17=1024=dry, clear 69 255 2/10/16=1551=snow/ice, snow C Follow to close Follow to close 92 Follow to close Driver inattention Driver inattention 2/26/16=1418=dry, cloudy 1/18/18=0000=wet, cloudy 98 330 unknown Follow to close 5/11/16=1540=dry, clear 116 following to closely 7/6/16=1345=dry, clear 134 11/5/17=1425=wet, rain 1/17/18=0719=wet, snow following to closely 304 329 Driver inattention Follow to close Match Line 31 A-C Failure to keep right Match Line 31 A-D AC Fatigued/drowsey 8/30/16=1140=dry, clear 153 1/11/18=0735=wet, cloudy Driver inattention 327 Follow to close 10/11/16=0720=dry, cloudy 10/31/17=1802=dry, clear 166 300 Driver inattention C Follow to close CC Follow to close 12/7/16=1715=dry, clear 9/28/17=0728=dry, cloudy 193 Route 31 289 C Follow to close Follow to close 4/4/17=1734=wet, rain 231 12/23/15=1602=wet, rain Follow to close 75 Follow to close Pavement slippery 5/19/17=1615=dry, clear 242 COM TRUCK Follow to close Driver inattention COM TRUCK 9/20/15=1830=dry, clear 54 Follow to close CC 12/14/16=1432=dry, clear 63 196 Unsafe lane change Follow to close 8/24/15=1455=dry, cloudy 39 10/20/16=1412=wet, rain Driver inattention C 167 C Follow to close B 12/15/17=1720=wet, cloudy 5/4/15=1453=dry, clear following to closely following to closely Driver inattention Collision Diagram Accident numbers in blue Rt. 31 in Cicero text were counted as an 31 3309 1253 to 31 3309 1257 316 3 intersection accident for 5/1/15 to 4/30/18 accident rate calculations WL TSJ 11/18 New Country Drive Plaza Sheet 4 of 5 Not To Scale 7/25/16=1420=wet, rain 141 10/7/15=1530=dry, cloudy 53 FTY following to closely Traffic control disregard CC Match Line 31 A-D Route 31 Route 31 1/11/17=0940=wet, clear 206 Follow to close C Driver inattentiion 349 fty 350 12/27/17=0854=snow/ice, snow Pavement slippery North Star Drive To Cicero High School Collision Diagram Rt. 31 in Cicero 31 3309 1253 to 31 3309 1257 5/1/15 to 4/30/18 WL TSJ 11/18 Sheet 5 of 5 Not To Scale Location Route 31 RM 1253 to 1257 Study Period 5/1/15 to 4/30/18 Date Municipality T/o Cicero County Onondaga 11/18 # % of # % of # % of # % of Accident Type Acc Acc Total Injury Inj Total Light Conditions Acc Acc Total Injury Inj Total Animal Related 2 3% 0 0% Day 63 83% 14 74% Fixed obj/ Run off Rd 1 1% 0 0% Night 13 17% 5 26% Head-On 2 3% 2 11% Unknown 0 0% 0 0% Left Turn 4 5% 2 11% Overtaking/ Sideswipe 4 5% 0 0% Totals 76 100% 19 100% Pedestrian/ Bicyclist 0 0% 0 0% Rear End 55 72% 14 74% # % of # % of Right Angle 5 7% 1 5% Type of Vehicle Acc Acc Total Injury Inj Total Right Turn 3 4% 0 0% Unknown 0 0% 0 0% Passenger Car 72 95% 19 100% Commercial Vehicle 3 4% 0 0% Totals 76 100% 19 100% Motorcycle 1 1% 0 0% Totals 76 100% 19 100% # % of # % of # % of # % of Pavement Condition Acc Acc Total Injury Inj Total Weather Conditions Acc Acc Total Injury Inj Total Dry 50 66% 12 63% Clear 37 49% 9 47% Wet 21 28% 6 32% Cloudy 22 29% 6 32% Mud 0 0% 0 0% Rain 11 14% 4 21% Snow/Ice 5 7% 1 5% Snow 6 8% 0 0% Slush 0 0% 0 0% Sleet/Freezing Rain 0 0% 0 0% Flooded 0 0% 0 0% Fog 0 0% 0 0% Unknown 0 0% 0 0% Unknown 0 0% 0 0% Totals 76 100% 19 100% Totals 76 100% 19 100% # % of # % of # % of # % of Time of Day Acc Acc Total Injury Inj Total Time of Year Acc Acc Total Injury Inj Total 6 AM - 10 AM 17 22% 4 21% Fall (Sep Oct Nov) 24 32% 6 32% 10 AM - 4 PM 31 41% 7 37% Winter (Dec Jan Feb) 25 33% 5 26% 4 PM - 7 PM 21 28% 7 37% 7 PM - 12 Midnight 4 5% 1 5% 1201 - 6 AM 3 4% 0 0% Spring (Mar Aprl May) 12 16% 3 16% Unknown 0 0% 0 0% Summer (Jun July Aug) 15 20% 5 26% Totals 76 100% 19 100% Totals 76 100% 19 100% Park lot, Miscodes # Acc % Acc Acc Severity # Acc % Acc Park Lot 0 0 Non-Reportable 22 29% Miscodes 0 0 Property Damage 35 46% Injury 19 25% Park + Miscode 0 0.00% Fatal 0 0% Injury + Fatal 19 25.00% % of all Acc 0.00% Total 76 100.00% Intersection Accident Rate Route 31 at Lakeshore Rd Spur AADT for Rt 31 (traffic data viewer) 12,612 AADT for Lakeshore Rd Spur (10%) 1,261 Incoming Traffic North Leg 631 Incoming Traffic East Leg 6,306 Incoming Traffic South Leg 631 Incoming Traffic West Leg 6,306 Incoming Traffic Leg 5 0 Incoming Traffic Leg 6 0 Number of Accidents at Intersection 20 Enter Study Start Date 5/1/2015 Enter Study End Date 4/30/2018 Number of Years 3.00 MEV/Yr 5.06 Acc/Yr 6.67 Calculated Rate Acc/MEV 1.32 Statewide Average Acc/MEV 0.55 4 leg intersection, Urban, Signal,1 - 4 Lanes 1/1/16 to 12/31/17 TJ 11/18 Route 31 at Lakeshore Rd AADT for Rt 31 (traffic data viewer) 12,612 AADT for Lakeshore Rd (traffic data viewer) 3,050 Incoming Traffic North Leg 1,525 Incoming Traffic East Leg 6,306 Incoming Traffic West Leg 6,306 Incoming Traffic Leg 4 0 Incoming Traffic Leg 5 0 Incoming Traffic Leg 6 0 Number of Accidents at Intersection 12 Enter Study Start Date 5/1/2015 Enter Study End Date 4/30/2018 Number of Years 3.00 MEV/Yr 5.16 Acc/Yr 4.00 Calculated Rate Acc/MEV 0.78 Statewide Average Acc/MEV 0.18 3 leg intersection, Urban, Sign,1 - 3 Lanes 1/1/16 to 12/31/17 TJ 11/18 Intersection Accident Rate Route 31 at New Country Drive AADT for Rt 31 (traffic data viewer) 12,612 AADT for New Country Drive Plaza (10%) 1,261 Incoming Traffic North Leg 631 Incoming Traffic East Leg 6,306 Incoming Traffic South Leg 631 Incoming Traffic West Leg 6,306 Incoming Traffic Leg 5 0 Incoming Traffic Leg 6 0 Number of Accidents at Intersection 22 Enter Study Start Date 5/1/2015 Enter Study End Date 4/30/2018 Number of Years 3.00 MEV/Yr 5.06 Acc/Yr 7.33 Calculated Rate Acc/MEV 1.45 Statewide Average Acc/MEV 0.55 4 leg intersection, Urban, Signal,1 - 4 Lanes 1/1/16 to 12/31/17 TJ 11/18 Intersection Accident Rate Route 31 at North Star Dr. CNS High School AADT for Rt 31 (traffic data viewer) 12,612 AADT for North Star Dr. CNS High School (2011 Counts) 1,078 Incoming Traffic North Leg 0 Incoming Traffic East Leg 6,306 Incoming Traffic South Leg 539 Incoming Traffic West Leg 6,306 Incoming Traffic Leg 5 0 Incoming Traffic Leg 6 0 Number of Accidents at Intersection 5 Enter Study Start Date 5/1/2015 Enter Study End Date 4/30/2018 Number of Years 3.00 MEV/Yr 4.80 Acc/Yr 1.67 Calculated Rate Acc/MEV 0.35 Statewide Average Acc/MEV 0.15 3 leg intersection, Urban, W/Left Turn, Signal,5 & > Lanes 1/1/16 to 12/31/17 TJ 11/18 LakeShore Rd Speedway Formerly Hess Pizza S PE E D Per street view 31 LI MI T 2009 Dunkin Donuts 3309 1253 35 2012 2013 Vacant 2016 Meadows Custard East end of C C C north side State Law 4/2019 empty per field work sidewalk 2268 Curb Line Do Not Block 1932 2016 2095 2133 2163 2206 2259 Side 2061 2285 Road C 12 ft Curb Line 2306 11 ft 2342 12 ft 2438 Match Line 31 A-A 8 ft 11 ft 3 ft 2019 2071 2116 2163 2202 2214 2301 11 ft 11 ft Route 31 12 ft 1948 1990 2028 2101 2373 12 ft Curb Line Curb Line C C C C SPEED LIMIT TWLTL 40 SIGN DOWN ADESA house SL SIGN MISSING Dan’s Condition Diagram Collision Rt. 31 in Cicero 31 3309 1253 to 31 3309 1257 WL TSJ 11/18 Sheet 1 of 6 Not To Scale 0 112 117 400 480 350 Lake Slight Shore Creast Rd 747 570 12 ft 13 ft Condition Diagram 856 Rt. 31 in Cicero Per street view Lake 31 3309 1253 to 31 3309 1257 919 2009 Dunkin Donuts 2012 2013 Vacant 2016 Meadows Custard Shore WL TSJ 11/18 SPEED 4/2019 empty per field work Rd LIMIT Spur 35 Sheet 2 of 6 Not To Scale Route 31 Route 31 Lake Shore Rd Spur Oncoming Traffic 1 May Have 3 Extended Only Green 2587 2603 2 4 Except Buses 2562 2569 Lake Shore Road Next Right State Law Do Not Block Side 2706 2763 Curb Line Road C Curb Line C Shoulder Curb Line Curb Line White Edge Line 2653 2745 2529 2773 2837 2877 11 ft 12 ft 2488 Match Line 31 A-B 2649 Match Line 31 A-A Solid White Line Dotted White Line Solid Yellow Line 2553 11 ft 11 ft Route 31 2719 11 ft 11 ft 2541 12 ft 12 ft 2673 2719 2914 2570 Curb Line Curb Line C Center Lane FADED No Stop Bar DAMAGED, SPRAY PAINTED ADESA Only 31 3309 2615 1254 Condition Diagram Rt. 31 in Cicero 31 3309 1253 to 31 3309 1257 WL TSJ 11/18 Sheet 3 of 6 Not To Scale Center Lane 31 3309 Next 1 Mile East end Only 1255 of Curb Curb Line Curb Line Grass Line Grass Line 3048 9 ft 3265 3325 Shoulder White Edge Line Route 31 11 ft Match Line 31 A-C Match Line 31 A-B 11 ft Dotted White Line Solid White Line 11 ft 12 ft 2977 3034 3085 3385 Curb Line Curb Line C C curb cut, curb cut, State Law no driveway no driveway FADED Do Not Block FADED Side Road Cicero Elementary Condition Diagram Rt. 31 in Cicero 31 3309 1253 to 31 3309 1257 WL TSJ 11/18 Sheet 4 of 6 Not To Scale 3 Only Cicero Elementary Grass Line Grass Line 3556 Shoulder 3799 Shoulder White Edge Line White Edge Line 11 ft Route 31 Match Line 31 A-C Match Line 31 A-D 11 ft 11 ft 12 ft 3650 3887 Curb Line Curb Line FADED FADED LANE MARKINGS MISSING 3525 Condition Diagram Rt. 31 in Cicero LANE MARKINGS MISSING 31 3309 1253 to 31 3309 1257 Missing Oct 2018 per field work, WL TSJ 11/18 New Pavement project 2017 -2018 Country Drive Sheet 5 of 6 Not To Scale 1 4082 Only 3 2 FADED 4072 Only Only Grass Line Grass Line Shoulder 4050 4246 Shoulder 5 ft 8 ft Shoulder White Edge Line White Edge Line White Edge Line 11 ft 4168 4191 4264 11 ft 4064 4072 Match Line 31 A-D 11 ft 11 ft Route 31 11 ft 11 ft White Edge Line 12 ft Shoulder 8 ft 4036 Curb Line Grass Line Curb Line East end Curb Line of curb FADED 4069 4111 East end 4158 of sidewalk Condition Diagram Rt. 31 in Cicero 31 3309 1253 to 31 3309 1257 WL TSJ 11/18 Northstar Rd (High School) Sheet 6 of 6 Not To Scale Field Report Location: Rt 31, Lake Shore Rd to CHS Date: 11/18 C/V/T: T/o Cicero County: Onondaga Traffic Control: various Operational Checklist No Yes N/A Physical Checklist No Yes N/A Accident Patterns Practical Accident Associated With: Pattern Reduction: 1) Obstructions block driver view of 1) Sight obstruction(s) being removed or opposing vehicles X lessened? X 2) Drivers are responding incorrectly 2) Widening narrow street approaches? X to traffic control devices X 3) Improving alignment of the street? X 3) Drivers having trouble finding the 4) Increasing too small curb radii? X correct path through the location X 5) Relocation pedestrian crosswalks? X 4) Inappropriate vehicle speeds X 6) Improving signs to increase visibility, 5) Violations of parking or other usefulness, message, size, conformity or to traffic regulations X correct placement? X 6) Driver's confusion about route, 7) Changing signals to improve visibility, street names or other guidance placement, conformity, number of signal information X heads, or timing? X 7) Could vehicle delays be reduced? X 8) Changing the intersection control? X 8) Traffic flow deficiencies, or 9) Changing pavement markings to improve conflicts associated with turning their clarity or location? X movements? X 10) Improving channelization to reduce conflict 9) Pedestrian movement through the areas, separate traffic flow, define location causing conflicts X movements? X 10) Would one-way operation be 11) Is the legal parking layout affecting sight practical, make the location safer? X distance or traffic flow? 11) Is the volume of traffic causing a 12) Changing inappropriate speed limits? X problem? X 13) Increasing the number of lanes? X 12) Are there other traffic flow 14) Improving Street lighting? X deficiencies or conflicts? X 15) Modifying design, location of driveways? X 13) Animal related accidents? X 16) Improving pavement surface condition? X COMMENTS: Use 'O' Operational, or 'P' Physical, & Item No. from above, to describe 'Yes" responses in comments below Operational 'O' and Item # Physical 'P' and Item # "O" 7 Perform a delay study along Lake Shore Rd. "P" 6 Send memo to residency to add new "No Left" turn sign merge to determinne if closing off the merge and on Lake Shore Rd. merge to avoid traffic conflicts re-directing traffic to the signalized intersection of involving turning traffic. Replace faded/damaged signs Lakeshore Rd. spur throught the study area. Pedestrian Safety Action Plan (PSAP) will address signing and pavement markings and "O"11 Peak hour traffic volumes are causing will consider installing: ped. indications, audible warnings, unnecessary delays and backups. Closely spaced countdown timers, and Rapid Rectangular Flashing signals involving complex signal timing plans Beacons (RRFB) etc. designed to minimize driver delays along a highly "P" 7 Signal coordination and timing adjustments will be needed congested coorridor operating at or above if closure of Lake Shore Rd. merge is closed and traffic is capacity. re-directed to the signalized Lake Shore Rd. spur. Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 APPENDIX C Utility Provider Commitment Letters CONFIDENTIAL Alberto Bianchetti Regional Director Customer and Community Management Central New York March 18, 2021 Robert Petrovich Director Onondaga County Economic Development Office Bob, National Grid embraces our commitment as a continuing supporter of the economic vitality of Onondaga County. Included in that effort is our ongoing and longstanding partnership in the development of the White Pine Commerce Park, work that has accelerated in recent months. As such we can share with you the following potential capabilities for service to that campus. Regarding Natural Gas, based on your market readiness efforts our current design scope has the capabilities of serving the campus at 750 dth/hr. If additional capacity is required, subject to the installation and/or upgrade of facilities and receipt of applicable permits and authorizations, the Company would have the potential to serve up to 1000 dth/hr at the site. Please note this assessment is based on existing market conditions for Natural Gas as an available commodity, which are subject to change. Regarding Electricity, the adjacent Clay Substation is a robust node of New York’s bulk power system. Based on your market readiness efforts our current design scope has the capabilities of serving the campus at 540MVA. The NYS bulk power system is subject to change as the various independent entities involved make decisions based on business conditions. In addition, New York state regulation prohibits any utility from reserving future capacity. Reflecting those current market and regulatory overlays, and with proper advance planning, resource allocation, and substantive upgrades, a capability to serve up to 1200 MVA is conceivable in the long-term. Please consider this note a capability report in support of your marketing of the site, not a commitment to serve at the levels stated. Respectfully, /s/ Alberto Bianchetti Alberto Bianchetti Regional Director National Grid 7496 Round Pond Road, North Syracuse, New York 13212 T: 315-452-7777 ◼ alberto.bianchetti@nationalgrid.com ◼ www.nationalgrid.com 3/19/2021 5 of 136 ocwa CONFIDENTIAL 200 Northern Concourse PO Box 4949 Syracuse, NY 13221-4949 Central New York's Water Authority Phone: 315-455-7061 www.ocwa.org Fax: 315-455-6649 March 19, 2021 Mr. Robert M. Petrovich, Director Onondaga County Office of Economic Development 333 W. Washington Street, Suite 130 Syracuse, NY 13202 Subject: White Pine Industrial Park Water Availability Dear Mr. Petrovich: Regarding water availability for the White Pine Industrial Park in the Town of Clay, please be advised of the following: 1. OCWA currently has 1 million gallons per day (mgd) in place to serve the site. 2. We have plans in place that would allow us to increase water availability to the site to 5 mgd in approximately 180 days. 3. OCWA has the ability to increase capacity for the site to 11 mgd in a 550 to 730 day time frame. 4. With sufficient lead time OCWA could provide up to 20 mgd to the site. Should you have additional questions or require more information regarding OCWA's ability to serve the White Pine Industrial Park, please do not hesitate to contact me directly. Sincerely, �4tbJ-, Michael E. Hooker Executive Director cc: Nathanial Stevens, Office of Economic Development Geoffrey G. Miller, P.E., COO, OCWA 3/19/2021 6 of 136 Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 APPENDIX D Visual Impact Assessment APPENDIX D Visual Impact Assessment Page 1 Appendix D Table of Contents Page Introduction 4 Approach 4 Project Description 4 Landscape Description 5 Visibility Assessment 7 Potential Sensitive Receptors 8 Mitigation 17 Conclusion 18 Tables Table 1: Identified Viewpoints 9 List of Figures Figure 1: Project Location Map 3 Figure 2: Viewshed Analysis Map 12 Figure 3: Viewshed Profile 14 Attachments Landscape Character and Potential Sensitive Receptor Photographs 19 Page 2 Appendix D Page 3 Appendix D Visual Impact Assessment Introduction The Onondaga County Industrial Development Agency (OCIDA) proposes to expand its existing White Pine Commerce Park (“Park”), to approximately 1,250 ± acres (see Figure 1). A Visual Impact Assessment of the project area was performed for a previous industrial scenario at the 339 AC park by Integrated Site, Landscape Architects, P.C. in 2000. Since the 2000 study was completed, the New York State Department of Environmental Conservation (DEC) has revised their July 31, 2000 Program Policy and issued DEP-00-2 / Assessing and Mitigating Visual and Aesthetic Impacts on December 13, 2019. This revised policy updates the inventory of resources and provides additional guidance and standards for conducting these types of assessments. Due to the proposed expansion of the Park, this updated Visual Impact Assessment was completed to supplement the original assessment and comply with the current policy. Approach This Visual and Aesthetic Impacts Assessment was designed to comply with the DEP 2019 Policy DEP- 00-2. The latest policy provides additional details on how to conduct the assessment, but the general scope and process of the assessment are unchanged from the previous policy. After becoming familiarized with the previous 2000 assessment and the current project and its components, staff conducted a desktop review of the required resource databases to identify potential Federal, State, and Local resources that may be visually impacted by the proposed expanded Park. It was determined that the original 35 receptor sites from the 2000 study remained valid as potentially impacted receptor sites. After reviewing the databases of potential resources within five miles of the site, an additional 18 receptor sites were identified making a total of 53 receptor sites to be studied. A field visit was then conducted to analyze the potential visual and aesthetic impacts caused by the proposed expanded Park and resulting potential development. Local roadways were traveled and photographed to determine the overall landscape character and to photograph potential views of the Park from the 53 receptor sites within a five-mile radius of the Park. The locations visited were areas in which a high concentration of people may gather. These locations included, but were not limited to, churches, parks and open spaces, National Register of Historic Places listings, housing developments, heavily traveled roadways, and commercial destinations. Upon completion of the field inventory, a general viewshed map was completed to determine areas which areas would potentially be able to view the Park. After analyzing the potential viewshed and the specific locations of the 53 viewpoints that were identified during the field visit, viewpoints were selected and identified as potential sensitive receptors. This resulted in recommendation of general mitigation measures which could potentially reduce the visibility of the Park from these sensitive receptors. Project Description Through the SEQRA process, OCIDA is identifying and evaluating potential environmental impacts anticipated from the proposed expansion of the Park. SEQRA requires information on mitigation measures to reduce any potentially significant impacts. In order to identify and evaluate potential impacts and mitigation in the absence of an actual tenant and known industrial uses, it is necessary to base the evaluation on a reasonable expectation for use of the site. Page 4 Appendix D The 2013 FGEIS detailed a preferred development scenario, which anticipated a full build-out of approximately 2.0 to 2.5 million square feet of industrial development and assumed that the Project would be developed in several phases over the course of 10 to 15 years. Specifically, the 2013 FGEIS considered a full build out scenario of the Park in three development areas. Given the lack of any specific tenant and uncertain timing for development of future phases, this Draft SGEIS considers the potential impacts associated with development of the expanded Park with a tenant or tenants in the semiconductor industry. This may translate into a buildout encompassing approximately 4.0 million square feet of industrial development at the Park. This would equate to approximately 400 acres of surface disturbance on the Park developed in a campus like setting that would be sited to avoid regulated wetland areas and would limit the height of structures to no more than 160 feet. Project development will include site infrastructure including internal roads, drainage culverts, waterlines, sewer and wastewater systems, electric, natural gas, stormwater management systems, lighting, landscaped areas, earthen berms and areas maintained as undeveloped natural buffers. It is anticipated that areas owned by the OCIDA that are north of existing New York Power Authority and National Grid transmission lines will not be developed. This leaves approximately 732 +/- acres that are considered a prime developable area within the Park. See Figure 2. The development scenario is useful to define impact and mitigation thresholds that reasonably represent potential “worst case” adverse environmental effects associated with the types of uses anticipated. Development of the Park should then be accomplished to the extent practicable within these thresholds established by this draft Supplemental GEIS and subsequent Findings Statement that will complete this SEQRA process. The northern most area of the Park includes the property north of the power lines and up to the Project site boundary. Development in this section of the site is limited by the proximity to the large overhead transmission lines and greater potential for the existence of wetlands. There are setbacks that will also create less developable portions of the site (mostly the northern portion). Landscape Description The Project site is presently undeveloped and generally consists of a mix of large upland areas of open field (former agricultural land), shrub and woodland areas interspersed with wetland areas as described in Section 3.8. Topography in the area is generally flat to gently sloping. In general, the predominance of vegetation surrounding the site and the relative lack of development contributes to the area’s rural character. This character is influenced by former farmsteads, scattered housing along Burnet Road, accessory structures (garages, sheds) and some small business and industrial uses primarily along Caughdenoy Road and NYS Route 31. Typical views are shown below. Page 5 Appendix D Photo 1: View of central portion of Park from Caughdenoy Road Photo 2: View north into Park from NYS Route 31 National Grid’s Clay electrical substation west of the OCIDA site and the transmission towers and high voltage power lines that spread outward from the substation into and across the northern one-third of the site are dominant elements in the local visual environment. The existing CSX rail line passes through this area. A cell tower located north of NYS Route 31 near the site’s southeastern corner as seen above also influences local views near the site. Photo 3: Northern section of Park w/CSX line and transmission lines Page 6 Appendix D Photo 4: View north along Caughdenoy Road, Park on right The relative lack of significant development in the immediate vicinity of the Park, especially views from NYS Route 31 and points east, west, and south of the Route 31 corridor creates the sense of a rural area both during daytime and nighttime periods. Nighttime lighting is generated by existing residential and small businesses as well as by vehicular traffic on local roads. The area does not possess the more suburban characteristics of developed areas located one-half mile or more to the east, west and south where residential and commercial development has been occurring in recent years. Distant views of the Park are very limited due to existing stands of woodland and shrub vegetation. The study area lacks elevated viewpoints from which the Project site can be seen. Most views are therefore highly localized and in general well within one to two miles or less from areas surrounding the project. Views of the Park are most significant from Caughdenoy Road and to the east across open fields and farmlands and former farmlands in the vicinity of residences along Burnet Road. Visibility Assessment A general viewshed map of the project site was prepared (see Figure 2 Viewshed Analysis Map) using ESRI ArcGIS Pro Spatial Analyst Tools and two-foot contour data sets available from the county. This map indicates areas that would have the capability to view the site if the view to the site from that location was unobstructed by structures or vegetation. A series of cross sections (see pages 19-20) were developed at 60-degree intervals starting at the center of the site and projecting three miles from the Main Campus Area. Figure 3 Viewshed Profile shows the horizontal alignment of the cross sections. For the purposes of the analysis, the viewshed map was based upon an extruded height 160 feet. This represents the maximum height of any structure on the site to simulate a worst-case scenario for visual impacts. Cross sections were developed utilizing a three-mile radius as the topographic data set for a five-mile radius was unattainable. It should be noted that the viewshed analysis was performed using two-foot contours on a barren landscape. Structures and vegetation within the viewshed may cause limited visibility to the Main Campus from locations currently shown as visible. Significant stands of existing forested areas within the five-mile radius will result in a smaller viewshed than is depicted in Figure 2 Viewshed Analysis Map. Page 7 Appendix D Potential Sensitive Receptors The identification of potential sensitive receptors was developed by following the criteria as outlined in the 2019 New York State Department of Environmental Conservation’s Program Policy – Assessing and Mitigating Visual and Aesthetic Impacts 1 and supplemented with field visits and photographs. The policy describes all aesthetic resources of statewide significance as being derived from the categories listed below. Each category is followed by a listing of resources identified within a five-mile radius of the site. • Resources that occur on the city, town, and village level through zoning and comp plans o Oneida Shores County Park • Historic Resources on State or National Register of Historic places o No listed National Register (or currently eligible) sites in the project area o No New York State listed or eligible sites in the project area o New York State Barge Canal Historic District is just under 2 miles from the site. • State Parks [https://parks.ny.gov/parks/] o None located within 5-mile radius of the site. • NYS Heritage Areas [https://parks.ny.gov/historic-preservation/heritage-areas.aspx] o None located within 5-mile radius of the site, closest is the Syracuse Heritage Area (Downtown Syracuse) • NY State Forest Preserve [https://www.dec.ny.gov/lands/4960.html] o None located within 5-mile radius of the site. • NWR [https://www.fws.gov/refuges/find-a-wildlife-refuge/?method=state&query=New+York] o None located within 5-mile radius of the site. • National Natural Landmarks [https://www.nps.gov/subjects/nnlandmarks/nation.htm] o None located within 5-mile radius of the site. • National Park System Recreation Areas [https://www.fs.fed.us/ivm/] o None located within 5-mile radius of the site. • National Park System Recreation Areas Seashores [https://www.fs.fed.us/ivm/] o None located within 5-mile radius of the site. • National Park System Recreation Areas Forests [https://www.fs.fed.us/ivm/] o None located within 5-mile radius of the site. • National or State Wild, Scenic, or Recreational Rivers [https://www.rivers.gov/new-york.php] o None located within 5-mile radius of the site. • NYS Scenic Byways [https://www.dot.ny.gov/scenic-byways] o None located within 5-mile radius of the site. • Scenic Areas of Statewide Significance (SASS) (Hudson Valley and Long Island) [https://www.dos.ny.gov/opd/programs/consistency/scenicass.html#:~:text=SASS%20designation %20protects%20scenic%20landscapes,Most%20of%20Your%20Waterfront%20guidebook.] o None located within 5-mile radius of the site. 1 2019 New York State Department of Environmental Conservation, Program Policy DEP-00-2 - Assessing and Mitigating Visual and Aesthetic Impacts https://www.dec.ny.gov/docs/permits_ej_operations_pdf/visualpolicydep002.pdf Page 8 Appendix D • State or Federally designated trail (Appalachian Trail) [https://appalachiantrail.org/explore/hike- the-a-t/interactive-map/] o Not on Appalachian Trail • Adirondack Park Scenic Vistas [https://visitadirondacks.com/what-to-do/scenic-byways] o None located within 5-mile radius of the site. • State Nature and Historic Preserve Areas [https://gisservices.dec.ny.gov/gis/dil/] o DEC Operated Cicero Swamp Wildlife Management Area o Big Bay Swamp • Palisades Park [https://www.palisadesparks.org/palisades-interstate-park] o Not located within 5-mile radius of the site. • Bond Act properties purchased under Exceptional Scenic Beauty category o None located within 5-mile radius of the site (Star Hill, Oneida County) • National Heritage Areas [https://eriecanalway.org/] o Erie Canalway National Heritage area A total of 52 potential viewpoints were identified (34 were identified with the 2000 Visual Assessment and remain valid). It should be noted that the residences on Burnet Road and certain residences on Caughdenoy Road are not included as sensitive receptors in this assessment as OCIDA has either acquired them, has them under contract, or intends to acquire them through negotiated purchase agreements or pursuant to the EDPL. The following viewpoints (see Figure 2 Viewshed Analysis Map) have the potential to have unobstructed views or partial views of the site and were identified as potential locally sensitive receptors (i.e., Parks, churches, residential dwellings, schools). Each location’s view to the site was categorized as Open, Partial, or Screened. Table 1: Identified Viewpoints Viewpoint Location Type of View to Viewpoint # Location Use Site Entry to substation on Caughdenoy 1 Public Utility Open Road Viewpoint #2 has been removed - 2 N/A N/A OCIDA is purchasing this property SW Corner of Rte. 31 and 3 Roadway Screened Caughdenoy Road Intersection 4 Caughdenoy Road – south of site Roadway Screened “Rodger Corner” – Intersection of 5 Maple Road and Caughdenoy Roadway Screened Road 6 5755 Boulia Drive Residential Screened Parking Lot of Meltzer Park – off 7 Public Park Screened Stearns Road Parking Lot of Immanuel Church 8 Church/Historic Partial/Screened off Rte. 31/Clay Historical Park Entry Town of Clay Offices off 9 Public Office Screened Rte. 31 SW Corner of Morgan Road and 10 Commercial Screened Rte. 31 Page 9 Appendix D Entry to Great Northern Mall off 11 Commercial Partial Morgan Road Henry Clay Blvd. Ext. – south of 12 Roadway Screened Glosky Island NE Corner of Henry Clay Blvd. 13 Roadway Screened and Orchard Road Intersection SE Corner of Orchard Road and 14 Open Field Screened Orangeport Road Intersection Intersection of Jacob Lane and 15 Residential Screened Bear Springs Road Intersection of Orangeport Road 16 Residential Screened and Peregrin Lane Calvary Church – off Mud Mill 17 Church Partial Road Brewerton Elementary School – 18 Public School Screened Southside of Entry Loop E. Entry of Plank Road Park – in 19 Public Park Screened Parking Lot of Mud Mill Road Driveway of Airlane Enterprises – 20 Commercial Partial off Verplank Road 21 4592 Verplank Road Residential Screened Parking Lot of Michael Santaro 22 Memorial Park – off Henry Clay Public Park Screened Blvd. Parking Lot of Stanley J. Hamlin 23 Wildlife Management Area – off Public Park Screened Henry Clay Blvd. Town of Clay Green Area – off 24 Public Park Screened Henry Clay Blvd. Intersection of Lehman Street and 25 Roadway Screened Caughdenoy Road Pine Plains Cemetery – off Henry 26 Public Cemetery Screened Clay Blvd. Intersection of Rte. 11 and 27 Commercial Screened Caughdenoy Road 28 Hayes Airfield – along Rte. 11 Roadway Partial Northern Onondaga Library – on 29 Public Library Screened Knowledge Lane – off Rte. 11 Parking Lot of Skyline Country 30 Public Golf Course Screened Club Intersection of Mud Mill Road and 31 Roadway Screened Sneller Road – east of I-81 32 Along Sneller Road – east of I-81 Roadway Screened Rte. 31 in front of plaza – across 33 Commercial Screened from school Heron Marsh – off Caughdenoy 34 Open Field Open Road 35 Meltzer Court Residential Screened 36 Schroeppel House – off Rte. 10 Residential/Historic Screened P a g e 10 Appendix D Lock 23 State Canal Park – off 37 Public Park Screened Black Creek Road Winter Harbor Marina – off Rte. 38 Commercial Screened 37 39 Riveredge Airpark – off Rte. 37 Commercial Screened Public 40 Fort Brewerton Park – off Rte. 11 Screened Park/Historic Central Square Middle School – 41 Public School Screened off Rte. 11 Lakeshore Baptist Church – off 42 Church Screened Lakeshore Road Stone Arabia School Museum – off 43 School/Historic Screened Rte. 31 44 Heritage Park – off Chestnut Street Public Park Screened Bear Road Elementary School – 45 Public School Screened off Bear Road Oneida Shores County Park – from 46 Public Park Screened parking lot off Ladd Road Gillette Road Middle School – off 47 Public School Screened South Bay Road 48 Believers Chapel – off Island Road Church Screened Intersection of South Bay Road 49 and East Pine Grove Road – SE Residential Screened quadrant of intersection Soule Road Middle School – off 50 Public School Screened Soule Road Morgan Road Elementary School – 51 Public School Screened off Morgan Road 52 Bear Road at Sandy Lane Residential Screened Buckley Road Baptist Church – off 53 Church Screened Buckley Road P a g e 11 Appendix D P a g e 12 Appendix D Of the 52 sensitive receptor sites, two were determined to have open views to the site, while an additional 5 were determined to have partial views to the site. The remaining receptor sites were determined to have views to the site screened by vegetation or other structures. Subsequent assessment of the area was conducted to identify any additional receptors near the Park who might experience changes in the visual environment. Commuters along NYS Route 31 and other local roads near the Park will have short duration views. Due to flat topography and lack of intervening vegetation, any significant vertical development on site may be visible within one-half to two miles-, particularly during leaf-off periods of the year. The viewshed map indicates that topography has little effect in screening the Park from views within approximately two miles to the north, east and west of the site. Topography does screen views at much closer distances south of the Park, within one mile or less. The number of receptor locations with partial to potentially uninterrupted views of the Park will be in the range of approximately 75 to 100 nearby residences, small businesses, and other uses. During leaf-on seasons much of the site will be screened by intervening vegetation and these numbers may be less. During leaf-off seasons the potential for views of the Park, particularly more vertical structures, is increased. Most receptors will experience partial views that are screened to some degree by either topography or vegetation rather than unobstructed views. This includes approximately: • 11 homes along Caughdenoy Road north of NYS Route 31 • 20 homes along Caughdenoy Road south of NYS Route 31 • 25 homes and businesses along NYS Route 31 directly south, east, and west of the project • 20 homes in the Verplank Road and Van Heusen Road area • Grace Evangelical Covenant Church and Meltzer Park along Stearns Road southeast of the project Once constructed, potential views of the Park will include buildings and other industrial structures, and to a lesser extent, roads, and parking areas. The vertical structures with height reaching 160 feet, such as buildings or a water tower, will be most visible. Parking lot lighting from the site and from traffic and operations at night may be visible within one mile of the site. Depending on tenant uses, air emissions, including steam generated by heating and cooling systems and manufacturing processes, may also be seen from nearby viewpoints. P a g e 13 Appendix D P a g e 14 Appendix D P a g e 15 Appendix D P a g e 16 Appendix D Mitigation Best management practices implemented during the site design and construction will mitigate several visual impacts anticipated from the future development of the Park. More site-specific measures that can be implemented to mitigate visual impacts will be identified and further evaluated during the Town’s Site Plan review and approval process once a specific development is proposed. However, significant adverse visual impacts are not anticipated. Mitigation strategies that may be considered in developing the site include: • Construction and Placement of Earthen Berms: Earthen berms along with landscape plantings and/or fences for screening will interrupt critical viewpoints into the site from several nearby locations. In particular, the residences along Caughdenoy Road west of the site. Berms should be constructed at sufficient heights to block lines of sight from nearby receptors and at no greater than a 3:1 slope to prevent soil erosion and for easier maintenance. A contoured slope of 4:1, 5:1 or gentler ratio is preferable. Once a tenant is identified and the site design process moves forward, berm design and placement will be carefully considered to provide a natural appearing landscape that is context sensitive to its surroundings. Photos 5 and 6: Berms can be designed combining vegetation, landscaping, and screening walls or fencing at sufficient heights to interrupt the lines-of-sight from nearby receptors. These barriers can be effective in mitigating visual and to some extent noise impacts, particularly views and noise generated at ground level by ground operations on site. • Native Plant Material: Landscape plantings will favor native plant species in an effort to maximize survivability rates and to reduce future maintenance costs. A well-designed plant palette consisting of deciduous and evergreen trees and shrubs will be utilized in conjunction with berms, fencing and/or walls to screen certain facilities and parking areas from nearby residents. The plant palette will provide year-round visual interest with flowering, fall color, and evergreen characteristics. • Forested Buffers: Opportunities to retain existing forested buffer areas around the perimeter of the site will be identified. This will aid in minimizing views into the site and reducing noise levels emanating from the site. The effectiveness of forested buffers to reduce visual and noise intrusions increases with width. • Context Sensitivity: Landscape plantings will be designed to complement the surrounding landscape and provide a less intrusive visual element. As an example, randomized plant layouts in disturbed areas adjacent to currently undeveloped areas will appear more natural and create less P a g e 17 Appendix D visual clutter. Form and function of the planting will be balanced to provide visual screening as quickly as possible with faster growing species, both deciduous and evergreen. Other areas may require more formalized plantings with densely spaced evergreen plant material to visually screen and/or provide mitigation for noise and light intrusion from the site. • Camouflage/Disguise: Colors and patterns of color will aid in minimizing the visual effects of an object on its surrounding viewshed. The utilization of earth tones and similar color schemes in the design of buildings and structures on the site will reduce the visual contrast with surrounding landscapes. As an example, disguising communication towers as trees is a long-standing design tactic that has been successfully implemented on other sites. • Low Profile and Consolidation: The design of buildings and other supporting facilities should be to the lowest practicable heights. Consolidation of facilities may reduce the development footprint, and thus, lessen the visual impacts. Alternatives considering the height, color and capacity requirements of water towers, communication towers, smokestacks, piping, transmission lines, etc. should be explored to mitigate potential views from off-site locations. • Site Lighting: Light illumination levels on the site must adhere to engineering minimums for security which may result in light pollution outside the site. By utilizing the latest technology with appropriately sized light poles and fixtures, the effects of light spill over can be minimized. Cutoff LED fixtures are efficient and provide more accurate direction of the light. The most efficient combinations of light pole and fixture will be implemented to reduce light spill over to the greatest extent practical without sacrificing safety and security. • Site Entrances: Site entrances and entrance roadways may be engineered to be curvilinear in an effort to minimize views into the site from local roads. Installing landscape plant material to obscure the views into the site at entrances can be beneficial, but clear sight lines must be maintained for the safety of all users including bicyclists and pedestrians. • On-Site Opportunities: Integrating opportunities for visual mitigation and noise mitigation efforts with other site design considerations such as stormwater management areas, safety and security features, fencing, berms, screening walls, building placement, landscaping, etc. will be explored. Conclusion The visual impact of development on the Park site to the surrounding areas and receptors within the study area will be moderate. Of the 52 viewpoints identified, 45 of them could have their views of the site screened by existing topography and/or vegetation. Five viewpoints could have partial views of the site and the remaining two sites could have open views. There are no visual impacts anticipated to resources of statewide significance as defined by the DEC Program Policy for Assessing and Mitigating Visual and Aesthetic Impacts. The highest visual impacts occur to local and non-public resources along limited segments of the roadway network adjacent to the Park. These include: Caughdenoy Road, NYS Route 31, and NYS Route 11. The Park should not be considered scenic as the current landscape includes high- tension electrical towers, an electrical substation, a cell tower, and the CSX railroad adjacent to the Park. Visual impacts that may be identified by the further development of the specific site plans will be mitigated through the strategies discussed in the Mitigation section of this document. P a g e 18 Appendix D Landscape Character and Potential Sensitive Receptor Photographs P a g e 19 Appendix D Viewpoint # 1 Viewpoint # 3 Viewpoint # 4 Viewpoint # 5 Viewpoint # 6 P a g e 20 Appendix D Viewpoint # 7 Viewpoint # 8 Viewpoint # 9 Viewpoint # 10 Viewpoint # 11 Viewpoint # 12 P a g e 21 Appendix D Viewpoint # 13 Viewpoint # 14 Viewpoint # 15 Viewpoint # 16 Viewpoint # 17 Viewpoint # 18 P a g e 22 Appendix D Viewpoint # 19 Viewpoint # 20 Viewpoint # 21 Viewpoint # 22 Viewpoint # 23 Viewpoint # 24 P a g e 23 Appendix D Viewpoint # 25 Viewpoint # 26 Viewpoint # 27 Viewpoint # 28 Viewpoint # 29 Viewpoint # 30 P a g e 24 Appendix D Viewpoint # 31 Viewpoint # 32 Viewpoint # 33 Viewpoint # 34 Viewpoint # 35 Viewpoint # 36 P a g e 25 Appendix D Viewpoint # 37 Viewpoint # 38 Viewpoint # 39 Viewpoint # 40 Viewpoint # 41 Viewpoint # 42 P a g e 26 Appendix D Viewpoint # 43 Viewpoint # 44 Viewpoint # 45 Viewpoint # 46 Viewpoint # 47 Viewpoint # 48 P a g e 27 Appendix D Viewpoint # 49 Viewpoint # 50 Viewpoint # 51 Viewpoint # 52 Viewpoint # 53 P a g e 28 Appendix D Onondaga County Industrial Development Agency Draft Supplemental Generic EIS White Pine Commerce Park May 2021 APPENDIX E Noise Data LOCATION A1 Summary File Name on Meter JMT_Data.079 File Name on PC SLM_0003004_JMT_Data_079.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐08 09:33:01 Stop 2021‐04‐08 10:03:04 Duration 00:30:03.6 Run Time 00:30:03.6 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 72.2 dB LAE 104.7 dB EA 3.307 mPa²h EA8 52.814 mPa²h EA40 264.070 mPa²h LZpeak (max) 2021‐04‐08 09:50:00 115.4 dB LASmax 2021‐04‐08 09:53:09 90.1 dB LASmin 2021‐04‐08 09:45:56 51.3 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 48 1396.4 s LAS > 85.0 dB (Exceedance Counts / Duration) 1 3.5 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 72.2 72.2 ‐99.9 72.2 72.2 ‐99.9 LCeq 83.4 dB LAeq 72.2 dB LCeq ‐ LAeq 11.2 dB LAIeq 74.1 dB LAeq 72.2 dB LAIeq ‐ LAeq 1.9 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 72.2 83.4 92.8 LS(max) 90.1 2021/04/08 9:53:09 100.7 2021/04/08 9:53:09 103.0 2021/04/08 9:48:33 LF(max) 92.9 2021/04/08 9:53:09 102.9 2021/04/08 9:53:09 107.9 2021/04/08 9:49:57 LI(max) 94.2 2021/04/08 9:53:09 103.6 2021/04/08 9:53:09 111.3 2021/04/08 9:50:00 LS(min) 51.3 2021/04/08 9:45:56 67.5 2021/04/08 9:33:01 74.8 2021/04/08 9:55:20 LF(min) 48.4 2021/04/08 9:45:59 64.7 2021/04/08 9:33:58 67.2 2021/04/08 9:33:59 LI(min) 50.7 2021/04/08 9:46:51 68.3 2021/04/08 9:52:32 75.1 2021/04/08 9:34:06 LPeak(max) 103.5 2021/04/08 9:53:09 111.1 2021/04/08 9:53:09 115.4 2021/04/08 9:50:00 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose 0.00 0.04 % Projected Dose 0.01 0.67 % TWA (Projected) 19.4 53.9 dB TWA (t) ‐0.6 33.9 dB Lep (t) 60.1 60.1 dB Statistics LAS5.00 77.6 dB LAS10.00 76.1 dB LAS33.30 70.9 dB LAS50.00 68.0 dB LAS66.60 65.3 dB LAS90.00 61.2 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A2 Summary File Name on Meter JMT_Data.081 File Name on PC SLM_0003004_JMT_Data_081.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐08 10:30:03 Stop 2021‐04‐08 11:00:03 Duration 00:30:00.9 Run Time 00:30:00.9 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 60.8 dB LAE 93.3 dB EA 239.805 µPa²h EA8 3.835 mPa²h EA40 19.175 mPa²h LZpeak (max) 2021‐04‐08 10:57:40 112.4 dB LASmax 2021‐04‐08 10:33:03 74.9 dB LASmin 2021‐04‐08 10:37:23 42.8 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 46 217.0 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 60.8 60.8 ‐99.9 60.8 60.8 ‐99.9 LCeq 80.8 dB LAeq 60.8 dB LCeq ‐ LAeq 20.0 dB LAIeq 64.7 dB LAeq 60.8 dB LAIeq ‐ LAeq 3.9 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 60.8 80.8 90.5 LS(max) 74.9 2021/04/08 10:33:03 91.7 2021/04/08 10:49:07 102.6 2021/04/08 10:52:01 LF(max) 76.8 2021/04/08 10:45:11 96.9 2021/04/08 10:57:40 107.1 2021/04/08 10:52:01 LI(max) 78.0 2021/04/08 10:49:08 101.1 2021/04/08 10:57:40 109.5 2021/04/08 10:36:30 LS(min) 42.8 2021/04/08 10:37:23 64.1 2021/04/08 10:39:28 71.1 2021/04/08 10:39:28 LF(min) 41.4 2021/04/08 10:37:22 61.0 2021/04/08 10:37:17 65.5 2021/04/08 10:37:17 LI(min) 42.9 2021/04/08 10:37:18 64.9 2021/04/08 10:39:28 73.0 2021/04/08 10:48:54 LPeak(max) 89.2 2021/04/08 10:49:08 107.1 2021/04/08 10:57:40 112.4 2021/04/08 10:57:40 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 48.7 48.7 dB Statistics LAS5.00 66.7 dB LAS10.00 64.6 dB LAS33.30 59.3 dB LAS50.00 56.4 dB LAS66.60 53.1 dB LAS90.00 48.1 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A3 Summary File Name on Meter JMT_Data.083 File Name on PC SLM_0003004_JMT_Data_083.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐08 11:23:20 Stop 2021‐04‐08 11:53:22 Duration 00:30:01.9 Run Time 00:30:01.9 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 53.9 dB LAE 86.5 dB EA 49.359 µPa²h EA8 788.916 µPa²h EA40 3.945 mPa²h LZpeak (max) 2021‐04‐08 11:29:13 113.1 dB LASmax 2021‐04‐08 11:29:13 69.2 dB LASmin 2021‐04‐08 11:42:57 39.2 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 9 28.6 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 53.9 53.9 ‐99.9 53.9 53.9 ‐99.9 LCeq 76.0 dB LAeq 53.9 dB LCeq ‐ LAeq 22.1 dB LAIeq 58.6 dB LAeq 53.9 dB LAIeq ‐ LAeq 4.7 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 53.9 76.0 86.8 LS(max) 69.2 2021/04/08 11:29:13 90.6 2021/04/08 11:29:13 99.9 2021/04/08 11:51:54 LF(max) 72.6 2021/04/08 11:29:13 95.0 2021/04/08 11:29:13 104.6 2021/04/08 11:29:13 LI(max) 75.1 2021/04/08 11:29:13 98.6 2021/04/08 11:52:56 108.1 2021/04/08 11:29:13 LS(min) 39.2 2021/04/08 11:42:57 57.3 2021/04/08 11:41:23 62.7 2021/04/08 11:41:22 LF(min) 37.6 2021/04/08 11:42:56 54.8 2021/04/08 11:43:41 60.1 2021/04/08 11:41:23 LI(min) 39.6 2021/04/08 11:41:14 58.4 2021/04/08 11:43:44 64.3 2021/04/08 11:41:28 LPeak(max) 87.2 2021/04/08 11:29:13 104.7 2021/04/08 11:52:56 113.1 2021/04/08 11:29:13 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 41.9 41.9 dB Statistics LAS5.00 59.9 dB LAS10.00 57.4 dB LAS33.30 51.2 dB LAS50.00 48.3 dB LAS66.60 45.6 dB LAS90.00 42.3 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A1 Summary File Name on Meter JMT_Data.085 File Name on PC SLM_0003004_JMT_Data_085.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐08 12:42:29 Stop 2021‐04‐08 13:12:35 Duration 00:30:06.5 Run Time 00:30:06.5 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 73.5 dB LAE 106.1 dB EA 4.476 mPa²h EA8 71.365 mPa²h EA40 356.826 mPa²h LZpeak (max) 2021‐04‐08 13:03:58 119.8 dB LASmax 2021‐04‐08 12:49:15 93.3 dB LASmin 2021‐04‐08 13:00:18 50.1 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 42 1567.8 s LAS > 85.0 dB (Exceedance Counts / Duration) 4 13.8 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 73.5 73.5 ‐99.9 73.5 73.5 ‐99.9 LCeq 87.1 dB LAeq 73.5 dB LCeq ‐ LAeq 13.6 dB LAIeq 75.7 dB LAeq 73.5 dB LAIeq ‐ LAeq 2.2 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 73.5 87.1 96.5 LS(max) 93.3 2021/04/08 12:49:15 101.9 2021/04/08 12:49:14 108.8 2021/04/08 12:57:14 LF(max) 95.0 2021/04/08 12:49:14 103.9 2021/04/08 13:03:58 112.9 2021/04/08 12:57:14 LI(max) 95.9 2021/04/08 12:49:14 108.3 2021/04/08 13:03:58 114.7 2021/04/08 12:52:59 LS(min) 50.1 2021/04/08 13:00:18 66.8 2021/04/08 12:56:54 74.7 2021/04/08 13:09:50 LF(min) 46.1 2021/04/08 13:00:16 60.0 2021/04/08 13:01:04 65.3 2021/04/08 12:56:53 LI(min) 50.2 2021/04/08 12:51:34 68.6 2021/04/08 12:56:54 76.1 2021/04/08 13:09:49 LPeak(max) 112.0 2021/04/08 12:49:15 116.7 2021/04/08 12:49:14 119.8 2021/04/08 13:03:58 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose 0.01 0.06 % Projected Dose 0.17 1.00 % TWA (Projected) 44.1 56.8 dB TWA (t) 24.1 36.8 dB Lep (t) 61.5 61.5 dB Statistics LAS5.00 78.0 dB LAS10.00 76.5 dB LAS33.30 72.1 dB LAS50.00 69.9 dB LAS66.60 67.3 dB LAS90.00 62.9 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A2 Summary File Name on Meter JMT_Data.087 File Name on PC SLM_0003004_JMT_Data_087.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐08 13:32:53 Stop 2021‐04‐08 14:02:54 Duration 00:30:01.3 Run Time 00:30:01.3 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 65.3 dB LAE 97.9 dB EA 681.228 µPa²h EA8 10.892 mPa²h EA40 54.459 mPa²h LZpeak (max) 2021‐04‐08 13:59:31 119.3 dB LASmax 2021‐04‐08 13:59:31 78.4 dB LASmin 2021‐04‐08 13:38:29 48.0 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 104 706.1 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 65.3 65.3 ‐99.9 65.3 65.3 ‐99.9 LCeq 86.4 dB LAeq 65.3 dB LCeq ‐ LAeq 21.1 dB LAIeq 70.1 dB LAeq 65.3 dB LAIeq ‐ LAeq 4.8 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 65.3 86.4 96.8 LS(max) 78.4 2021/04/08 13:59:31 98.9 2021/04/08 13:59:31 108.0 2021/04/08 13:59:31 LF(max) 82.0 2021/04/08 13:59:31 103.0 2021/04/08 13:59:32 113.6 2021/04/08 13:54:32 LI(max) 84.4 2021/04/08 13:59:31 106.0 2021/04/08 13:59:32 115.7 2021/04/08 13:54:32 LS(min) 48.0 2021/04/08 13:38:29 66.6 2021/04/08 13:55:58 76.0 2021/04/08 13:55:58 LF(min) 46.9 2021/04/08 13:38:26 62.2 2021/04/08 13:32:55 68.0 2021/04/08 13:55:57 LI(min) 48.5 2021/04/08 13:38:29 69.3 2021/04/08 13:39:37 78.5 2021/04/08 13:42:48 LPeak(max) 96.4 2021/04/08 13:59:31 113.2 2021/04/08 13:59:31 119.3 2021/04/08 13:59:31 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 53.3 53.3 dB Statistics LAS5.00 70.8 dB LAS10.00 69.2 dB LAS33.30 64.7 dB LAS50.00 62.1 dB LAS66.60 59.4 dB LAS90.00 53.6 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A3 Summary File Name on Meter JMT_Data.089 File Name on PC SLM_0003004_JMT_Data_089.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐08 14:16:17 Stop 2021‐04‐08 14:46:18 Duration 00:30:01.1 Run Time 00:30:01.1 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 55.3 dB LAE 87.9 dB EA 67.800 µPa²h EA8 1.084 mPa²h EA40 5.421 mPa²h LZpeak (max) 2021‐04‐08 14:16:33 115.8 dB LASmax 2021‐04‐08 14:16:30 75.9 dB LASmin 2021‐04‐08 14:43:19 38.9 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 8 29.3 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 55.3 55.3 ‐99.9 55.3 55.3 ‐99.9 LCeq 76.4 dB LAeq 55.3 dB LCeq ‐ LAeq 21.1 dB LAIeq 60.1 dB LAeq 55.3 dB LAIeq ‐ LAeq 4.8 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 55.3 76.4 87.4 LS(max) 75.9 2021/04/08 14:16:30 93.8 2021/04/08 14:16:33 104.1 2021/04/08 14:16:34 LF(max) 79.5 2021/04/08 14:16:33 98.4 2021/04/08 14:16:33 109.2 2021/04/08 14:16:33 LI(max) 82.1 2021/04/08 14:16:33 101.4 2021/04/08 14:16:33 111.6 2021/04/08 14:16:33 LS(min) 38.9 2021/04/08 14:43:19 56.8 2021/04/08 14:16:17 65.9 2021/04/08 14:43:30 LF(min) 38.1 2021/04/08 14:43:11 54.9 2021/04/08 14:43:30 60.9 2021/04/08 14:21:39 LI(min) 38.7 2021/04/08 14:43:30 58.9 2021/04/08 14:40:13 68.7 2021/04/08 14:43:30 LPeak(max) 93.9 2021/04/08 14:16:33 108.4 2021/04/08 14:16:33 115.8 2021/04/08 14:16:33 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 43.3 43.3 dB Statistics LAS5.00 61.1 dB LAS10.00 58.4 dB LAS33.30 51.2 dB LAS50.00 48.2 dB LAS66.60 45.3 dB LAS90.00 41.8 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A4 Summary File Name on Meter JMT_Data.091 File Name on PC SLM_0003004_JMT_Data_091.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐27 10:29:39 Stop 2021‐04‐27 10:59:54 Duration 00:30:14.9 Run Time 00:30:14.9 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 69.7 dB LAE 102.3 dB EA 1.894 mPa²h EA8 30.048 mPa²h EA40 150.239 mPa²h LZpeak (max) 2021‐04‐27 10:37:44 109.4 dB LASmax 2021‐04‐27 10:55:37 79.7 dB LASmin 2021‐04‐27 10:48:51 46.3 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 72 1026.5 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 69.7 69.7 ‐99.9 69.7 69.7 LCeq 75.2 dB LAeq 69.7 dB LCeq ‐ LAeq 5.5 dB LAIeq 71.2 dB LAeq 69.7 dB LAIeq ‐ LAeq 1.4 dB A C dB Time Stamp dB Time Stamp dB Leq 69.7 75.2 83.3 LS(max) 79.7 2021/04/27 10:55:37 89.3 2021/04/27 10:37:47 97.9 LF(max) 81.6 2021/04/27 10:52:05 91.2 2021/04/27 10:37:47 103.7 LI(max) 82.3 2021/04/27 10:55:36 94.1 2021/04/27 10:32:58 105.9 LS(min) 46.3 2021/04/27 10:48:51 60.7 2021/04/27 10:33:37 65.4 LF(min) 44.8 2021/04/27 10:48:49 58.1 2021/04/27 10:47:50 62.1 LI(min) 46.8 2021/04/27 10:47:57 60.9 2021/04/27 10:50:42 67.0 LPeak(max) 93.4 2021/04/27 10:55:36 100.2 2021/04/27 10:32:58 109.4 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 57.7 57.7 dB Statistics LAS5.00 75.3 dB LAS10.00 74.2 dB LAS33.30 70.4 dB LAS50.00 65.9 dB LAS66.60 59.3 dB LAS90.00 51.4 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 LOCATION A5 Summary File Name on Meter JMT_Data.093 File Name on PC SLM_0003004_JMT_Data_093.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐27 11:34:26 Stop 2021‐04‐27 12:04:31 Duration 00:30:05.0 Run Time 00:30:05.0 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 52.8 dB LAE 85.4 dB EA 38.657 µPa²h EA8 616.803 µPa²h EA40 3.084 mPa²h LZpeak (max) 2021‐04‐27 11:54:01 106.8 dB LASmax 2021‐04‐27 11:51:59 70.3 dB LASmin 2021‐04‐27 12:02:00 42.7 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 1 2.1 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 52.9 52.9 ‐99.9 52.9 52.9 ‐99.9 LCeq 71.0 dB LAeq 52.8 dB LCeq ‐ LAeq 18.2 dB LAIeq 57.9 dB LAeq 52.8 dB LAIeq ‐ LAeq 5.0 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 52.8 71.0 81.0 LS(max) 70.3 2021/04/27 11:51:59 87.4 2021/04/27 11:34:26 96.4 2021/04/27 11:34:26 LF(max) 78.9 2021/04/27 11:51:59 89.8 2021/04/27 11:54:01 99.5 2021/04/27 11:54:01 LI(max) 84.2 2021/04/27 11:51:59 93.9 2021/04/27 11:54:01 103.1 2021/04/27 11:54:01 LS(min) 42.7 2021/04/27 12:02:00 58.6 2021/04/27 12:01:21 62.8 2021/04/27 12:02:19 LF(min) 41.8 2021/04/27 12:01:59 56.6 2021/04/27 12:01:21 60.3 2021/04/27 12:00:27 LI(min) 42.4 2021/04/27 12:02:00 59.4 2021/04/27 12:00:06 63.4 2021/04/27 12:02:19 LPeak(max) 105.2 2021/04/27 11:51:59 104.5 2021/04/27 11:51:59 106.8 2021/04/27 11:54:01 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 40.8 40.8 dB Statistics LAS5.00 58.2 dB LAS10.00 55.6 dB LAS33.30 52.0 dB LAS50.00 50.6 dB LAS66.60 49.1 dB LAS90.00 46.0 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A4 Summary File Name on Meter JMT_Data.094 File Name on PC SLM_0003004_JMT_Data_094.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐27 12:29:13 Stop 2021‐04‐27 12:59:30 Duration 00:30:17.2 Run Time 00:30:17.2 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 70.0 dB LAE 102.6 dB EA 2.009 mPa²h EA8 31.834 mPa²h EA40 159.170 mPa²h LZpeak (max) 2021‐04‐27 12:44:23 110.9 dB LASmax 2021‐04‐27 12:57:35 81.8 dB LASmin 2021‐04‐27 12:32:49 48.0 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 75 1048.9 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 70.0 70.0 ‐99.9 70.0 70.0 ‐99.9 LCeq 77.6 dB LAeq 70.0 dB LCeq ‐ LAeq 7.6 dB LAIeq 71.5 dB LAeq 70.0 dB LAIeq ‐ LAeq 1.5 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 70.0 77.6 86.0 LS(max) 81.8 2021/04/27 12:57:35 91.6 2021/04/27 12:43:06 100.6 2021/04/27 12:44:23 LF(max) 83.9 2021/04/27 12:57:34 94.1 2021/04/27 12:43:06 105.6 2021/04/27 12:44:23 LI(max) 84.6 2021/04/27 12:57:34 96.3 2021/04/27 12:44:23 107.5 2021/04/27 12:44:23 LS(min) 48.0 2021/04/27 12:32:49 62.2 2021/04/27 12:53:00 68.3 2021/04/27 12:33:36 LF(min) 46.9 2021/04/27 12:32:48 59.9 2021/04/27 12:32:46 63.9 2021/04/27 12:32:46 LI(min) 47.3 2021/04/27 12:32:48 63.2 2021/04/27 12:33:27 69.8 2021/04/27 12:50:47 LPeak(max) 95.3 2021/04/27 12:57:35 104.6 2021/04/27 12:44:23 110.9 2021/04/27 12:44:23 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 0.00 % Projected Dose ‐99.9 0.03 % TWA (Projected) ‐99.9 31.5 dB TWA (t) ‐99.9 11.6 dB Lep (t) 58.0 58.0 dB Statistics LAS5.00 75.6 dB LAS10.00 74.4 dB LAS33.30 70.2 dB LAS50.00 65.6 dB LAS66.60 61.0 dB LAS90.00 53.7 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 LOCATION A5 Summary File Name on Meter JMT_Data.095 File Name on PC SLM_0003004_JMT_Data_095.00.ldbin Serial Number 0003004 Model Model 831 Firmware Version 2.402 User Location Job Description Note Measurement Description 30 min TH. A,C,Z. 1/1 and 1/3 octave A,C,Z. Start 2021‐04‐27 13:29:02 Stop 2021‐04‐27 13:59:03 Duration 00:30:01.0 Run Time 00:30:01.0 Pause 00:00:00.0 Pre Calibration 2020‐05‐11 07:49:29 Post Calibration None Calibration Deviation ‐‐‐ Overall Settings RMS Weight A Weighting Peak Weight Z Weighting Detector Slow Preamp PRM831 Microphone Correction Off Integration Method Linear OBA Range Normal OBA Bandwidth 1/1 and 1/3 OBA Freq. Weighting A Weighting OBA Max Spectrum Bin Max Gain 0.0 dB Overload 144.9 dB A C Z Under Range Peak 77.4 74.4 79.4 dB Under Range Limit 26.8 27.3 33.4 dB Noise Floor 17.7 18.2 23.8 dB Results LAeq 48.0 dB LAE 80.5 dB EA 12.570 µPa²h EA8 201.016 µPa²h EA40 1.005 mPa²h LZpeak (max) 2021‐04‐27 13:58:22 111.9 dB LASmax 2021‐04‐27 13:58:42 63.6 dB LASmin 2021‐04‐27 13:58:00 40.9 dB SEA ‐99.9 dB LAS > 65.0 dB (Exceedance Counts / Duration) 0 0.0 s LAS > 85.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 135.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 137.0 dB (Exceedance Counts / Duration) 0 0.0 s LZpeak > 140.0 dB (Exceedance Counts / Duration) 0 0.0 s Community Noise Ldn LDay 07:00‐22:00 LNight 22:00‐07:00 Lden LDay 07:00‐19:00 LEvening 19:00‐22:00 48.0 48.0 ‐99.9 48.0 48.0 ‐99.9 LCeq 70.0 dB LAeq 48.0 dB LCeq ‐ LAeq 22.0 dB LAIeq 53.1 dB LAeq 48.0 dB LAIeq ‐ LAeq 5.1 dB A C Z dB Time Stamp dB Time Stamp dB Time Stamp Leq 48.0 70.0 81.2 LS(max) 63.6 2021/04/27 13:58:42 87.7 2021/04/27 13:58:22 98.9 2021/04/27 13:52:31 LF(max) 68.3 2021/04/27 13:49:13 93.5 2021/04/27 13:58:22 102.6 2021/04/27 13:49:13 LI(max) 72.0 2021/04/27 13:49:13 98.1 2021/04/27 13:58:22 106.2 2021/04/27 13:49:13 LS(min) 40.9 2021/04/27 13:58:00 58.2 2021/04/27 13:58:02 62.2 2021/04/27 13:43:46 LF(min) 40.2 2021/04/27 13:58:00 56.1 2021/04/27 13:57:44 59.3 2021/04/27 13:46:04 LI(min) 40.9 2021/04/27 13:57:56 58.5 2021/04/27 13:57:44 63.0 2021/04/27 13:43:46 LPeak(max) 88.4 2021/04/27 13:58:36 105.5 2021/04/27 13:58:22 111.9 2021/04/27 13:58:22 # Overloads 0 Overload Duration 0.0 s # OBA Overloads 0 OBA Overload Duration 0.0 s Dose Settings Dose Name OSHA‐1 OSHA‐2 Exchange Rate 5 5 dB Threshold 90 80 dB Criterion Level 90 90 dB Criterion Duration 8 8h Results Dose ‐99.9 ‐99.9 % Projected Dose ‐99.9 ‐99.9 % TWA (Projected) ‐99.9 ‐99.9 dB TWA (t) ‐99.9 ‐99.9 dB Lep (t) 35.9 35.9 dB Statistics LAS5.00 53.2 dB LAS10.00 49.0 dB LAS33.30 45.5 dB LAS50.00 44.8 dB LAS66.60 44.1 dB LAS90.00 43.0 dB Calibration History Preamp Date dB re. 1V/Pa 6.3 8.0 10.0 PRM831 2020‐05‐11 07:49:29 ‐27.4 45.7 52.9 40.4 19 British American Blvd Latham, NY 12110 P. 518.782.0882 www.jmt.com Prepared for: