Car wash traffic study

I i:l I

Hesketh

F. A. Hesketh & Associates, Inc.

Civil & Traffic Engineers • Surveyors • Planners • Landscape Architects

October 24, 2019 Mr. Paul Szymanski Arthur H. Howland & Associates, P.C. 143 West Street, Suite #E Meriden, CT 06776

Re:

Proposed Car Wash 1043 North Broad Street (Route 5) Meriden, Connecticut Our File: 19172

Dear Mr. Szymanski: Pursuant to your request and authorization our office has prepared this letter to outline the potential impact of site generated traffic on local roadways, related to a proposed car wash proposed at 1043 North Broad Street (Route 5), in the Town of Meriden. The site location is presented in Figure 1. This report is intended to accompany an application to the Meriden Planning and Zoning Commission for site plan approval and to the ConnDOT District I Office for an application for an encroachment permit.

Proposed Site Plan The site proposed for development is located on the southeast corner of the intersection of Route 5 and Twiss Avenue. The proposed site plan was prepared

by Arthur H. Howland & Associates, P.C. and is dated August 28, 2019. The plan depicts a 4,200 s.f. building located in the center of the parcel, with a single automated wash tunnel. There are six (6) parking spaces and thirteen (13) vacuum stations provided in the front of the parcel. The proposed car wash provides an automated tunnel to service vehicles, with a drive aisle that navigates the site in a counterclockwise direction. Although only a single wash tunnel is provided, there are three lanes provided for queuing vehicles. Access to the site is proposed via an entrance driveway from North Broad Street. Egress is proposed to Twiss Avenue.

6 Creamery Brook • East Granby, CT 06026

Tel 860 .653.8000 • Fax 860.844.8600 www.fahesketh .com

Mr. Szymanski October 24, 2019 Page 2

Existing Conditions Route 5 is a state maintained highway that traverses the state of Connecticut in a north/south direction. Route 5 originates in the city of New Haven and extends in a northerly direction generally paralleling 1-91. Route 5 enters Cheshire from the town of Wallingford. Access is provided to 1-691 before the roadway continues north past the subject site and then into the town of Berlin. Route 5 continues north through Harftord and Enfield and into Massachusetts. In the vicinity of the proposed site Route 5 is named North Broad Street. The road provides approximately 40 feet of pavement and provides a single travel lane in each direction separated by a painted double yellow centerline. The southbound travel lane has a very faded painted shoulder. The posted speed limit is 35 miles per hour. Land use in the area is primarily residential but includes automotive repair shops and restaurants in the surrounding area of the proposed site.

Twiss Avenue is a local roadway that begins at an unsignalized T-intersection with North Broad Street and extends in an easterly direction a distance of approximately 600 feet to a dead end. The roadway provides approximately 20 feet of pavement with a single lane in each direction. The roadway is not marked. Twiss Avenue operates under stop-sign control and there is no posted speed limit. Land use along the roadway is residential.

Background Traffic The Connecticut DOT maintains a traffic volume count program on all state highways and some local roadways. Included in the database is a count on Route 5 south of Westfield Road. That count conducted during May 2016 indicates an average daily traffic volume (ADT) of 14,400 vehicles per day with peak hour volumes of 1,159 vehicles during the morning peak hour (7:00 a.m.) and 1,344 vehicles during the afternoon peak hour (5:00 p.m.). The ConnDOT counts do not include Saturday Volumes. The count is presented in Table 1.

Mr. Szymanski October 24, 2019 Page 3

The Institute of Transportation Engineers (ITE) Trip Generation Report was consulted for finding the trips generated from the 13-units of single-family detached homes located on Twiss Avenue. The results are included in Table 2 and the worksheets are provided in the appendix.

Figure 2 presents the existing traffic volumes during peak hours. We have assumed a directional distribution of 60/40 during the morning and afternoon peak hours, with the higher percentage southbound in the morning peak hour and in the northbound direction during the afternoon peak hour. A directional distribution of 50/50 was assumed for the Saturday peak hour, utilizing the morning peak hour volume. The residential traffic for Twiss Avenue, as calculated by ITE was included in the figure.

A review of recent ConnDOT counts indicates that traffic volumes have decreased from the years 2013 to 2016. The proposed development if approved is anticipated to be completed and open for business during 2022. Since recent traffic volumes have declined, no growth rate is necessary. Therefore, Figure 2 presents the background traffic volumes for the study area during peak hours.

Site Generated Traffic

In order to determine the trip generation for the proposed site, the Institute of Transportation Engineers (ITE) Trip Generation Report was consulted. Trip Generation presents trip generation estimates for many land uses based on counts conducted at existing facilities throughout the country. Included within the ITE database is Land Use Code 948: Automated Car Wash. Trip generation for the land use is based on the square footage of the building and the number of service bays. Using the ITE Data the facility would be expected to generate 59 trips during the afternoon and Saturday peak hours. For the purpose of this report we have rounded that up to 60 trips. This volume

Mr. Szymanski October 24, 2019 Page 4 is made up of 30 entering and 30 exiting movements. The ITE data does not include morning peak hour volumes.

The proposed operator has indicated that they anticipate a peak hour volume of 60 vehicles. This will result in a total of 120 trips, made up of 60 entering and 60 exiting movements. For purposes of this study we have utilized the 120 trips for the morning, afternoon and Saturday peak hours. The Trip generation results are summarized in Table 2.

The directional distribution for site generated traffic was calculated using the directional distribution that was applied to the background traffic volumes, 60/40 for the morning and afternoon peak hours, and 50/50 for the Saturday peak hour. The directional distribution for the morning, afternoon, and Saturday peak hours is shown in Figure 3.

Applying this distribution to the site generated traffic volumes in Table 2 provides the turning movements into the site driveway for each peak hour. These volumes are presented in Figure 4. By adding the site generated traffic in Figure 4 to the existing traffic volumes in Figure 2 the combined traffic volumes can be determined. These volumes are presented in Figure 5.

Capacity Analysis Capacity analyses were conducted for the background and combined traffic volumes.

The analysis was completed for the intersections of North Broad Street with Twiss Avenue and North Broad Street with the proposed site entrance; utilizing the intersection capacity analysis program called SYNCHRO. The analyses were conducted for the morning, afternoon and Saturday peak hours.

The intersection of North Broad Street (Route 5) with Twiss Avenue is an existing unsignalized T-intersection with Route 5 oriented in the north-south direction and Twiss Avenue approaching from the east. Each approach from each direction provides a

Mr. Szymanski October 24, 2019 Page 5 single travel lane and Twiss Avenue operates under stop-sign control. Analysis indicates that during the Saturday peak hours the westbound approach remains at a LOS C for both background and combined traffic volumes. During the morning and afternoon peak hours under the background traffic volumes the westbound approach operates at a LOS C and under the combined traffic volumes operates at a LOS D. The northbound and southbound approaches operate at a LOS A during all the peak hours for both the background and combined traffic volumes.

The intersection of North Broad Street with the site entrances is a proposed driveway that is restricted to entering vehicles only. The northbound and southbound approaches operate at a LOS A during all peak hours under the combined traffic volume conditions.

Sight Distance The Connecticut Department of Transportation has published its requirements for the application of sight distances at intersections and driveways as adopted in December of 2003. In general, the intersection sight distance (ISO) is the available sight distance allowing a driver approaching an intersection to observe the vehicles on the crossing roadway or opposing direction. Therefore, the ISO varies according to the speed of traffic and distance crossed while performing the maneuver. The clear line of sight is measured from a minimum of 15 feet behind the edge of road or traveled way to a point within the center of the nearest approaching lane, while the ISO is the line of sight projected along the length of the roadway. The sightline should be measured at a height of 3 feet 6 inches from the beginning point (driver's eye level) to the end point at a height of 3 feet 6 inches (to an approaching vehicle). A summary of the guidelines is contained in the appendix.

Our observations at the proposed site driveways indicates that the available sight distances are in excess of 500 feet in each direction. These sight distances meet the

Mr. Szymanski October 24, 2019 Page 6 current ConnDOT requirement for an approach speed of 45 miles per hour. Route 5 is posted at 35 miles per hour.

Drive Thru Queuing A standard Poison queue analysis was conducted for the proposed car wash automated wash lane to determine the required vehicle stacking distance for this site. The results of that analysis are presented in Table 4. The operator of the facility indicates that they will operate the tunnel with a service rate of 60 vehicles an hour during normal operations. During peak hours, they will adjust the service rate to a rate of 90 vehicles an hour. Therefore the queueing analysis was conducted based on a service rate of 40 seconds per vehicle (90 veh/hr) and a peak hour demand volume of 60 vehicles (double the volume based on the ITE data and consistent with the demand volume provided by the operator). The analysis indicates the expected queue length would be 2 vehicles with an average waiting time of 80 seconds per vehicle. The probability that the queue would exceed ten ( 10) vehicles is approximately 1% .

The proposed site plan provides approximately 620 feet of vehicle storage split into three lanes. The available storage is capable of accommodating a total of thirty one (31) vehicles at an average of 20 feet per vehicle.

Accident Data The University of Connecticut Crash Data Repository gathers and compiles traffic accident data for all state highways and some major local roadways. A list of accidents occurring in the area from January 1st , 2016 through October 1st , 2019 includes the most recent 3 years of available data. In the appendix are the UCONN tables relating the accidenls lo various condilions including dale, lime, roadway and wealher conditions, collision types, and other variables.

Mr. Szymanski October 24, 2019 Page 7 A 3 year accident history was compiled for Route 5, for a distance of 500 feet south of the Route 5 intersection with the proposed site entrance, 500 feet north of the Route 5 intersection with Twiss Avenue, and for the entirety of Twiss Avenue. A total of twentysix (26) accidents were recorded during the three-year time period reviewed. Twelve (12) of the accidents were front to rear, five (5) of the accidents were side-swipe same direction accidents, five (5) were angle accidents, three (3) were not applicable to a category and one (1) was a side-swipe opposite direction crash. Of the twenty-six (26) total accidents twenty-two (22) were property damage only, three (3) involved possible injuries, and one ( 1) involved suspected injuries. There were no reported fatalities.

There were only five (5) reported accidents within 250 feet of Twiss Avenue. Of those crashes two (2) were angled crashes, two (2) were side-swipe same direction and one (1) was a front to rear crash. All five (5) crashes were property damage only.

Conclusions The proposed development is projected to generate a total of 60 trips during the morning, afternoon and Saturday peak hours. For the purposes of our analysis we used a total of 120 trips during the morning, afternoon and Saturday peak hours. A capacity analysis indicates that the westbound approach (Twiss Avenue) will operate at a LOS C during the morning and afternoon peak hour under the background traffic conditions and at a LOS D under the combined traffic conditions. The other approaches will remain at the same level of service under both the background and combined traffic volume conditions during all peak times. The site driveway is properly located with respect to adjacent intersections and is properly designed to accommodate the anticipated driveway volumes.

Based on this information it is my professional opinion that the existing roadway network has enough excess capacity to accommodate the anticipated traffic for the proposed

Mr. Szymanski October 24, 2019 Page 8 development. The site driveways are properly located and designed to accommodate the anticipated traffic volumes.

We appreciate the opportunity to provide this information to you. A representative from our firm will be available to present testimony before local commissions if needed. If you require any additional information, please do not hesitate to contact our office.

'

Manager of Transportation Engineering cc:

Paul Szymanski, Arthur H. Howland & Associates P.C.

T:\pf\19172\TrafficReport.10.07.19.docx

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Figure 1

TABLE 1 ConnDOT TRAFFIC VOLUMES Route 5 South of Wesfield Road STATION NO.191 23-May-16 Monday

12:00 1 :00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11 :00 12:00 1 :00 2:00 3:00 4:00 5:00 6:00 7:00 8:00 9:00 10:00 11 :00

24-May-16 Tuesday

119 57 32 33 95 315 746 1159 1053 855 787 801 889 906 1084 1166 1338 1344 1006 836 597 456 318 223 15974

241

2016 ADT = 14,400 for station 191 in Meriden

T:\pf\ 19172\DOTVOLS-RTE 5

7 CONNDOT

CONNDOT

5/23/16 7: 00 AM

5/23/16 5: 00 PM

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TWISS AVE

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CONNDOT

5/23/16 7: 00 AM *Weekday volumes used from the CONNDOT ADT with expected Saturday distributions. r--... r--...

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TWISS AVE

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SATURDAY PEAK HOUR FIGURE

10-7-19

2

EXISTING TRAFFIC VOLUMES A.M., P.M., & SATURDAY PEAK HOURS

F. A. Hesketh & Associates, Inc. 6 CREAMERY BROOK, EAST GRANBY, CT 06026

PROPOSED CAR ~ASH

TRAFFIC PLANNING ENGINEERING DESIGN

1025/1043 NORTH BROAD STREET MERIDEN

L

CONNECTICUT NOT TO SCALE

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Table 2 Trip Generation Summary Proposed Car Wash 1043 North Broad Street (Route 5) Meriden, CT A.M. Peak Hour Land Use

Size

ADT

Automated Car Wash

4,200 s.f.

Operating Service Rate

60 veh/hr

I

13 units

I

Single-family Detached Housing

124

Enter

Exit

P.M. Peak Hour

Total

SAT. Peak Hour

Enter

Exit

Total

30

30

60

ADT

I

60

60

120

I

60

60

120

I

I

3

7

10

I

8

5

13

I

T:\PROJECT\2019\19172 - Car Wash\TripGEN\2019.10.04.TGEN

129

Enter

Exit

Total

30

30

60

I

60

60

120

I

6

6

12

7

~

~

0 lO

I

"f'

0 "St-

~ 40% ~60%

t

TWISS AVE

t ~

0

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f:::!

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~40%

TWISS AVE

t

~

~

0

~

"SI-

0

0 lO

I "St-

lO

i~

~ 60%

i~

SITE DRIVE 1

1---------

ti ~

SITE DRIVE

ti ~

0

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D'.:

P.M, PEAK HOUR

A,M, PEAK HOUR

~

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i

~50% ~50% TWISS AVE

t

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0

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I UJ

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SITE DRIVE

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SATURDAY PEAK HOUR FIGURE

10-7-19

3

DIRECTIONAL DISTRIBUTION OF SITE GENERATED TRAFFIC

F. A. Hesketh & Associates, Inc. 6 CREAMERY BROOK, EAST GRANBY, CT 06026

TRAFFIC PLANNING ENGINEERING DESIGN

PROPOSED CAR ~ASH 1025/1043 NORTH BROAD STREET MERIDEN

L

CONNECTICUT NOT TO SCALE

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7 (.,J

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t

ENTER EXIT TOTAL

N

-JO>.

60 60 120

ENTER EXIT TOTAL

60 60 120

sj-

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~ 24 ~36

i~

TWISS AVE

ii <.D <.D

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sj- sj-

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=:)

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.--24

TWISS AVE

ti I

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SITE DRIVE

ii

SITE DRIVE

ti

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P.M. PEAK HOUR

A.M. PEAK HOUR (.,J

0

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ENTER EXIT TOTAL

(.,J

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60 60 120

0

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~ 30 ~30

TWISS AVE

ii 00

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SITE DRIVE

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SATURDAY PEAK HOUR FIGURE

10-7-19

4

SITE GENERATED TRAFFIC VOLUMES A.M,, P.M,, 8c SATURDAY PEAK HOURS

F. A. Hesketh & Associates, Inc. TRAFFIC PLANNING ENGINEERING DESIGN

PROPOSED CAR ~ASH 1025/1043 NORTH BROAD STREET MERIDEN

L

CONNECTICUT NOT TO SCALE

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SITE DRIVE

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SITE DRIVE

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P.M. PEAK HOUR

A.M. PEAK HOUR (jJ

0

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TWISS AVE

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SATURDAY PEAK HOUR FIGURE

10-7-19

5

COMBINED TRAFFIC VOLUMES A.M,, P.M,, 8c SATURDAY PEAK HOURS

F. A. Hesketh & Associates, Inc. 6 CREAMERY BROOK, EAST GRANBY, CT 06026

TRAFFIC PLANNING ENGINEERING DESIGN

PROPOSED CAR ~ASH 1025/1043 NORTH BROAD STREET MERIDEN

L

CONNECTICUT NOT TO SCALE

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Table 3 Level of Service Summary Proposed Car Wash N Broad St at Twiss Ave and N Broad St at the Site Entrance

I

A.M. Peak Hour

Time Period

LOS

Background Traffic delay vie Queue

Combined Traffic LOS !!gl.!!y vie Queue

I

I

P.M. Peak Hour

Background Traffic LOS !!gl.!!y vie Queue

LOS

SAT. Peak Hour Background Traffic

Combined Traffic !!gl.!!y vie Queue

Combined Traffic

LOS

!!gl.!!y

vie

Queue

LOS

!!gl.!!y

vie

Queue

C A A

18.8 0.0 0.1

0.02 0.37 0.00

2 0 0

C A A

24.2 0.0 0.1

0.28 0.37 0.00

28 0 0

A A

0.0 0.9

0.39 0.04

0 3

N Broad St at Twiss Avenue

WB NB SB

C A

A

19.0 0.0 0.1

0.03 0.30 0.00

2 0 0

D A A

27.0 0.0 0.1

0.31 0.30 0.00

31 0 0

0.0 3.0

0.32 0.04

0 3

C A A

21.8 0.0 0.1

0.02 0.52 0.00

D

2 0 0

A

30.0 0.0 0.1

0.33 0.52 0.00

34 0 0

A A

0.0 0.9

0.54 0.03

0 3

A

N Broad St at Site Entrance

NB SB

I

A A

I

-

-

I

T:\PF\19172\LOS Summary.10.08.19

I

I

TABLE 4 Queue Length Probability for the Proposed Car Wash Lane Afternoon Peak Hour Service Rate 1

Drive Through Volume (q) Average Service Time Service Rate (Q)

60 veh/hr 40 sec.

90 veh/hr

P(n) = probability of having n units in the system

P(n) = (q/Q)An (1-(q/Q) = 0.6667

n 0

1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

P(n) 0.3333 0.2222 0.1481 0.0988 0.0658 0.0439 0.0293 0.0195 0.0130 0.0087 0.0058 0.0039 0.0026 0.0017 0.0011 0.0008

"n

X

0.3333

Sum of P(n) 0.3333 0.5556 0.7037 0.8025 0.8683 0.9122 0.9415 0.9610 0.9740 0.9827 0.9884 0.9923 0.9949 0.9966 0.9977 0.9985

Expected Queue Length = Average Waiting Time=

T:\PF\ 19172\Queue01

2.0 veh.

80 sec.

APPENDIX

ConnDOT TRAFFIC COUNTS

9/17/2019

Status:

2016 MERl-191

OK

MERl-191 - North & South

Route 5 - 18.21 mi

23-May Mon

Town . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Meriden Station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Location . . . . . . . . . . . . . . . 41. 548138, -72. 78235 2015-Minor Arterial 4 ........... 2015-Urban Start Report . . . . . . . . . . . . 23-May-2016 04:00AM End Report . . . . . . . . . . . . . . 24-May-2016 04:00AM Axle Correction Factor . . . . . . . . . . . . . . . . . None

12:00am 01:00am 02:00am 03:00am 04:00am 05:00am 6 :00am 24-Hour Count .... 16215 * G4(0.89) = 14431.4 UnRounded AADT ........ 14431.4 / 1 = 14431.4 o7 :00am OK 2016 Mon 23-May -this report- ... 14400 8 :00am REV 2013 Wed 11-Sep . . . . . . . . . . . . . . . . 15600 09:00am REV 2010 Tue 27-Jul . . . . . . . . . . . . . . . . 14100 10:00am REV 2007 Wed 18-Jul . . . . . . . . . . . . . . . . 13800 11:00am 12:00pm 01:00pm 02:00pm 03:00pm 04:00pm 05:00pm 06:00pm 07:00pm 08:00pm 09:00pm 10:00pm 11: 0Opm Totals

° °

https://tminfo-dot.ct.gov/TM INFO/top?year=2016,town=79,station=191,dataset=0

95 315 746 1159 1053 855 787 801 889 906 1084 1166 1338 1344 1006 836 597 456 318 223 15974

South of Westfield Road

24-May Tue 119 57 32 33

241

1/1

ITE Trip Generation Calculations

Detailed Land Use Data For 13 Dwelling Units of SFHOUSE 1 ( 210) Single-Family Detached Housing

Project:

Open Date: Analysis Date:

Car Wash

Day I Period Weekday Average Daily Trips

10/4/2019 10/4/2019

Total Trips

Pass-By Trips

Avg Rate

Min

Max

Std

Avg

%

%

Use

Rate

~

~

~

Enter

~

_E9_:_

124

0

9.52

4.31

21.85

3.7

198

50

50

False

Ln(T) = 0.92 Ln(X) + 2.72

0.95

10

0

0.77

0.33

2.27

0.91

180

26

74

False

T = 0.7(X) + 12.12

0.89

10

0

0.75

0.33

2.27

0.9

194

25

75

False

T = 0.7(X) + 9.74

0.89

13

0

1.02

0.42

2.98

1.05

174

64

36

False

Ln(T) = 0.88 Ln(X) + 0.62

0.91

13

0

1

0.42

2.98

1.05

207

63

37

False

Ln(T) = 0.9 Ln(X) + 0.51

0.91

129

0

9.91

5.32

15.25

3.72

215

50

50

False

Ln(T) = 0.93 Ln(X) + 2.64

0.92

12

0

0.93

0.5

1.75

0.99

215

54

46

False

T = 0.89(X) + 8.77

0.91

112

0

8.62

4.74

12.31

3.36

218

50

50

False

T = 8.63(X) - 0.63

0.93

11

0

0.86

0.55

1.48

0.95

212

53

47

False

Ln(T) = 0.91 Ln(X) + 0.31

0.88

Equation

R2

Source : Trip Generation Manual 9th Edition Weekday AM Peak Hour of Generator Source : Trip Generation Manual 9th Edition Weekday AM Peak Hour of Adjacent Street Traffic Source : Trip Generation Manual 9th Edition Weekday PM Peak Hour of Generator Source : Trip Generation Manual 9th Edition Weekday PM Peak Hour of Adjacent Street Traffic Source : Trip Generation Manual 9th Edition Saturday Average Daily Trips Source : Trip Generation Manual 9th Edition Saturday Peak Hour of Generator Source : Trip Generation Manual 9th Edition Sunday Average Daily Trips Source : Trip Generation Manual 9th Edition Sunday Peak Hour of Generator Source : Trip Generation Manual 9th Edition

Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 TRIP GENERATION 10, TRAFFICWARE, LLC

2

Detailed Land Use Data For 4.2 Gross Floor Area 1000 SF of CARWASHAUTO 1

( 948 ) Automated Car Wash

Project:

Open Date: Analysis Date:

Car Wash

Day/ Period Weekday PM Peak Hour of Adjacent Street Traffic

Max

Std

Avg

%

%

Use

~

~

~

Enter

~

___EL_

14.12

2

50

50

False

14.12

2

50

50

False

Total Trigs

Pass-By Trigs

Avg Rate

59

o

59

o

Min Rate

Source : Trip Generation Manual 9th Edition Saturday Peak Hour of Generator Source : Trip Generation Manual 9th Edition

Source: Institute of Transportation Engineers, Trip Generation Manual 9th Edition, 2012 TRIP GENERATION 10, TRAFFICWARE, LLC

10/4/2019 10/4/2019

E_guation

R2

SYNCHRO Capacity Analyses

HCM Unsignalized Intersection Capacity Analysis 3: N Broad St & Twiss Ave

""V

AM

'-

t

I"

\..

+

NBR

SBL

SBT

2 2

693 693 Free 0% 0.92 753

ovement Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/~) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC 1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol IC, single (s) IC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h}

WBL

WBR

NBT

4 4

3 3

Stop 0% 0.92 4

0.92 3

461 461 Free 0% 0.92 501

Directi0n, t ane # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS ·ntersection Summa Average Delay Intersection Capacity Utilization Analysis Period (min)

2022 Background Traffic Volumes AM

ft

0.92 1

0.92 2

None

None

1258

502

502

1258 6.4

502 6.2

502 4.1

3.5 98 188

3.3 99 570

2.2 100 1062

WB 1 7 4 3 264 0.03 2 19.0 C 19.0 C

NB 1 502 0 1 1700 0.30 0 0.0 0.0

+f

SB 1 755 2 0 1062 0.00 0 0. 1 A 0.1

0.1 48.1% 15

T:\PROJECn2019\ 19172 - Car Wash\SYNCHRO\Back AM.syn 10/08/2019

ICU Level of Service

A

Synchro 10 Report Page 1

2022 Background Traffic Volumes PM

HCM Unsignalized Intersection Capacity Analysis 3: N Broad St & Twiss Ave

PM

~

'-

t

I"'

'-.

+

ovement Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC 1, stage 1 cont vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) tC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h)

WBL

WBR

NBT

NBR

SBL

SBT

3 3

801 801 Free 0% 0.92 871

5 5

3 3

0.92 5

0.92 3

535 535 Free 0% 0.92 582

Qirection, Lane# Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (fl) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS ntersection Summa Average Delay Intersection Capacity Utilization Analysis Period (min)

V

2 2 Stop 0% 0.92 2

0.92 3

'ft

None

None

1462

874

876

1462 6.4

874 6.2

876 4.1

3.5 99 141

3.3 99 349

2.2 100 771

WB 1 5 2 3 220 0.02 2 21.8 C 21.8 C

NB 1 876 0 5 1700 0.52 0 0.0 0.0

+t

SB 1 585 3 0 771 0.00 0 0.1 A 0.1

0.1 52.5% 15

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Synchro 10 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 3: N Broad St & Twiss Ave

Movement Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking $peed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC 1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) tC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h} Direction, Lane# Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS ntersection Summa Average Delay Intersection Capacity Utilization Analysis Period (min)

2022 Background Traffic Volumes SAT SAT

f

'-

t

I"'

\.

+

WBL

WBR

NBT

NBR

SBL

SBT

3 3

577 577 Free 0% 0.92 627

3 3

3 3

0.92 3

0.92 3

577 577 Free 0% 0.92 627

Â¥

3 3 Stop 0% 0.92 3 3 12.0 3.5 0

0.92 3

ft

None

None

1264

632

633

1264 6.4

632 6.2

633 4.1

3.5 98 186

3.3 99 479

2.2 100 947

WB1 6 3 3 268 0.02 2 18.8 C 18.8 C

NB 1 630 0 3 1700 0.37 0 0.0 0.0

+f

SB 1 630 3 0 947 0.00 0 0.1 A 0.1

0.1 42.8% 15

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Synchro 10 Report Page 1

HCM Unsignalized Intersection Capacity Ana lysis 3: N Broad St & Twiss Ave

/V,1 0'if.e111i1 emt Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu , unblocked vol IC, single (s) tC, 2 stage (s) tF (s) pO queue free % cM capacity (veh/h) Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS m,ter:sec:li©m Sl!.llmllll'l arf Average Delay Intersection Capacity Utilization Analysis Period (min)

'"

WBL

AM

-\..

t

I"

'.

!

WBR

NBT

NBR

SBIL

sm:r 4

27 27

473 473 Free 0% 0.92 514

2 2

747 747 Free 0% 0.92 812

V

40 40 Stop 0% 0.92 43 3 12.0 3.5 0

2022 CombinedTraffic Volumes AM

f+

0.92 29

0.92 1

0.92 2

None

None

1334

518

518

1334 6.4

518 6.2

518 4.1

3.5 75 169

3.3 95 556

2.2 100 1045

W.B 1 72 43 29 235 0.31 31 27.0 D 27.0 D

NB 1 515 0 1 1700 0.30 0 0.0 0.0

SB 1 814 2 0 1045 0.00 0 0.1 A 0. 1

1.4 51.4% 15

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Synchro 10 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 7: N Broad St & Site Entrance

-# ovement Lane Configurations Traffic Volume (veh/h} Future Volume (Veh/h} Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1 , stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol IC, single (s) IC, 2 stage (s) IF (s) pO queue free % cM capacity (veh/h) [)inectiom, Lane# Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (fl} Control Delay (s) Lane LOS Approach Delay (s) Approach LOS mtensecti0n Summar~ Average Delay Intersection Capacity Utilization Analysis Period (min)

'

~

~

!

t-JIBR

SIBIL

SBT

24 24

36 36

0.92 26

0.92 39

751 751 Free 0% 0.92 816

\-MBIR

NIBn'

0 0 Stop 0% 0.92 0

0 0

474 474 Free 0% 0.92 515

f+

4

None

None

1422

528

541

1422 6.4

528 6.2

541 4.1

3.5 100 144

3.3 100 550

2.2 96 1028

t-J B 1 541 0 26 1700 0.32 0 0.0

SIB 1 855 39 0 1028 0.04 3 1.0 A 1.0

0.0

AM

f

WBIL

0.92 0

2022 CombinedTraffic Volumes AM

0.6 72.1% 15

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Synchro 10 Report Page 2

HCM Unsignalized Intersection Capacity Analysis 3: N Broad St & Twiss Ave

oveliTlelilt Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1 , stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol IC, single (s) IC, 2 stage (s) tF (s) p0 queue free % cM capacity (veh/h) irectiom, l!a111e # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS ntersectiolil Su11Alil'il an Average Delay Intersection Capacity Utilization Analysis Period (min)

2022 CombinedTraffic Volumes PM PM

-f

'-

t

I"

\..

!

WIBk

WSR

NST

NSR

SSL

SS'F

39 39

803 803 Free 0% 0.92 873

5 5

3 3

0.92 5

0.92 3

559 559 Free 0% 0.92 608

V 26 26 Stop 0% 0.92 28 3 12.0 3.5 0

4

f+

0.92 42

None

None

1492

878

881

1492 6.4

878 6.2

881 4.1

3.5 79 135

3.3 88 346

2.2 100 765

W.S 1 70 28 42 213 0.33 34 30.0 D 30.0 D

INS 1 878 0 5 1700 0.52 0 0.0 0.0

SS 1 611 3 0 765 0.00 0 0.1 A 0.1

1.4 53.1% 15

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Synchro 10 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 7: N Broad St & Site Entrance

"f 0verrnenl Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh ) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1 , stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) IC, 2 stage (s) IF (s) pO queue free % cM capacity (veh/h) ifieetiofil, Lane# Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS mtersection Summar Average Delay Intersection Capacity Utilization Analysis Period (min)

'

WBL

WBR

0 0 Stop 0% 0.92 0

0 0

0.92 0

PM

t

I"

\.

!

NIBT

NIBIR

SIBt

SIBT

36 36

24 24

0.92 39

0.92 26

561 561 Free 0% 0.92 61 0

~ 808 808 Free 0% 0.92 878

+f

None

None

1560

898

917

1560 6.4

898 6.2

917 4.1

3.5 100 119

3.3 100 338

2.2 97 744

NB 1 917 0 39 1700 0.54 0 0.0

SB 1 636 26 0 744 0.03 3 0.9 A 0.9

0.0

2022 CombinedTraffic Vo lumes PM

0.4 52.3% 15

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Synchro 10 Report Page 2

HCM Unsignalized Intersection Capacity Analysis 3: N Broad St & Twiss Ave

'f Movement Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph) Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1, stage 1 conf vol vC2, stage 2 conf vol vCu , unblocked vol tC, single (s) IC, 2 stage (s) IF (s) p0 queue free % cM capacity (veh/h) Directiom, Lame #.

Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS ntersectior:i Srurrnlililan Average Delay Intersection Capacity Utilization Analysis Period (min)

~BIL

V 33 33 Stop 0% 0.92 36 3 12.0 3.5 0

2022 CombinedTraffic Vo lumes SAT SAT

f

I"'

\.

~

~ IBIR

NIBT

NBR

SBL

SST

33 33

577 577 Free 0% 0.92 627

3 3

3 3

0.92 3

0.92 3

607 607 Free 0% 0.92 660

'

0.92 36

f+

+f

None

None

1298

632

633

1298 6.4

632 6.2

633 4.1

3.5 80 177

3.3 92 479

2.2 100 947

72 36 36 259 0.28 28 24.2 C 24.2 C

630 0 3 1700 0. 37 0 0.0 0.0

SB 1 663 3 0 947 0.00 0 0.1 A 0.1

1.3 44.8% 15

ICU Level of Service

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Synchro 10 Report Page 1

HCM Unsignalized Intersection Capacity Analysis 7: N Broad St & Site Entrance

Lane Configurations Traffic Volume (veh/h) Future Volume (Veh/h) Sign Control Grade Peak Hour Factor Hourly flow rate (vph} Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh} Median type Median storage veh) Upstream signal (ft) pX, platoon unblocked vC, conflicting volume vC1 , stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol tC, single (s) IC, 2 stage (s) IF (s) p0 queue free % cM capacity (veh/h) IEliriedi:©m, ILam:e # Volume Total Volume Left Volume Right cSH Volume to Capacity Queue Length 95th (ft) Control Delay (s) Lane LOS Approach Delay (s) Approach LOS mterse!i:ffi©mSl!llil'illllil'aur Average Delay Intersection Capacity Utilization Analysis Period (min)

2022 CombinedTraffic Volumes SAT SAT

'f

-\..

f

~

\.

!

WBL

WBR

NBT

NIBR

SB

SIB:fi

0 0 Stop 0% 0.92 0

0 0

580 580 Free 0% 0.92 630

30 30

30 30

0.92 33

0.92 33

610 610 Free 0% 0.92 663

t+

0.92 0

4

None

None

1376

646

663

1376 6.4

646 6.2

663 4.1

3.5 100 154

3.3 100 471

2.2 96 926

NB 1 663 0 33 1700 0.39 0 0.0

SB 1 696 33 0 926 0.04 3 0.9 A 0.9

0.0

0.5 59.9% 15

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Synchro 10 Report Page 2

UCONN ACCIDENT DATA

https:// ctcrash.ucon n.edu/Que ryTool2.action ?qi d=88138 Crash Id

Date Of Crash

Day

Time of Crash

Crash Severity

#ofVeh

Mile Marker

Roadway Name

Intersecting Roadway Name

Distance

Unit

Dir

Manner of Crash

Weather

Lighting

Road Surface

287966

10/6/2016

Thursday

3:44:00

Poss Injury

1

18.02

BROAD STREET

ATKINS ST

200

Feet

N

N/A

Clear

Dark-Lighted

Dry

685286

9/12/2019

Thursday

16:30:00

PDO

2

18.02

5-N

ATKIN ST

200

Feet

Front to rear

Clear

392324

5/13/2017

Saturday

17:53:00

PDO

1

18.03

BROAD ST

ORCHARD ST(DE)

so

Feet

s s

Not Applicable

Rain

Daylight Dark-Lighted

Wet

685293

9/13/2019

Friday

16:31:00

PDO

2

18.03

5-N

ATKINS ST

217

Feet

N

213719

6/10/2016

Friday

16:08:00

Poss Injury

3

18.05

BROAD ST

ORCHARD ST(DE)

192769

4/21/2016

Thursday

16:53:00

PDO

2

18.07

BROAD ST

ORCHARD ST(DE)

98

Feet

389923

5/15/2017

Monday

20:27:00

PDO

2

18.09

BROAD ST

TWISS AVE(DE)

234

530003

6/29/2018

Friday

17:27:00

Poss Injury

2

18.09

5-N

ORCHARD ST

612744

10/22/2018

Monday

0:55:00

PDO

2

18.11

5-N

612930

12/3/2018

Monday

15:18:00

PDO

2

18.11

633058

4/22/2019

Monday

17:15:00

PDO

2

305080

1/13/2016

Wednesda1

13:23:00

PDO

523016

6/10/2018

Sunday

1:07:00

PDO

334217

12/8/2016

Thursday

7:34:00

Dry

SSOD

Clear

Daylight

Dry

Front to rear

Clear

Daylight

Dry

N

Front to rear

Clear

Daylight

Dry

Feet

s

Angle

Clear

Dark-Lighted

Dry

197

Feet

N

Front to rear

Clear

Daylight

Dry

TWISS AVE

120

Feet

Front to rear

Clear

Dark-Lighted

Dry

5-N

TWISS AVE

75

Feet

SSSD

Clear

Daylight

Dry

18.11

5-N

BUNKER AVE

100

Feet

Angle

Rain

Daylight

Wet

2

18.12

BROAD ST

TWISS AVE(DE)

0.1

enths of Mi

Dry

2

18.12

5-N

TWISS AVE

40

Feet

PDO

3

18.15

BROAD ST

BUNKER AVE

100

Feet

s s s s s s

Angle

Clear

Daylight

SSSD

Clear

Dark-Not Lighted

Dry

Front to rear

Clear

Daylight

Dry Dry

243016

9/8/2016

Thursday

7:59:00

PDO

2

18.17

BROAD ST

BUNKER AVE

Angle

Clear

Daylight

400783

6/13/2017

Tuesday

7:56:00

PDO

2

18.17

BROAD ST

BUNKER AVE

SSSD

Clear

Daylight

Dry

513981

2/10/2018

Saturday

16:19:00

PDO

2

18.17

5-N

BUNKER AV

Angle

Rain

Daylight

Wet

612357

2/2/2019

Saturday

14:56:00

PDO

2

18.17

5-N

BUNKER AV

SSSD

Clear

Daylight

Dry

435824

9/13/2017

Wednesda1

16:18:00

PDO

2

18.18

BROAD ST

SHERMAN AVE

Front to rear

Clear

Daylight

Dry

501517

3/24/2018

Saturday

10:06:00

PDO

2

18.18

5-N

SHERMAN AV

Front to rear

Clear

Daylight

Dry

657515

7/3/2019

Wednesda1

16:00:00

PDO

2

18.22

5-N

WEST Fl ELD RD

Front to rear

Clear

Daylight

Dry

200334

5/4/2016

Wednesda1

14:38:00

PDO

3

18.23

BROAD ST

BRITANNIA ST

Front to rear

Clear

Daylight

Dry

201089

5/5/2016

Thursday

14:30:00

Susp Injury

1

18.23

BROAD ST

BRITANNIA ST

Front to rear

Cloudy

Daylight

Dry

320108

10/27/2016

Thursday

23:30:00

PDO

2

18.23

BROAD ST

BRITANNIA ST

Front to rear

Rain

Dark-Lighted

Wet

385841

5/6/2017

Saturday

2:06:00

PDO

2

18.23

BROAD ST

BRITANNIA ST

SSSD

Rain

Dark-Lighted

Wet

469826

12/9/2017

Saturday

19:27:00

PDO

1

18.23

BROAD ST

BRITANNIA ST

N/A

Blowing Snow

Dark-Lighted

Snow

45

Feet

s