19-008 Croton Upper Village Report 09.19.19
report
68 pages
Meeting: portal event 748 (no meeting page on file)
Agenda item: Further discussion regarding the Upper Village Traffic Study and the Dummy Light intersection.
Report / study, 68 pages. Attached to agenda item: “Further discussion regarding the Upper Village Traffic Study and the Dummy Light intersection.”
Retrieved 2026-07-31 from the village's meeting portal.
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Also attached to this agenda item:
2019-09-23 Croton Upper Village Traffic Study Presentation
BPC Memo On Dummy Light October 2019
Bike Ped Comments
FW Croton Upper Village
Memo Traffic Study
Provident-Croton Traffic Proposal
RFP - Traffic Engineering
Res 19-34 Traffic Study
Extracted text
TRAFFIC IMPACT STUDY
CROTON UPPER VILLAGE
Croton-on-Hudson, Westchester County, New York
Prepared for
Village of Croton-on-Hudson
1 Van Wyck Street
Croton-on-Hudson, New York
Prepared by
Provident Design Engineering, PLLC
7 Skyline Drive
Hawthorne, New York
September 19, 2019
PDE Project No. 19-008
TABLE OF CONTENTS
SECTION
DESCRIPTION
PAGE
SECTION 1 – INTRODUCTION .............................................................................................................................. 1
1.0
PROJECT DESCRIPTION .......................................................................................................................... 1
SECTION 2 – TRAFFIC CONDITIONS .................................................................................................................. 3
2.0
STUDY METHODOLOGY ........................................................................................................................ 3
2.1
DESCRIPTION OF EXISTING ROADWAY NETWORK ........................................................................ 3
2.2
EXISTING TRAFFIC VOLUMES .............................................................................................................. 4
SECTION 3 – ANALYSIS .......................................................................................................................................... 6
3.0
DESCRIPTION OF ANALYSIS ................................................................................................................. 6
3.1
LOCATION NO. 1 – GRAND STREET AND OLD POST ROAD SOUTH ............................................... 8
SECTION 4 – CONCEPT PLANS ............................................................................................................................. 9
CONCEPT PLAN 1 – STRIPING MODIFICATIONS ............................................................................................. 9
CONCEPT PLAN 2 – STRIPING WITH TRAFFIC SIGNAL IMPROVEMENT ................................................. 10
CONCEPT PLAN 2A – REMOVAL OF “DUMMY” SIGNAL ............................................................................. 11
CONCEPT PLAN 3 - ROUNDABOUT ................................................................................................................. 12
CONCEPT PLAN 4 - ALL-WAY STOP CONTROL (PREFERRED ALTERNATIVE) ...................................... 13
SECTION 5 – CONCLUSIONS ............................................................................................................................... 14
APPENDICES
Appendix A – Traffic Figures
Appendix B – Level of Service Summary Tables
Appendix C – Level of Service Standards
Appendix D – Capacity Analyses
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 1
Job No. 19-008
September 19, 2019
SECTION 1 – INTRODUCTION
1.0
PROJECT DESCRIPTION
The Village of Croton-on-Hudson (Croton), Westchester County, New York has retained
Provident Design Engineering, PLLC (Provident) to review the traffic conditions in the Upper
Village, particularly the existing “Dummy” signal at the intersection of Old Post Road South
and Grand Street. Provident has prepared this Traffic Study to analyze existing traffic
conditions and provide recommendations on how to improve the operations of traffic and
safety in this area for drivers and pedestrians.
The Study focused on the operation of the intersection for both vehicles and pedestrians,
including the potential impacts of different types of intersection traffic control. This Traffic
Impact Study uses the standard Traffic Engineering methodology and has been prepared to
document the findings and conclusions of the analysis undertaken to measure the traffic
impacts associated with the existing and future conditions on the roadways.
There is significant history in the “Dummy” signal. From a purely Traffic Engineering basis,
the “Dummy” signal does not meet current Federal Highway Administration (FHWA) and
New York State Department of Transportation (NYSDOT). A driver from outside the area
could be expecting a standard traffic signal that is located above the road and thus, not see the
existing “Dummy” signal.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 2
Job No. 19-008
September 19, 2019
The “Dummy” signal is also not located in the center of the intersection, but it is offset to the
east. Thus, some drivers are confused regarding which way to travel around the “Dummy”
signal.
Another issue with the operation of the existing “Dummy” signal is that there are no
Pedestrian Signals provided and some pedestrians are not clear on when they can cross. An
updated traffic signal controller would be needed to provide the pedestrian signal operations.
In addition, the existing “Dummy” signal cannot be efficiently coordinated with the traffic
signal at Old Post Road and Maple Street.
To improve traffic operating conditions, striping modifications are recommended, some of
which would result in the loss of some on-street parking.
It is noted that an All-Way Stop was previously utilized at the intersection but was removed
based upon public comments. This All-Way Stop did not consider some of the other
enhancements recommended herein.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 3
Job No. 19-008
September 19, 2019
SECTION 2 – TRAFFIC CONDITIONS
2.0
STUDY METHODOLOGY
Provident has been retained to analyze the existing traffic conditions in the Upper Village
area, specifically in the area of the existing “Dummy” signal. The Study was scoped based
upon field observations, Provident’s knowledge of the area, and discussions with Village
representatives. The existing traffic volumes were collected by Provident at the adjacent
roadways in the vicinity of the study area. Based upon the results of the analysis,
comparisons of the different traffic control options for the area were made and
recommendations were proposed.
2.1
DESCRIPTION OF EXISTING ROADWAY NETWORK
The following are brief descriptions of the roadways located in the vicinity of the study
area:
Grand Street – Grand Street is a one lane per direction roadway travelling in the
north/south direction and has on-street parking. Grand Street is under the jurisdiction
of the Village of Croton-on-Hudson.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 4
Job No. 19-008
September 19, 2019
Old Post Road South – Old Post Road South is a one lane per direction roadway
travelling in the east/west direction. Old Post Road South is under the jurisdiction of
the Village of Croton-on-Hudson.
2.2
EXISTING TRAFFIC VOLUMES
After a thorough review of the existing traffic conditions for the study area and discussions
with the Village, the following study locations were determined:
1.
Grand Street and Old Post Road South
2.
Maple Street and Old Post Road South
PDE conducted turning movement traffic counts for Grand Street and Old Post Road South
on Thursday, June 6, 2019 from 7:30 to 9:30 AM, 12:00 – 1:00 PM, and 4:00 PM to 8:00
PM. Traffic counts were also performed on Saturday, June 8, 2019 and Sunday, June 9,
2019 from 11:00 to 1:00 PM on both days. In addition to the traffic counts, pedestrian counts
were conducted and field observations were performed to determine roadway geometry,
traffic control, sidewalk integrity and widths, etc. Traffic signal timing was obtained from
field measurements.
Based upon the traffic counts conducted, the following Peak Roadway Hours were
determined:
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 5
Job No. 19-008
September 19, 2019
Peak AM Roadway Hour - 7:30 AM to 8:30 AM
Peak MID Roadway Hour - 12:00 PM to 1:00 PM
Peak PM Roadway Hour - 5:15 PM to 6:15 PM
Peak SAT Roadway Hour - 11:45 AM to 12:45 PM
Peak SUN Roadway Hour - 11:45 AM to 12:45 PM
Additional traffic counts were performed at the intersection of Maple Street and Old Post
Road South, in the event the two traffic signals were to be coordinated.
The existing Peak Hour Traffic Volumes are illustrated on Figure No. 1 in Appendix A.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 6
Job No. 19-008
September 19, 2019
SECTION 3 – ANALYSIS
3.0
DESCRIPTION OF ANALYSIS
Capacity analyses were conducted at the study location to identify the traffic impact
associated with different traffic controls. The three traffic control options analyzed are:
1. Roundabout
2. Traffic Signal Control
3. All-Way Stop Control
The following section contains a brief description of the procedure utilized in the
preparation of this analysis for all the study locations listed:
Capacity analysis is a method by which traffic volumes are compared to calculated
roadway and intersection capacities to evaluate future traffic conditions. The methodology
utilized is described in the Highway Capacity Manual published by the Transportation
Research Board. In general, the term “Level of Service” is used to provide a qualitative
evaluation based on certain quantitative calculations related to empirical values. The
definitions of Level of Service as contained in the Highway Capacity Manual appear in
Appendix C of this Report.
In general, Level of Service A represents the best traffic operating condition. Levels of
Service for signalized and unsignalized intersections are defined in terms of average delay.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 7
Job No. 19-008
September 19, 2019
Delay is used as a measure of driver discomfort, frustration, efficiency, etc.
Capacity analyses were performed for the study locations with the Existing Traffic
Volumes utilizing Highway Capacity Software (Synchro) developed for the FHWA. The
capacity analyses worksheets are contained in Appendix D of this Report.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 8
Job No. 19-008
September 19, 2019
3.1
LOCATION NO. 1 – GRAND STREET AND OLD POST ROAD SOUTH
Existing Conditions
Grand Street provides the northbound and southbound approaches to this three-legged,
signalized intersection. The northbound approach provides one through/right-turn lane.
The southbound approach provides one left-turn/through lane. Old Post Road South
provides the westbound approach. The westbound approach provides one left-turn/right-
turn lane. The intersection is controlled by a pre-timed traffic signal (the “Dummy” signal).
Capacity Analysis
Capacity analyses were conducted for this location utilizing the Existing Traffic Volumes
for the Peak Hours counted and the different Traffic Control scenarios. The results of these
analyses are shown in the table in Appendix B. As indicated in the table, acceptable Levels
of Service “B” are maintained during all of the Weekday and Weekend Peak Hours with
the existing traffic control. The same Levels of Service would be maintained with the
provision of an updated traffic signal system as well as with the different traffic control
scenarios (All-Way Stop Control and Roundabout). Therefore, the improvements should
be considered based on geometric, financial and safety concerns at the location.
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 9
Job No. 19-008
September 19, 2019
SECTION 4 – CONCEPT PLANS
Provident has prepared five concept plans that consider the three traffic control scenarios
analyzed and take into consideration discussions with the Village.
CONCEPT PLAN 1 – STRIPING MODIFICATIONS
(Concept Plan shown on next page)
Concept Plan 1 demonstrates improvements to the intersection by providing striping
and signage modifications including striping areas to help guide drivers around the
“Dummy” signal, while maintaining the existing pre-timed “Dummy” signal in
operation. The striped markings recommended are flow arrows that show the
“Dummy” signal as a point of reference. Another striping improvement is a striped
bump-out for the northbound right-turn movement on Grand Street. This would limit
the conflict between the right-turning vehicles and the parked vehicles on Old Post
Road South. Additional striping is recommended between the “Dummy” signal and
the Old Post Road South crosswalk, in order to guide vehicles around the “Dummy”
signal. “No U-turn” and “Keep Right” signs would also be recommended to
supplement the striping. The main advantage of these modifications is that this would
help reduce confusion that occurs at this location for drivers due to the layout of the
intersection. In addition, this is a cost-effective improvement (approximately $10,000
to $20,000). The disadvantages with this improvement are that the traffic signal
continues to operate in a non-standard condition, may be less aesthetically pleasing,
and the removal of parking in the intersection (up to 3 parking spaces eliminated).
GRAND STREET
OLD POST ROAD S
STRIPED AREA THAT CAN BE
SURROUNDED BY FLEXIBLE BOLLARDS.
STRIPED AREA TO HAVE
VEHICLES NOT TAKE THE TURN
TOO TIGHTLY
"NO PARKING HERE TO
CORNER" SIGN
"KEEP RIGHT" SIGN
"NO U-TURN" SIGN
POTENTIAL REMOVAL OF
ON-STREET PARKING
(UP TO 3 SPACES)
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532
TEL: (914) 592-4040
WWW.PDERESULTS.COM
UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),
SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESS
ACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TO
ALTER THIS DOCUMENT
© PROVIDENT DESIGN ENGINEERING, PLLC
TITLE:
NO.
DATE
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19-008
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UPPER CROTON VILLAGE
Croton, NY
CONCEPT PLAN 1
1" = 10'
08/01/19
DC
CH
STRIPING
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 10
Job No. 19-008
September 19, 2019
CONCEPT PLAN 2 – STRIPING WITH TRAFFIC SIGNAL IMPROVEMENT
(Concept Plan shown on next page)
The intersection currently operates with a pre-timed traffic signal that utilizes the
existing “Dummy” signal. This Concept would maintain the “Dummy” signal but in a
non-operational state while providing an updated traffic signal system with new mast
arms and signal heads. In addition, the striping and signage recommended in Concept
Plan 1 would also be provided on Concept Plan 2. This concept also recommends the
provision of pedestrian signal heads. The advantages of updating the signal are that it
can be designed to current standards, it can include detectors which would help
optimize traffic flow through the intersection, pedestrian signals can be added, and it
can be coordinated with the traffic signal at Maple Street. The disadvantages are the
costs of this option (approximately $150,000 to $250,000) and the removal of parking
in the intersection (up to 3 parking spaces eliminated).
GRAND STREET
OLD POST ROAD S
STRIPED AREA THAT CAN BE
SURROUNDED BY FLEXIBLE BOLLARDS.
POTENTIAL PEDESTRIAN
SIGNAL HEADS
POTENTIAL PEDESTRIAN
SIGNAL HEADS
POTENTIAL LOCATION OF
MAST ARM FOR
SUPPLEMENTARY SIGNALS
POTENTIAL LOCATION OF
MAST ARM FOR
SUPPLEMENTARY SIGNALS
POTENTIAL LOCATION OF
MAST ARM FOR
SUPPLEMENTARY SIGNALS
STRIPED AREA TO HAVE
VEHICLES NOT TAKE THE TURN
TOO TIGHTLY
"NO PARKING HERE TO
CORNER" SIGN
"KEEP RIGHT" SIGN
"NO U-TURN" SIGN
POTENTIAL REMOVAL OF
ON-STREET PARKING
(UP TO 3 SPACES)
POTENTIAL PEDESTRIAN
SIGNAL HEADS
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532
TEL: (914) 592-4040
WWW.PDERESULTS.COM
UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),
SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESS
ACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TO
ALTER THIS DOCUMENT
© PROVIDENT DESIGN ENGINEERING, PLLC
TITLE:
NO.
DATE
Q:\PROJECTS-19\19-008 Croton Upper Village\AutoCAD\Traffic\19-008 Concept Plans.dwg
19-008
Scale:
Sheet No.:
Date:
Drawn By:
Checked By:
Project No.:
Seal
Dwg. No.:
of
UPPER CROTON VILLAGE
Croton, NY
CONCEPT PLAN 2
1" = 10'
08/01/19
DC
CH
STRIPING WITH IMPROVEMENTS
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 11
Job No. 19-008
September 19, 2019
CONCEPT PLAN 2A – REMOVAL OF “DUMMY” SIGNAL
(Concept Plan shown on next page)
This Concept would completely remove the “Dummy” signal and incorporates the
recommendations made in conjunction with Concept Plan 2. These improvements
include new traffic signal heads, new pedestrian signal heads, striping, and signage at
the intersection. The advantages of updating the signal are that it can be designed to
current standards, it can be provided with detectors which would help traffic flow
through the intersection, pedestrian signals could be added, it can be coordinated with
the traffic signal at Maple Street, and the removal of the “Dummy” signal would help
the maneuvering through the intersection. The disadvantages are the costs of this
option (approximately $200,000 to $300,000), removal of the “Dummy” signal which
has significant historical value in the Village, and the removal of on-street parking in
the intersection (up to 3 parking spaces eliminated).
GRAND STREET
OLD POST ROAD S
POTENTIAL PEDESTRIAN
SIGNAL HEADS
POTENTIAL PEDESTRIAN
SIGNAL HEADS
POTENTIAL LOCATION OF
MAST ARM FOR
SUPPLEMENTARY SIGNALS
POTENTIAL LOCATION OF
MAST ARM FOR
SUPPLEMENTARY SIGNALS
POTENTIAL LOCATION OF
MAST ARM FOR
SUPPLEMENTARY SIGNALS
POTENTIAL PEDESTRIAN
SIGNAL HEADS
POTENTIAL REMOVAL OF
ON-STREET PARKING
(UP TO 3 SPACES)
REMOVE DUMMY SIGNAL
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532
TEL: (914) 592-4040
WWW.PDERESULTS.COM
UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),
SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESS
ACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TO
ALTER THIS DOCUMENT
© PROVIDENT DESIGN ENGINEERING, PLLC
TITLE:
NO.
DATE
Q:\PROJECTS-19\19-008 Croton Upper Village\AutoCAD\Traffic\19-008 Concept Plans.dwg
19-008
Scale:
Sheet No.:
Date:
Drawn By:
Checked By:
Project No.:
Seal
Dwg. No.:
of
UPPER CROTON VILLAGE
Croton, NY
CONCEPT PLAN 2A
1" = 10'
08/01/19
DC
CH
REMOVAL OF DUMMY LIGHT
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 12
Job No. 19-008
September 19, 2019
CONCEPT PLAN 3 - ROUNDABOUT
(Concept Plan shown on next page)
Installing a roundabout at the intersection would also provide both advantages and
disadvantages. The benefits are that it would provide a continuous traffic flow and it
would remove confusion caused by the existing layout of the intersection. This also
leads to safer conditions for both vehicles and pedestrians. In addition, it provides the
opportunity to maintain the “Dummy” signal; however, in a non-operational state. The
disadvantages of installing a roundabout are that the costs would be higher than the
other alternatives (approximately $500,000 to $750,000), drainage modifications
would be required, there would be a significant amount of on-street parking spaces lost
(up to 13 parking spaces eliminated), and the pedestrian crossings would have to be
pulled back farther away from the intersection.
GRAND STREET
OLD POST ROAD S
POTENTIAL ROUNDABOUT THAT
KEEPS THE DUMMY SIGNAL
LOSS OF ON-STREET PARKING
(1 SPACES)
LOSS OF ON-STREET PARKING
(2 SPACES)
LOSS OF ON-STREET PARKING
(1 SPACES)
LOSS OF ON-STREET PARKING
(4 SPACES)
RELOCATED CROSSWALK WITH
ADA CURB RAMPS
RELOCATED CROSSWALK WITH
ADA CURB RAMPS
RELOCATED CROSSWALK WITH
ADA CURB RAMPS
RAISED MEDIAN WITH CURB
(TYP.)
40'
16'
72'
LOSS OF ON-STREET PARKING
(2 SPACES)
LOSS OF ON-STREET PARKING
(3 SPACES)
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532
TEL: (914) 592-4040
WWW.PDERESULTS.COM
UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),
SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESS
ACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TO
ALTER THIS DOCUMENT
© PROVIDENT DESIGN ENGINEERING, PLLC
TITLE:
NO.
DATE
Q:\PROJECTS-19\19-008 Croton Upper Village\AutoCAD\Traffic\19-008 Concept Plans.dwg
19-008
Scale:
Sheet No.:
Date:
Drawn By:
Checked By:
Project No.:
Seal
Dwg. No.:
of
UPPER CROTON VILLAGE
Croton, NY
CONCEPT PLAN 3
1" = 10'
08/01/19
DC
CH
ROUNDABOUT
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 13
Job No. 19-008
September 19, 2019
CONCEPT PLAN 4 - ALL-WAY STOP CONTROL (PREFERRED ALTERNATIVE)
(Concept Plan shown on next page)
This Concept Plan converts the intersection from being under traffic signal control to
be an All-Way Stop intersection by placing Stop Signs at all approaches as well as
providing the striping and signage that was shown in Concept Plan 1. In addition,
pavement markings are provided to help bring attention to the proper maneuvering
through the intersection and to the recommended Stop Signs. “No U-turn” and “Keep
Right” signs would also be recommended to supplement the striping. The advantages
of this Concept are that it would allow the “Dummy” signal to remain in a semi-
operational state (it would be placed in All-Red Flashing Mode), would not lead to
significant costs (approximately $10,000 to $25,000), and if combined with striping, as
shown in the concept plan, can help reduce confusion caused by the existing layout of
the intersection. This also leads to safer conditions for both vehicles and pedestrians.
The disadvantage of this Concept is the potential elimination of one on-street parking
space on the southbound Grand Street approach. This would provide better visibility
for an approaching vehicle to see the Stop Sign.
Based on the foregoing, it is the opinion of Provident Design Engineering, PLLC that
Concept Plan 4 provides the best solution when considering cost, vehicular/pedestrian
safety and minimizing any loss of existing on-street parking, as well as respecting the
historical significance of the “Dummy” signal.
GRAND STREET
OLD POST ROAD S
DUMMY SIGNAL WOULD BE SET
TO FLASHING RED
POTENTIAL STOP SIGN
LOCATION
POTENTIAL STOP SIGN
LOCATION
POTENTIAL STOP SIGN
LOCATION
STRIPED AREA TO HAVE
VEHICLES NOT TAKE THE TURN
TOO TIGHTLY
POTENTIAL REMOVAL OF
ON-STREET PARKING SPACE
(1 SPACE)
"KEEP RIGHT" SIGN
"NO U-TURN" SIGN
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532
TEL: (914) 592-4040
WWW.PDERESULTS.COM
UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),
SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESS
ACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TO
ALTER THIS DOCUMENT
© PROVIDENT DESIGN ENGINEERING, PLLC
TITLE:
NO.
DATE
Q:\PROJECTS-19\19-008 Croton Upper Village\AutoCAD\Traffic\19-008 Concept Plans.dwg
19-008
Scale:
Sheet No.:
Date:
Drawn By:
Checked By:
Project No.:
Seal
Dwg. No.:
of
UPPER CROTON VILLAGE
Croton, NY
CONCEPT PLAN 4
1" = 10'
08/01/19
DC
CH
ALL-WAY STOP CONTROL
Traffic Impact Study
Village of Croton-on-Hudson, New York
Provident Design Engineering, PLLC
Page No. 14
Job No. 19-008
September 19, 2019
SECTION 5 – CONCLUSIONS
Various Concept Plans are presented with viable alternatives utilizing three different
means of traffic control. Each alternative will provide for appropriate operation of the
intersection and maintain good levels of service. Whichever alternative is chosen will
require additional signage and striping as well as the loss of some on-street parking.
It is the opinion of Provident Design Engineering, PLLC that Concept Plan 4 provides
the best solution when considering cost, vehicular/pedestrian safety and minimizing
any loss of existing on-street parking, as well as respecting the historical significance
of the “Dummy” signal.
TRAFFIC FIGURES
00 - VPH-PEAK AM HOUR (7:30-8:30)
LEGEND
(00) - VPH-PEAK PM HOUR (5:15-6:15)
N
[00] - VPH-PEAK SAT HOUR (11:45-12:45)
{00} - VPH-PEAK SUN HOUR (11:45-12:45)
<00> - VPH-PEAK MIDDAY HOUR (12:00-1:00)
OLD POST
ROAD SOUTH
MAPLE STREET
GRAND STREET
Figure No.
Project No. 19-008
August 2019
Q:\PROJECTS-19\19-008 Croton Upper Village\AutoCAD\Traffic\19-008 Traffic Figures.dwg
Croton Upper Village
Croton, Westchester, NY
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532
TEL: (914) 592-4040
WWW.PDERESULTS.COM
© PROVIDENT DESIGN ENGINEERING, PLLC
Existing Traffic Volumes
APPENDIX B
LEVEL OF SERVICE SUMMARY TABLES
LOS
LOS
LOS
DELAY (sec)
DELAY (sec)
DELAY (sec)
B
B
A
16.2
10.3
6.4
B
A
A
12.7
8.5
4.9
B
A
A
14.1
9.4
5.7
B
B
A
14.6
10.6
6.4
B
A
A
14.5
9.5
5.9
EXISTING
UNSIGNALIZED
ROUNDABOUT
OVERALL LEVELS OF SERVICE - GRAND STREET & OLD POST ROAD
PEAK AM HOUR (7:30 - 8:30)
PEAK MIDDAY HOUR (12:00 - 1:00)
PEAK PM HOUR (5:15 - 6:15)
PEAK SAT HOUR (11:45 - 12:45)
PEAK SUN HOUR (11:45 - 12:45)
TIME PERIOD
APPENDIX C
LEVEL OF SERVICE STANDARDS
1.
LEVEL OF SERVICE
CONCEPT
The 2010 Highway Capacity Manual, published by the Transportation Research Board of the
U.S. Government, established a system by which highway facilities are examined for their
adequacy to handle traffic volumes. The terminology "Level of Service" is used to provide a
"qualitative" evaluation based on certain "quantitative" calculations which are related to
empirical values.
Intersection Capacity, Delay and resultant Levels of Service are dependent upon a number of
factors, including the following:
Area Type
Intersection geometrics
Traffic volumes
Parking conditions
Pedestrian activity
Vehicle Mix
Bus Stop location and activity
Peak Hour Factor
Traffic Signal operation, if applicable
Ramp and weaving area Densities and resultant Levels of Service are dependent upon a
number of factors, including the following:
Number of lanes
Configuration of weaving area
Length of acceleration/deceleration lanes
Vehicle speeds
Traffic volumes
Vehicle Mix
Peak Hour Factor
FACTORS
SIGNALIZED INTERSECTIONS
Level of Service for Signalized Intersections is defined in terms of Delay, which is a measure
of driver discomfort, frustration, fuel consumption, and loss of travel time. Specifically, Level
of Service criteria are stated in terms of the Average Control Delay per vehicle for the peak
15-minute period within the hour analyzed.
Delay is a complex measure and is dependent upon a number of variables, including:
Cycle length
Ratio of Green time to Cycle length (G/C)
Ratio of Volume to Capacity (V/C) for lane group or approach
Traffic signal progression
UNSIGNALIZED INTERSECTIONS
Level of Service for Unsignalized Intersections is also defined in terms of Delay. The amount
of Delay is based upon the availability of "gaps" in the mainline traffic stream and the
acceptance of these gaps by motorists waiting on the side street to enter the main street traffic
flow.
RAMP AND RAMP JUNCTIONS
Level of Service for ramp freeway junctions and the ramp proper are defined in terms of
Density (passenger cars per mile per lane). Density is related to the traffic flow in the area of
influence.
WEAVING AREAS
Level of Service for weaving areas is defined in terms of Density (passenger cars per mile per
lane). Density is based on the ratio of weaving vehicles to non-weaving vehicles and on
vehicle speeds in the weaving area of influence
CRITERIA
The criteria for the various Level of Service designations are as follows:
SIGNALIZED
UNSIGNALIZED
LEVEL OF
SERVICE
Average Control Delay
per Vehicle (Seconds)
Average Control Delay
per Vehicle (Seconds)
A
10.0 or less
10.0 or less
B
10.1 to 20.0
10.1 to 15.0
C
20.1 to 35.0
15.1 to 25.0
D
35.1 to 55.0
25.1 to 35.0
E
55.1 to 80.0
35.1 to 50.0
F
80.1 or greater
50.1 or greater
Level of
Service
Ramp-Freeway Junction
Ramp Proper
Weaving Areas
Maximum Density
pc/mi/ln
Density Range
pc/mi/ln
Maximum Density pc/mi/ln
Freeway
Weaving Area
Multi-lane + C-D
Weaving Area
A
<10
<11
<10
<12
B
>10 - 20
>11 – 18
>10 - 20
>12 - 24
C
>20 - 28
>18 – 26
> 20 - 28
>24 - 32
D
>28 - 35
>26 – 35
>28 - 35
>32 - 36
E
>35
>35 – 45
>35 - 43
>36 - 40
F
Demand exceeds capacity
>45
>43
>40
DESCRIPTION
The following is a brief description of each of the six Level of Service designations as defined
by the Highway Capacity Manual:
SIGNALIZED INTERSECTIONS
LEVEL OF SERVICE A
Average Control Delay - 10.0 secs. or less
Describes operations with very low delay. Occurs when progression is extremely favorable
and most vehicles arrive during the Green Phase and do not stop at all. Short cycle lengths
may also contribute to low delay.
LEVEL OF SERVICE B
Average Control Delay - 10.1 to 20.0 secs.
Generally occurs with good progression and/or short cycle lengths. More vehicles stop than
for Level of Service A, causing higher levels of average delay.
LEVEL OF SERVICE C
Average Control Delay - 20.1 to 35.0 secs.
Higher delays may result from fair progression and/or longer cycle lengths. Individual cycle
failures may begin to appear at this Level of Service. The number of vehicles stopping is
significant, although many still pass through the intersection without stopping.
LEVEL OF SERVICE D
Average Control Delay - 35.1 to 55.0 secs.
The influence of congestion becomes more noticeable. Longer delays may result from some
combination of unfavorable progression, long cycle lengths, or high Volume/Capacity (V/C)
Ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual
cycle failures are noticeable.
LEVEL OF SERVICE E
Average Control Delay - 55.1 to 80.0 secs.
The limit of acceptable delay.
Higher delay values generally indicate poor progression, long cycle lengths, and high V/C
Ratios. Individual cycle failures are frequent occurrences.
LEVEL OF SERVICE F
Average Control Delay - in excess of 80.0 secs.
Unacceptable to most drivers.
Occurs with oversaturation, i.e., arrival flow rates exceed the capacity of the intersection. May
also occur at high V/C Ratios below 1.0 with many individual cycle failures. Poor progression
and long cycle lengths may also be major contributing factors.
UNSIGNALIZED INTERSECTIONS
LEVEL OF SERVICE A
Average Control Delay - 10.0 secs. or less
Operations with little or no delay to minor turning movements.
LEVEL OF SERVICE B
Average Control Delay - 10.1 to 15.0 secs.
Operations with short delays on minor turning movements.
LEVEL OF SERVICE C
Average Control Delay - 15.1 to 25.0 secs.
Operations with average delays on minor turning movements.
LEVEL OF SERVICE D
Average Control Delay - 25.1 to 35.0 secs.
Operations with some delays on minor turning movements.
LEVEL OF SERVICE E
Average Control Delay - 35.1 to 50.0 secs.
Operations with long delays on minor turning movements.
LEVEL OF SERVICE F
Average Control Delay - In excess of 50.0 secs.
Operations where demand exceeds capacity. Very long delays with queuing may be
experienced on the minor street approach.
RAMPS AND RAMP JUNCTIONS
LEVEL OF SERVICE A
Maximum Density - 10 pc/mi/ln
Unrestricted operations with no noticeable turbulence in the ramp influence area.
LEVEL OF SERVICE B
Maximum Density - 20 pc/mi/ln
Minimal levels of turbulence exist and speeds of vehicles in the influence area begin to
decline.
LEVEL OF SERVICE C
Maximum Density - 28 pc/mi/ln
Level of turbulence becomes noticeable as average speed within the influence area declines.
Driving conditions are still relatively comfortable at this level.
LEVEL OF SERVICE D
Maximum Density - 35 pc/mi/ln
.
Turbulence levels become intrusive. Queues may form on some high volume on-ramps but
freeway operation remains stable.
LEVEL OF SERVICE E
Maximum Density - >35 pc/mi/ln
.
Conditions approaching and reaching capacity. Speeds are reduced and turbulence of
merging/diverging vehicles becomes intrusive to all vehicles in the influence area. Flow
levels approach capacity limits and minor changes in demand can cause ramp and freeway
queues to occur.
LEVEL OF SERVICE F
Maximum Density – Demand flow exceeds limits
Unstable, or breakdown, operation. Approaching demand flows exceed the discharge
capacity of the downstream freeway or ramp. Queues are visibly formed on the freeway and
on-ramps and will continue to grow as long as the approaching demand exceeds the discharge
capacity.
CAPACITY ANALYSIS
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
1.00
0.99
0.98
0.99
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.78
0.78
0.78
0.78
0.78
0.78
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.40
0.40
0.40
0.40
0.40
0.40
Ln Grp Delay, s/veh
12.8
0.0
0.0
15.4
18.8
0.0
Ln Grp LOS
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
12.8
15.4
18.8
Approach LOS
B
B
B
Timer:
Assigned Phs
Case No
8.0
12.0
8.0
Phs Duration (G+Y+Rc), s
30.0
30.0
30.0
Change Period (Y+Rc), s
6.0
6.0
6.0
Max Green (Gmax), s
24.0
24.0
24.0
Max Allow Headway (MAH), s
5.4
3.9
5.6
Max Q Clear (g_c+l1), s
10.0
5.9
16.3
Green Ext Time (g_e), s
1.6
0.4
1.1
Prob of Phs Call (p_c)
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
3.9
0.0
0.0
6.3
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
3.9
0.0
0.0
14.3
0.0
0.0
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
0.0
0.0
0.0
0.0
24.0
0.0
0.0
Perm LT Serve Time (g_u), s
0.0
0.0
0.0
0.0
0.0
16.0
0.0
0.0
Perm LT Q Serve Time (g_ps), s
0.0
0.0
0.0
0.0
0.0
6.3
0.0
0.0
Time to First Blk (g_f), s
0.0
24.0
0.0
0.0
0.0
3.1
0.0
0.0
Serve Time pre Blk (g_fs), s
0.0
0.0
0.0
0.0
0.0
3.1
0.0
0.0
Prop LT Inside Lane (P_L)
0.00
0.00
0.51
0.00
0.00
0.39
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.24
0.00
0.00
0.52
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
12.0
0.0
0.0
15.3
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.9
0.0
0.0
3.5
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
12.8
0.0
0.0
18.8
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
1.8
0.0
0.0
4.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.2
0.0
0.0
0.5
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
1.9
0.0
0.0
4.5
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.13
0.00
0.00
0.21
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
T+R
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
8.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
8.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.50
0.48
0.00
0.00
0.00
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.46
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
13.2
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
2.2
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
15.4
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
3.7
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.4
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
4.1
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.34
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
16.2
HCM 2010 LOS
B
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
0.97
0.96
0.98
0.96
1.00
0.98
0.99
0.98
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.82
0.82
0.82
0.82
0.82
0.82
0.82
0.82
0.82
0.82
0.82
0.82
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.36
0.36
0.36
0.36
0.36
0.36
0.47
0.47
0.47
0.47
0.47
0.47
Ln Grp Delay, s/veh
17.2
0.0
0.0
15.6
0.0
0.0
13.0
0.0
0.0
13.4
0.0
0.0
Ln Grp LOS
B
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
17.2
15.6
13.0
13.4
Approach LOS
B
B
B
B
Timer:
Assigned Phs
Case No
8.0
8.0
8.0
8.0
Phs Duration (G+Y+Rc), s
35.0
29.0
35.0
29.0
Change Period (Y+Rc), s
5.0
6.0
5.0
6.0
Max Green (Gmax), s
30.0
23.0
30.0
23.0
Max Allow Headway (MAH), s
5.5
5.5
5.3
5.5
Max Q Clear (g_c+l1), s
10.5
9.2
11.8
6.5
Green Ext Time (g_e), s
2.3
1.3
2.5
0.9
Prob of Phs Call (p_c)
1.00
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T+R
L+T+R
L+T+R
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
8.5
0.0
7.2
0.0
9.8
0.0
4.5
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
30.0
0.0
23.0
0.0
30.0
0.0
23.0
Perm LT Serve Time (g_u), s
0.0
20.2
0.0
18.5
0.0
21.5
0.0
15.8
Perm LT Q Serve Time (g_ps), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Time to First Blk (g_f), s
0.0
5.6
0.0
8.9
0.0
11.5
0.0
4.0
Serve Time pre Blk (g_fs), s
0.0
5.6
0.0
7.2
0.0
9.8
0.0
4.0
Prop LT Inside Lane (P_L)
0.00
0.26
0.00
0.16
0.00
0.12
0.00
0.33
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.44
0.00
0.39
0.00
0.47
0.00
0.27
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
Uniform Delay (d1), s/veh
0.0
11.3
0.0
15.4
0.0
11.6
0.0
14.6
Incr Delay (d2), s/veh
0.0
1.7
0.0
1.8
0.0
1.8
0.0
1.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
13.0
0.0
17.2
0.0
13.4
0.0
15.6
1st-Term Q (Q1), veh/ln
0.0
4.2
0.0
3.3
0.0
5.0
0.0
2.2
2nd-Term Q (Q2), veh/ln
0.0
0.4
0.0
0.3
0.0
0.4
0.0
0.2
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
4.6
0.0
3.6
0.0
5.4
0.0
2.4
%ile Storage Ratio (RQ%)
0.00
0.27
0.00
0.24
0.00
0.25
0.00
0.11
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.10
0.00
0.48
0.00
0.04
0.00
0.12
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
14.4
HCM 2010 LOS
B
HCM 2010 AWSC
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing - Unsignalized
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
10.3
Intersection LOS
B
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Vol, veh/h
Future Vol, veh/h
Peak Hour Factor
0.78
0.78
0.78
0.78
0.78
0.78
Heavy Vehicles, %
Mvmt Flow
Number of Lanes
Approach
WB
NB
SB
Opposing Approach
SB
NB
Opposing Lanes
Conflicting Approach Left
NB
WB
Conflicting Lanes Left
Conflicting Approach Right
SB
WB
Conflicting Lanes Right
HCM Control Delay
9.7
10.1
10.9
HCM LOS
A
B
B
Lane
NBLn1 WBLn1
SBLn1
Vol Left, %
0%
52%
39%
Vol Thru, %
50%
0%
61%
Vol Right, %
50%
48%
0%
Sign Control
Stop
Stop
Stop
Traffic Vol by Lane
LT Vol
Through Vol
RT Vol
Lane Flow Rate
Geometry Grp
Degree of Util (X)
0.377
0.228
0.39
Departure Headway (Hd)
4.397
5.076
4.762
Convergence, Y/N
Yes
Yes
Yes
Cap
Service Time
2.445
3.142
2.813
HCM Lane V/C Ratio
0.379
0.23
0.392
HCM Control Delay
10.1
9.7
10.9
HCM Lane LOS
B
A
B
HCM 95th-tile Q
1.8
0.9
1.9
HCM 2010 Roundabout
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 7:30 am 06/28/2019 2019 Existing - Roundabout
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
6.4
Intersection LOS
A
Approach
WB
NB
SB
Entry Lanes
Conflicting Circle Lanes
Adj Approach Flow, veh/h
Demand Flow Rate, veh/h
Vehicles Circulating, veh/h
Vehicles Exiting, veh/h
Follow-Up Headway, s
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
Ped Cap Adj
0.998
0.999
0.999
Approach Delay, s/veh
5.5
6.9
6.4
Approach LOS
A
A
A
Lane
Left
Left
Left
Designated Moves
LR
TR
LT
Assumed Moves
LR
TR
LT
RT Channelized
Lane Util
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
Entry Flow, veh/h
Cap Entry Lane, veh/h
Entry HV Adj Factor
0.976
0.981
0.981
Flow Entry, veh/h
Cap Entry, veh/h
V/C Ratio
0.171
0.314
0.289
Control Delay, s/veh
5.5
6.9
6.4
LOS
A
A
A
95th %tile Queue, veh
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
1.00
0.98
0.96
0.98
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.40
0.40
0.40
0.40
0.40
0.40
Ln Grp Delay, s/veh
12.5
0.0
0.0
13.0
12.6
0.0
Ln Grp LOS
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
12.5
13.0
12.6
Approach LOS
B
B
B
Timer:
Assigned Phs
Case No
8.0
12.0
8.0
Phs Duration (G+Y+Rc), s
30.0
30.0
30.0
Change Period (Y+Rc), s
6.0
6.0
6.0
Max Green (Gmax), s
24.0
24.0
24.0
Max Allow Headway (MAH), s
5.4
4.0
5.4
Max Q Clear (g_c+l1), s
6.2
5.3
6.2
Green Ext Time (g_e), s
0.9
0.4
0.8
Prob of Phs Call (p_c)
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
3.3
0.0
0.0
0.1
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
3.3
0.0
0.0
4.2
0.0
0.0
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
0.0
0.0
0.0
0.0
24.0
0.0
0.0
Perm LT Serve Time (g_u), s
0.0
0.0
0.0
0.0
0.0
19.8
0.0
0.0
Perm LT Q Serve Time (g_ps), s
0.0
0.0
0.0
0.0
0.0
0.1
0.0
0.0
Time to First Blk (g_f), s
0.0
24.0
0.0
0.0
0.0
3.6
0.0
0.0
Serve Time pre Blk (g_fs), s
0.0
0.0
0.0
0.0
0.0
3.4
0.0
0.0
Prop LT Inside Lane (P_L)
0.00
0.00
0.47
0.00
0.00
0.36
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.21
0.00
0.00
0.23
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
11.8
0.0
0.0
11.8
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.7
0.0
0.0
0.8
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
12.5
0.0
0.0
12.6
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
1.5
0.0
0.0
1.8
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.1
0.0
0.0
0.1
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
1.7
0.0
0.0
1.9
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.11
0.00
0.00
0.09
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
T+R
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
4.2
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
4.2
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.44
0.52
0.00
0.00
0.00
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.26
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
12.1
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.9
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
13.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.2
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
2.1
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.17
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
12.7
HCM 2010 LOS
B
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
0.86
0.83
0.88
0.83
0.99
0.99
1.00
0.99
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
0.89
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.36
0.36
0.36
0.36
0.36
0.36
0.47
0.47
0.47
0.47
0.47
0.47
Ln Grp Delay, s/veh
15.3
0.0
0.0
14.6
0.0
0.0
11.4
0.0
0.0
10.5
0.0
0.0
Ln Grp LOS
B
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
15.3
14.6
11.4
10.5
Approach LOS
B
B
B
B
Timer:
Assigned Phs
Case No
8.0
8.0
8.0
8.0
Phs Duration (G+Y+Rc), s
35.0
29.0
35.0
29.0
Change Period (Y+Rc), s
5.0
6.0
5.0
6.0
Max Green (Gmax), s
30.0
23.0
30.0
23.0
Max Allow Headway (MAH), s
5.4
5.7
5.3
5.6
Max Q Clear (g_c+l1), s
7.5
6.1
5.6
4.6
Green Ext Time (g_e), s
1.5
0.7
1.0
0.5
Prob of Phs Call (p_c)
1.00
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T+R
L+T+R
L+T+R
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
1.3
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
5.5
0.0
4.1
0.0
3.6
0.0
2.6
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
30.0
0.0
23.0
0.0
30.0
0.0
23.0
Perm LT Serve Time (g_u), s
0.0
26.4
0.0
20.4
0.0
24.5
0.0
18.9
Perm LT Q Serve Time (g_ps), s
0.0
1.3
0.0
0.0
0.0
0.0
0.0
0.0
Time to First Blk (g_f), s
0.0
4.2
0.0
16.2
0.0
14.0
0.0
4.0
Serve Time pre Blk (g_fs), s
0.0
4.2
0.0
4.1
0.0
3.6
0.0
2.6
Prop LT Inside Lane (P_L)
0.00
0.32
0.00
0.05
0.00
0.10
0.00
0.33
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.30
0.00
0.23
0.00
0.19
0.00
0.17
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
Uniform Delay (d1), s/veh
0.0
10.4
0.0
14.4
0.0
10.0
0.0
14.0
Incr Delay (d2), s/veh
0.0
0.9
0.0
0.9
0.0
0.5
0.0
0.6
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
11.4
0.0
15.3
0.0
10.5
0.0
14.6
1st-Term Q (Q1), veh/ln
0.0
2.6
0.0
1.7
0.0
1.8
0.0
1.3
2nd-Term Q (Q2), veh/ln
0.0
0.2
0.0
0.1
0.0
0.1
0.0
0.1
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
2.8
0.0
1.8
0.0
1.9
0.0
1.4
%ile Storage Ratio (RQ%)
0.00
0.17
0.00
0.13
0.00
0.09
0.00
0.06
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.16
0.00
0.59
0.00
0.07
0.00
0.14
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
12.5
HCM 2010 LOS
B
HCM 2010 AWSC
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing - Unsignalized
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
8.5
Intersection LOS
A
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Vol, veh/h
Future Vol, veh/h
Peak Hour Factor
0.85
0.85
0.85
0.85
0.85
0.85
Heavy Vehicles, %
Mvmt Flow
Number of Lanes
Approach
WB
NB
SB
Opposing Approach
SB
NB
Opposing Lanes
Conflicting Approach Left
NB
WB
Conflicting Lanes Left
Conflicting Approach Right
SB
WB
Conflicting Lanes Right
HCM Control Delay
8.4
8.3
8.7
HCM LOS
A
A
A
Lane
NBLn1 WBLn1
SBLn1
Vol Left, %
0%
47%
36%
Vol Thru, %
56%
0%
64%
Vol Right, %
44%
53%
0%
Sign Control
Stop
Stop
Stop
Traffic Vol by Lane
LT Vol
Through Vol
RT Vol
Lane Flow Rate
Geometry Grp
Degree of Util (X)
0.203
0.172
0.202
Departure Headway (Hd)
4.169
4.454
4.509
Convergence, Y/N
Yes
Yes
Yes
Cap
Service Time
2.189
2.475
2.529
HCM Lane V/C Ratio
0.203
0.172
0.202
HCM Control Delay
8.3
8.4
8.7
HCM Lane LOS
A
A
A
HCM 95th-tile Q
0.8
0.6
0.8
HCM 2010 Roundabout
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 12:00 pm 06/28/2019 2019 Existing - Roundabout
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
4.9
Intersection LOS
A
Approach
WB
NB
SB
Entry Lanes
Conflicting Circle Lanes
Adj Approach Flow, veh/h
Demand Flow Rate, veh/h
Vehicles Circulating, veh/h
Vehicles Exiting, veh/h
Follow-Up Headway, s
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
Ped Cap Adj
0.996
0.998
0.997
Approach Delay, s/veh
4.9
5.0
4.9
Approach LOS
A
A
A
Lane
Left
Left
Left
Designated Moves
LR
TR
LT
Assumed Moves
LR
TR
LT
RT Channelized
Lane Util
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
Entry Flow, veh/h
Cap Entry Lane, veh/h
Entry HV Adj Factor
0.986
0.978
0.981
Flow Entry, veh/h
Cap Entry, veh/h
V/C Ratio
0.138
0.169
0.157
Control Delay, s/veh
4.9
5.0
4.9
LOS
A
A
A
95th %tile Queue, veh
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
1.00
0.98
0.95
0.97
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.96
0.96
0.96
0.96
0.96
0.96
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.40
0.40
0.40
0.40
0.40
0.40
Ln Grp Delay, s/veh
13.0
0.0
0.0
14.1
15.0
0.0
Ln Grp LOS
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
13.0
14.1
15.0
Approach LOS
B
B
B
Timer:
Assigned Phs
Case No
8.0
12.0
8.0
Phs Duration (G+Y+Rc), s
30.0
30.0
30.0
Change Period (Y+Rc), s
6.0
6.0
6.0
Max Green (Gmax), s
24.0
24.0
24.0
Max Allow Headway (MAH), s
5.4
4.0
5.5
Max Q Clear (g_c+l1), s
8.1
6.2
11.3
Green Ext Time (g_e), s
1.3
0.4
1.0
Prob of Phs Call (p_c)
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
4.2
0.0
0.0
3.2
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
4.2
0.0
0.0
9.3
0.0
0.0
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
0.0
0.0
0.0
0.0
24.0
0.0
0.0
Perm LT Serve Time (g_u), s
0.0
0.0
0.0
0.0
0.0
17.9
0.0
0.0
Perm LT Q Serve Time (g_ps), s
0.0
0.0
0.0
0.0
0.0
3.2
0.0
0.0
Time to First Blk (g_f), s
0.0
24.0
0.0
0.0
0.0
2.9
0.0
0.0
Serve Time pre Blk (g_fs), s
0.0
0.0
0.0
0.0
0.0
2.9
0.0
0.0
Prop LT Inside Lane (P_L)
0.00
0.00
0.44
0.00
0.00
0.41
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.26
0.00
0.00
0.36
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
12.0
0.0
0.0
13.3
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
1.0
0.0
0.0
1.7
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
13.0
0.0
0.0
15.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
1.9
0.0
0.0
2.8
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.2
0.0
0.0
0.3
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
2.1
0.0
0.0
3.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.14
0.00
0.00
0.14
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
T+R
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
6.1
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
6.1
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.41
0.55
0.00
0.00
0.00
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.36
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
12.6
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
1.5
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
14.1
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
2.8
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.3
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
3.1
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.25
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
14.1
HCM 2010 LOS
B
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
EBL
EBT
EBR
WBL
WBT
WBR
NBL
NBT
NBR
SBL
SBT
SBR
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
0.98
0.97
0.99
0.97
0.98
0.96
0.99
0.96
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
0.86
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.36
0.36
0.36
0.36
0.36
0.36
0.47
0.47
0.47
0.47
0.47
0.47
Ln Grp Delay, s/veh
17.2
0.0
0.0
15.1
0.0
0.0
15.3
0.0
0.0
11.3
0.0
0.0
Ln Grp LOS
B
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
17.2
15.1
15.3
11.3
Approach LOS
B
B
B
B
Timer:
Assigned Phs
Case No
8.0
8.0
8.0
8.0
Phs Duration (G+Y+Rc), s
35.0
29.0
35.0
29.0
Change Period (Y+Rc), s
5.0
6.0
5.0
6.0
Max Green (Gmax), s
30.0
23.0
30.0
23.0
Max Allow Headway (MAH), s
5.5
5.5
5.3
5.5
Max Q Clear (g_c+l1), s
15.3
9.3
7.5
5.6
Green Ext Time (g_e), s
2.7
1.2
1.5
0.7
Prob of Phs Call (p_c)
1.00
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T+R
L+T+R
L+T+R
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
7.9
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
13.3
0.0
7.3
0.0
5.5
0.0
3.6
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
30.0
0.0
23.0
0.0
30.0
0.0
23.0
Perm LT Serve Time (g_u), s
0.0
24.5
0.0
19.4
0.0
16.7
0.0
15.7
Perm LT Q Serve Time (g_ps), s
0.0
7.9
0.0
0.0
0.0
0.0
0.0
0.0
Time to First Blk (g_f), s
0.0
4.0
0.0
14.3
0.0
19.3
0.0
3.4
Serve Time pre Blk (g_fs), s
0.0
4.0
0.0
7.3
0.0
5.5
0.0
3.4
Prop LT Inside Lane (P_L)
0.00
0.33
0.00
0.05
0.00
0.05
0.00
0.37
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.57
0.00
0.38
0.00
0.28
0.00
0.23
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
Uniform Delay (d1), s/veh
0.0
12.3
0.0
15.5
0.0
10.5
0.0
14.3
Incr Delay (d2), s/veh
0.0
2.9
0.0
1.7
0.0
0.8
0.0
0.8
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
15.3
0.0
17.2
0.0
11.3
0.0
15.1
1st-Term Q (Q1), veh/ln
0.0
5.9
0.0
3.4
0.0
2.8
0.0
1.8
2nd-Term Q (Q2), veh/ln
0.0
0.7
0.0
0.3
0.0
0.2
0.0
0.1
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
6.5
0.0
3.7
0.0
3.0
0.0
2.0
%ile Storage Ratio (RQ%)
0.00
0.38
0.00
0.25
0.00
0.14
0.00
0.09
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
4: Maple St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.09
0.00
0.55
0.00
0.04
0.00
0.09
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
0.00
1.00
0.00
1.00
0.00
1.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
14.8
HCM 2010 LOS
B
HCM 2010 AWSC
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing - Unsignalized
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
9.4
Intersection LOS
A
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Vol, veh/h
Future Vol, veh/h
Peak Hour Factor
0.96
0.96
0.96
0.96
0.96
0.96
Heavy Vehicles, %
Mvmt Flow
Number of Lanes
Approach
WB
NB
SB
Opposing Approach
SB
NB
Opposing Lanes
Conflicting Approach Left
NB
WB
Conflicting Lanes Left
Conflicting Approach Right
SB
WB
Conflicting Lanes Right
HCM Control Delay
9.1
9.3
9.6
HCM LOS
A
A
A
Lane
NBLn1 WBLn1
SBLn1
Vol Left, %
0%
44%
41%
Vol Thru, %
59%
0%
59%
Vol Right, %
41%
56%
0%
Sign Control
Stop
Stop
Stop
Traffic Vol by Lane
LT Vol
Through Vol
RT Vol
Lane Flow Rate
Geometry Grp
Degree of Util (X)
0.299
0.222
0.286
Departure Headway (Hd)
4.353
4.728
4.691
Convergence, Y/N
Yes
Yes
Yes
Cap
Service Time
2.39
2.772
2.731
HCM Lane V/C Ratio
0.299
0.223
0.288
HCM Control Delay
9.3
9.1
9.6
HCM Lane LOS
A
A
A
HCM 95th-tile Q
1.3
0.8
1.2
HCM 2010 Roundabout
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 4:30 pm 06/28/2019 2019 Existing - Roundabout
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
5.7
Intersection LOS
A
Approach
WB
NB
SB
Entry Lanes
Conflicting Circle Lanes
Adj Approach Flow, veh/h
Demand Flow Rate, veh/h
Vehicles Circulating, veh/h
Vehicles Exiting, veh/h
Follow-Up Headway, s
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
Ped Cap Adj
0.995
0.998
0.998
Approach Delay, s/veh
5.5
6.0
5.6
Approach LOS
A
A
A
Lane
Left
Left
Left
Designated Moves
LR
TR
LT
Assumed Moves
LR
TR
LT
RT Channelized
Lane Util
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
Entry Flow, veh/h
Cap Entry Lane, veh/h
Entry HV Adj Factor
0.983
0.980
0.980
Flow Entry, veh/h
Cap Entry, veh/h
V/C Ratio
0.178
0.245
0.215
Control Delay, s/veh
5.5
6.0
5.6
LOS
A
A
A
95th %tile Queue, veh
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
1.00
0.99
0.99
0.99
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.40
0.40
0.40
0.40
0.40
0.40
Ln Grp Delay, s/veh
12.6
0.0
0.0
13.0
16.1
0.0
Ln Grp LOS
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
12.6
13.0
16.1
Approach LOS
B
B
B
Timer:
Assigned Phs
Case No
8.0
12.0
8.0
Phs Duration (G+Y+Rc), s
30.0
30.0
30.0
Change Period (Y+Rc), s
6.0
6.0
6.0
Max Green (Gmax), s
24.0
24.0
24.0
Max Allow Headway (MAH), s
5.4
3.9
5.3
Max Q Clear (g_c+l1), s
6.2
5.4
11.9
Green Ext Time (g_e), s
0.9
0.4
1.9
Prob of Phs Call (p_c)
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
3.4
0.0
0.0
3.3
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
3.4
0.0
0.0
9.9
0.0
0.0
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
0.0
0.0
0.0
0.0
24.0
0.0
0.0
Perm LT Serve Time (g_u), s
0.0
0.0
0.0
0.0
0.0
19.8
0.0
0.0
Perm LT Q Serve Time (g_ps), s
0.0
0.0
0.0
0.0
0.0
3.3
0.0
0.0
Time to First Blk (g_f), s
0.0
24.0
0.0
0.0
0.0
6.6
0.0
0.0
Serve Time pre Blk (g_fs), s
0.0
0.0
0.0
0.0
0.0
6.6
0.0
0.0
Prop LT Inside Lane (P_L)
0.00
0.00
0.53
0.00
0.00
0.20
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.22
0.00
0.00
0.51
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
11.8
0.0
0.0
13.7
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.7
0.0
0.0
2.4
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
12.6
0.0
0.0
16.1
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
1.6
0.0
0.0
4.9
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.1
0.0
0.0
0.5
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
1.7
0.0
0.0
5.4
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.12
0.00
0.00
0.25
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
T+R
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
4.2
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
4.2
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.45
0.46
0.00
0.00
0.00
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.26
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
12.1
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.9
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
13.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.2
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
2.2
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.18
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
14.6
HCM 2010 LOS
B
HCM 2010 AWSC
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing - Unsignalized
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
10.6
Intersection LOS
B
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Vol, veh/h
Future Vol, veh/h
Peak Hour Factor
0.92
0.92
0.92
0.92
0.92
0.92
Heavy Vehicles, %
Mvmt Flow
Number of Lanes
Approach
WB
NB
SB
Opposing Approach
SB
NB
Opposing Lanes
Conflicting Approach Left
NB
WB
Conflicting Lanes Left
Conflicting Approach Right
SB
WB
Conflicting Lanes Right
HCM Control Delay
9.3
8.8
11.9
HCM LOS
A
A
B
Lane
NBLn1 WBLn1
SBLn1
Vol Left, %
0%
54%
20%
Vol Thru, %
55%
0%
80%
Vol Right, %
45%
46%
0%
Sign Control
Stop
Stop
Stop
Traffic Vol by Lane
LT Vol
Through Vol
RT Vol
Lane Flow Rate
Geometry Grp
Degree of Util (X)
0.222
0.2
0.489
Departure Headway (Hd)
4.464
5.025
4.538
Convergence, Y/N
Yes
Yes
Yes
Cap
Service Time
2.506
3.077
2.574
HCM Lane V/C Ratio
0.223
0.201
0.49
HCM Control Delay
8.8
9.3
11.9
HCM Lane LOS
A
A
B
HCM 95th-tile Q
0.8
0.7
2.7
HCM 2010 Roundabout
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing - Roundabout
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
6.4
Intersection LOS
A
Approach
WB
NB
SB
Entry Lanes
Conflicting Circle Lanes
Adj Approach Flow, veh/h
Demand Flow Rate, veh/h
Vehicles Circulating, veh/h
Vehicles Exiting, veh/h
Follow-Up Headway, s
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
Ped Cap Adj
0.999
1.000
0.999
Approach Delay, s/veh
4.9
5.2
7.6
Approach LOS
A
A
A
Lane
Left
Left
Left
Designated Moves
LR
TR
LT
Assumed Moves
LR
TR
LT
RT Channelized
Lane Util
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
Entry Flow, veh/h
Cap Entry Lane, veh/h
Entry HV Adj Factor
0.979
0.978
0.979
Flow Entry, veh/h
Cap Entry, veh/h
V/C Ratio
0.143
0.176
0.380
Control Delay, s/veh
4.9
5.2
7.6
LOS
A
A
A
95th %tile Queue, veh
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Volume (veh/h)
Future Volume (veh/h)
Number
Initial Q, veh
Ped-Bike Adj (A_pbT)
1.00
1.00
0.99
1.00
Parking Bus Adj
1.00
1.00
1.00
1.00
1.00
1.00
Adj Sat Flow, veh/h/ln
Adj Flow Rate, veh/h
Adj No. of Lanes
Peak Hour Factor
0.74
0.74
0.74
0.74
0.74
0.74
Percent Heavy Veh, %
Opposing Right Turn Influence
Yes
Yes
Cap, veh/h
HCM Platoon Ratio
1.00
1.00
1.00
1.00
1.00
1.00
Prop Arrive On Green
0.40
0.40
0.40
0.40
0.40
0.40
Ln Grp Delay, s/veh
13.1
0.0
0.0
15.0
15.0
0.0
Ln Grp LOS
B
B
B
Approach Vol, veh/h
Approach Delay, s/veh
13.1
15.0
15.0
Approach LOS
B
B
B
Timer:
Assigned Phs
Case No
8.0
12.0
8.0
Phs Duration (G+Y+Rc), s
30.0
30.0
30.0
Change Period (Y+Rc), s
6.0
6.0
6.0
Max Green (Gmax), s
24.0
24.0
24.0
Max Allow Headway (MAH), s
5.4
3.9
5.6
Max Q Clear (g_c+l1), s
9.5
6.3
12.1
Green Ext Time (g_e), s
1.5
0.5
0.9
Prob of Phs Call (p_c)
1.00
1.00
1.00
Prob of Max Out (p_x)
0.00
0.00
0.00
Left-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Through Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Right-Turn Movement Data
Assigned Mvmt
Mvmt Sat Flow, veh/h
Left Lane Group Data
Assigned Mvmt
Lane Assignment
L+T+R
L+T
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
4.3
0.0
0.0
2.6
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
4.3
0.0
0.0
10.1
0.0
0.0
Perm LT Sat Flow (s_l), veh/h/ln
Shared LT Sat Flow (s_sh), veh/h/ln
Perm LT Eff Green (g_p), s
0.0
0.0
0.0
0.0
0.0
24.0
0.0
0.0
Perm LT Serve Time (g_u), s
0.0
0.0
0.0
0.0
0.0
16.5
0.0
0.0
Perm LT Q Serve Time (g_ps), s
0.0
0.0
0.0
0.0
0.0
2.6
0.0
0.0
Time to First Blk (g_f), s
0.0
24.0
0.0
0.0
0.0
2.9
0.0
0.0
Serve Time pre Blk (g_fs), s
0.0
0.0
0.0
0.0
0.0
2.9
0.0
0.0
Prop LT Inside Lane (P_L)
0.00
0.00
0.48
0.00
0.00
0.41
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.27
0.00
0.00
0.35
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
1.00
0.00
0.00
1.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
12.1
0.0
0.0
13.4
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
1.0
0.0
0.0
1.7
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
13.1
0.0
0.0
15.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
2.0
0.0
0.0
2.5
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.2
0.0
0.0
0.3
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
2.2
0.0
0.0
2.8
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.15
0.00
0.00
0.13
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Middle Lane Group Data
Assigned Mvmt
Lane Assignment
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
HCM 2010 Signalized Intersection Capacity Analysis
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing
Synchro 10 Report
DC
2nd-Term Q (Q2), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.00
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Right Lane Group Data
Assigned Mvmt
Lane Assignment
T+R
Lanes in Grp
Grp Vol (v), veh/h
Grp Sat Flow (s), veh/h/ln
Q Serve Time (g_s), s
0.0
7.5
0.0
0.0
0.0
0.0
0.0
0.0
Cycle Q Clear Time (g_c), s
0.0
7.5
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Sat Flow (s_R), veh/h/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prot RT Eff Green (g_R), s
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Prop RT Outside Lane (P_R)
0.00
0.52
0.51
0.00
0.00
0.00
0.00
0.00
Lane Grp Cap (c), veh/h
V/C Ratio (X)
0.00
0.43
0.00
0.00
0.00
0.00
0.00
0.00
Avail Cap (c_a), veh/h
Upstream Filter (I)
0.00
1.00
0.00
0.00
0.00
0.00
0.00
0.00
Uniform Delay (d1), s/veh
0.0
13.0
0.0
0.0
0.0
0.0
0.0
0.0
Incr Delay (d2), s/veh
0.0
2.0
0.0
0.0
0.0
0.0
0.0
0.0
Initial Q Delay (d3), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Control Delay (d), s/veh
0.0
15.0
0.0
0.0
0.0
0.0
0.0
0.0
1st-Term Q (Q1), veh/ln
0.0
3.5
0.0
0.0
0.0
0.0
0.0
0.0
2nd-Term Q (Q2), veh/ln
0.0
0.4
0.0
0.0
0.0
0.0
0.0
0.0
3rd-Term Q (Q3), veh/ln
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
%ile Back of Q Factor (f_B%)
0.00
1.00
1.00
0.00
0.00
1.00
0.00
0.00
%ile Back of Q (50%), veh/ln
0.0
3.9
0.0
0.0
0.0
0.0
0.0
0.0
%ile Storage Ratio (RQ%)
0.00
0.32
0.00
0.00
0.00
0.00
0.00
0.00
Initial Q (Qb), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Final (Residual) Q (Qe), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Delay (ds), s/veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Q (Qs), veh
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Sat Cap (cs), veh/h
Initial Q Clear Time (tc), h
0.0
0.0
0.0
0.0
0.0
0.0
0.0
0.0
Intersection Summary
HCM 2010 Ctrl Delay
14.5
HCM 2010 LOS
B
HCM 2010 AWSC
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing - Unsignalized
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
9.5
Intersection LOS
A
Movement
WBL
WBR
NBT
NBR
SBL
SBT
Lane Configurations
Traffic Vol, veh/h
Future Vol, veh/h
Peak Hour Factor
0.74
0.74
0.74
0.74
0.74
0.74
Heavy Vehicles, %
Mvmt Flow
Number of Lanes
Approach
WB
NB
SB
Opposing Approach
SB
NB
Opposing Lanes
Conflicting Approach Left
NB
WB
Conflicting Lanes Left
Conflicting Approach Right
SB
WB
Conflicting Lanes Right
HCM Control Delay
9.3
9.6
9.5
HCM LOS
A
A
A
Lane
NBLn1 WBLn1
SBLn1
Vol Left, %
0%
49%
41%
Vol Thru, %
48%
0%
59%
Vol Right, %
52%
51%
0%
Sign Control
Stop
Stop
Stop
Traffic Vol by Lane
LT Vol
Through Vol
RT Vol
Lane Flow Rate
Geometry Grp
Degree of Util (X)
0.348
0.236
0.263
Departure Headway (Hd)
4.295
4.807
4.764
Convergence, Y/N
Yes
Yes
Yes
Cap
Service Time
2.332
2.854
2.807
HCM Lane V/C Ratio
0.35
0.238
0.264
HCM Control Delay
9.6
9.3
9.5
HCM Lane LOS
A
A
A
HCM 95th-tile Q
1.6
0.9
1.1
HCM 2010 Roundabout
1: Grand St & Old Post Rd S
07/02/2019
19-008 Upper Village Croton 11:45 am 06/28/2019 2019 Existing - Roundabout
Synchro 10 Report
DC
Intersection
Intersection Delay, s/veh
5.9
Intersection LOS
A
Approach
WB
NB
SB
Entry Lanes
Conflicting Circle Lanes
Adj Approach Flow, veh/h
Demand Flow Rate, veh/h
Vehicles Circulating, veh/h
Vehicles Exiting, veh/h
Follow-Up Headway, s
3.186
3.186
3.186
Ped Vol Crossing Leg, #/h
Ped Cap Adj
0.999
1.000
1.000
Approach Delay, s/veh
5.5
6.4
5.4
Approach LOS
A
A
A
Lane
Left
Left
Left
Designated Moves
LR
TR
LT
Assumed Moves
LR
TR
LT
RT Channelized
Lane Util
1.000
1.000
1.000
Critical Headway, s
5.193
5.193
5.193
Entry Flow, veh/h
Cap Entry Lane, veh/h
Entry HV Adj Factor
0.978
0.980
0.979
Flow Entry, veh/h
Cap Entry, veh/h
V/C Ratio
0.185
0.287
0.196
Control Delay, s/veh
5.5
6.4
5.4
LOS
A
A
A
95th %tile Queue, veh
Machine-extracted for search and reference — the original PDF is the authoritative version.