Documents

resolution 146 pages

Also attached to this agenda item: Appendix A - Proposed Local Laws Appendix B - FEAF Part 2 to come Appendix C - Village CAF 1 Appendix D - Buildout Backup Tables 1 Appendix E - Rutgers CUPR Multipliers 1 HSRG and LI Zoning Amd FEAF Part 1 2022.08.31 signed HSRG and LI Zoning Amd FEAF Supplemental Narrative 2022.08.31 Res 129-2022 LL 11 12 of 2022

Traffic Impact Study Environmental, Planning, and Engineering Consultants 34 South Broadway Suite 300 White Plains, NY 10601 tel: 914 949-7336 fax: 914 949-7559 www.akrf.com Offices in New York ● New Jersey ● Pennsylvania ● Maryland ● Connecticut Technical Memorandum To: From: AKRF, Inc. Date: July 6, 2022 Re: HSRG Overlay and LI District Zoning Amendments – Traffic Impact Study (Full Buildout) This Traffic Impact Study (TIS) presents the detailed traffic analysis that was completed to assess the potential traffic and transportation impacts related to the theoretical maximum buildout projected under the proposed Harmon/South Riverside Gateway (HSRG) Overlay and Light Industrial (LI) District zoning amendments in the Village of Croton-on-Hudson (the “Proposed Action”). Prior to the preparation of the TIS, AKRF prepared preliminary trip generation numbers (summarized in the attached February 25, 2022 memorandum, see Attachment A), to determine if the incremental trip generation numbers associated with the theoretical maximum buildout would exceed the 100 vehicle-trip threshold for any given peak hour that would require a quantified traffic analysis in order to satisfy the State Environmental Quality Review Act (SEQRA) requirements. As this threshold of 100-vehicle trips was found to be exceeded during at least one peak hour, the quantified analysis, as presented in this memorandum, was conducted to assess the potential for traffic impacts, under SEQRA, as assumed through the conservative buildout calculations. The theoretical maximum buildout scenario for the HSRG Overlay parcels resulted in a total of 383 residential units and 583 off-street parking spaces. The theoretical maximum buildout scenario for the LI district parcels resulted in a total of 87 residential units, 21,831 square feet of ground floor commercial space, and 142 off-street parking spaces (55 spaces for commercial uses and 87 spaces for residential uses). Complete lists of assumptions utilized to complete the buildout and parking calculations, which have been vetted through the Village, is included in the FEAF Part 3 Supplemental Narrative prepared by AKRF. Based on the maximum theoretical buildout scenarios presented in Tables 3 and 4 of the FEAF Part 3 Supplemental Narrative, up to 470 residential units, 21,831 sf of commercial floor area, and 725 off-street parking spaces could theoretically be developed within the overall Project Area as a result of the Proposed Action. As previously discussed, the chance of either scenario fully occurring, even over a long period of time, is highly unlikely. This TIS describes traffic operations for existing conditions within the Study Area and for conditions in the future with the Proposed Action (the “Build” analysis). July 6, 2022 A. TRAFFIC ANALYSIS DATA COLLECTION Turning Movement Counts (TMCs) and Vehicle Classification Counts (VCC) were collected at the following locations for the weekday AM (6:30 to 9:30 AM) and PM (4:00 to 6:00 PM) periods in April, 2022: 1. Croton Point Ave. and Veterans Plaza (signalized) 2. Croton Point Ave. and Rt. 9/9A Southbound Ramps (signalized) 3. Croton Point Ave. and Rt. 9/9A Northbound Ramps (signalized) 4. Croton Point Ave. and S. Riverside Ave. (signalized) 5. S. Riverside Ave. and Benedict Blvd. (signalized) 6. S. Riverside Ave. and Clinton St. (unsignalized) Field inventories of the intersection roadway geometries were conducted and signal timing plans were obtained from the New York State Department of Transportation (NYSDOT) and the Village of Croton- on-Hudson. Descriptions of the study area roadways and agency signal timing plans are provided in Attachment A. PRELIMINARY SCREENING Prior to conducting the traffic analysis, a preliminary screening analysis was completed to estimate the likelihood of traffic impacts occurring at of any of the six intersections where traffic counts were counted and proposed for analysis (summarized in the attached May 27, 2022 memorandum, see Attachment A). This screening was based on an assessment of the collected traffic volumes and proposed trip assignments. Based on the results of this screening, the number of intersections analyzed as part of the TIS was reduced from six to five (with the intersection of South Riverside Ave. and Clinton Street screening out). As a result, the following five signalized intersections have been selected for quantified analysis in the TIS: 1. Croton Point Ave. and Veterans Plaza 2. Croton Point Ave. and Rt. 9/9A Southbound Ramps 3. Croton Point Ave. and Rt. 9/9A Northbound Ramps 4. Croton Point Ave. and S. Riverside Ave. 5. S. Riverside Ave. and Benedict Blvd. TRAFFIC VOLUME DEVELOPMENT 2022 EXISTING VOLUMES The 2022 Existing conditions traffic volumes are based on the TMC data collected at the study area intersection in April 2022 during the weekday AM (6:30 AM – 9:30 AM) and PM (4:00 PM – 6:00 PM) peak periods. Data collection sheets are provided in Appendix A. 2042 BUILD CONDITIONS For the purposes of this analysis, it was conservatively assumed that the future design year (i.e., the future year by which the full theoretical buildout from the Proposed Action would occur) would be 2042 (2022 + 20 years). Applying this assumption is consistent with the methodology utilized for the assessment of potential traffic impacts from the 2010-2011 HSRG Overlay zoning amendments. Future 2042 grown traffic volumes were developed by increasing the Existing 2022 traffic volumes in the study by a 1 percent per year compounded growth rate. This growth rate reflected increases in background traffic growth that would be expected to occur with or without the rezoning. 2042 Future Build traffic Village of Croton-on-Hudson Board of Trustees July 6, 2022 volumes were developed by adding the trips estimated to be generated by the Proposed Action (“Project Generated trips”) to the 2042 grown traffic volumes. The Existing 2022, 2042 Grown, Project Generated, and 2042 Build traffic volumes are illustrated in Figures 1 through 8. The trip generation (as presented in AKRF’s February 25, 2022 memorandum to the Village, see Attachment A) was based on data presented in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Assumptions regarding potential driveway locations were utilized to develop trip assignments for the Proposed Action’s theoretical maximum buildout for the weekday AM and PM peak periods. Individual trip assignments were developed for groups of parcels (“zones”) assumed to share common driveways/access points. Figures 9 and 10 illustrate the zone locations and reference the parcels included in each zone. The cumulative trip assignments were then utilized to estimate the increase in traffic that would pass through each study area intersection as a result of the Proposed Action (see Attachment A for tables which illustrate the development of the parcel trip assignments for the HSRG Overlay and LI District). CAPACITY ANALYSIS Potential impacts of the Proposed Action were analyzed using methodologies based on the Highway Capacity Manual, 6th Edition (HCM 6) methodology (Synchro 11 software) to calculate existing and future traffic operating conditions (Level of Service (“LOS”) and total delay) at each of the Study Area intersections. LOS is based on a grading scale of “A” through “F” with “A” representing optimum traffic conditions and “F” representing poor traffic conditions (LOS D or better is typically considered acceptable operating conditions). Further descriptions of the capacity analysis methodology are provided in Attachment B. For the purpose of this analysis, traffic impacts are identified as: (1) any change from LOS D or better to LOS E or F; (2) any change from LOS E to LOS F; or (3) any increase of 10 percent or greater in delay for LOS F between Existing and Build conditions. The significant impact criteria are applied to the approach/lane group LOS for signalized intersections and approach/movement group LOS for unsignalized intersections. Table 1 presents a comparison of the 2022 Existing and 2042 Build LOS conditions for the Proposed Action. Synchro 11 outputs for the 2042 Build condition are provided in Appendix B. Under the 2042 Build condition, absent any additional improvements, there would be impacts expected at the following locations;  Croton Point Avenue and Veterans Plaza—the southbound approach would deteriorate from LOS E to LOS F during the Weekday AM peak hour and within LOS F during the Weekday PM peak hour.  Croton Point Avenue and Route 9/9A Southbound Ramps—the northbound approach would deteriorate within LOS F during the Weekday AM and PM peak hours.  South Riverside Avenue and Benedict Boulevard—the westbound approach would deteriorate from LOS D to LOS E during the Weekday PM peak hour. The southbound approach would deteriorate within LOS F during the Weekday AM and PM peak hours. POTENTIAL MITIGATION MEASURES For the impacted locations described above, recommended potential mitigation measures are as follows:  Croton Point Avenue and Veterans Plaza—Signal timing adjustments  Croton Point Avenue and Route 9/9A Southbound Ramps—Signal timing adjustments  South Riverside Avenue and Benedict Boulevard—Signal timing adjustments and pavement/lane restriping and/or narrowing of the median of Benedict Boulevard to provide two lanes at each approach to South Riverside Avenue. HSRG Overlay and LI District Zoning Amendments Eastbound LTR 0.10 4.4 A LTR 0.15 8.8 A LTR 0.12 4.5 A LTR 0.19 12.2 B L 0.20 2.8 A L 0.29 4.6 A L 0.11 2.6 A L 0.19 7.3 A LTR 0.20 4.5 A LTR 0.28 7.6 A LTR 0.09 3.8 A LTR 0.17 9.0 A LTR 0.50 30.2 C LTR 0.57 36.1 D LTR 0.70 27.9 C LTR 0.53 13.3 B R 0.25 14.0 B R 0.23 10.0 A R 0.47 13.3 B R 0.40 7.1 A Southbound LTR 0.16 79.5 E LTR 0.65 110.4 F LTR 0.33 90.0 F LTR 1.26 226.3 F 8.0 A 14.4 B 12.9 B 36.3 D Eastbound TR 0.30 45.4 D TR 0.44 49.1 D TR 0.42 40.2 D TR 0.58 43.5 D Westbound LT 0.23 5.2 A LT 0.37 8.5 A LT 0.20 2.4 A LT 0.32 4.9 A LTR 0.77 85.1 F LTR 0.84 87.7 F LTR 0.59 85.7 F LTR 0.71 86.2 F R 0.78 87.1 F R 0.83 87.6 F R 0.51 81.9 F R 0.50 73.2 E 38.0 D 38.3 D 28.4 C 30.8 C Eastbound LTR 0.09 5.8 A LTR 0.15 5.1 A LTR 0.16 8.9 A LTR 0.27 10.5 B Westbound LTR 0.20 6.8 A LTR 0.34 8.8 A LTR 0.24 7.3 A LTR 0.38 9.2 A Northbound LTR 0.97 104.4 F LTR 1.30 203.9 F LTR 1.59 318.1 F LTR 2.24 597.1 F Southbound LTR - - - LTR 0.06 30.3 C LTR - - - LTR 0.02 35.0 C 36.3 D 61.5 E 125.8 F 226.9 F Croton Point Avenue Eastbound LR 0.24 8.9 A LR 0.34 10.1 B LR 0.43 9.4 A LR 0.61 12.9 B Northbound LT 0.08 10.9 B LT 0.13 11.2 B LT 0.34 13.2 B LT 0.45 14.5 B T 0.06 10.9 B T 0.09 11.1 B T 0.16 11.8 B T 0.21 12.2 B R 0.26 0.4 A R 0.59 4.2 A R 0.26 3.0 A R 0.22 0.3 A 5.4 A 7.5 A 9.7 A 11.0 B Eastbound LTR 0.29 17.4 B LTR 0.36 18.4 B LTR 0.42 19.9 B LTR 0.60 24.5 C Westbound LTR 0.37 17.3 B LTR 0.52 20.2 C LTR 0.80 29.1 C LTR 1.05 73.5 E LT 0.26 12.2 B LT 0.44 14.8 B LT 0.49 15.2 B LT 0.72 21.3 C R 0.04 2.1 A R 0.08 3.5 A R 0.04 2.1 A R 0.08 3.6 A Southbound LTR 0.79 25.1 C LTR 1.16 110.2 F LTR 0.57 17.0 B LTR 1.11 97.3 F 19.7 B 59.6 E 21.0 C 57.8 E Notes: L = Left Turn, T = Through, R = Right Turn, LOS = Level of Service, EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound. Yellow highlights denote potential traffic impact locations. S. Riverside Avenue and Benedict Boulevard Benedict Boulevard S Riverside Avenue Northbound Intersection Intersection Intersection Intersection Intersection S Riverside Avenue Southbound Intersection Intersection Intersection Intersection Intersection Croton Point Avenue and S. Riverside Avenue Croton Point Avenue Route 9/9A NB Ramps Intersection Intersection Croton Point Avenue and Route 9/9A NB Ramps Intersection Croton Point Avenue Route 9/9A SB On-Ramp Southbound Croton Point Avenue and Route 9/9A SB On-Ramp Intersection Intersection Intersection Intersection Intersection Veterans Plaza Northbound Intersection Intersection Croton Point Avenue Westbound Croton Point Avenue and Veterans Plaza LOS Lane Group v/c Ratio Delay (sec) LOS Lane Group v/c Ratio Delay (sec) LOS Lane Group v/c Ratio Delay (sec) Table 1 2022 Existing Conditions vs. 2042 Build Conditions LOS Analysis Approach Weekday AM Weekday PM 2022 Existing Conditions 2042 Build Conditions 2022 Existing Conditions 2042 Build Conditions Lane Group v/c Ratio Delay (sec) LOS Village of Croton-on-Hudson Board of Trustees July 6, 2022 Because the Proposed Action represents a proposed Local Law (rezoning) as opposed to a specific development proposal, assumptions were made to evaluate potential impacts should the Local Law be adopted. As noted elsewhere in the SEQRA documents for the Proposed Action, should the Local Law be adopted, individual development proposals that come before the Village would be subject to site-specific environmental reviews pursuant to SEQRA. Specifically, a special permit approval process would subject individual development proposals on the study area parcels to a site-specific environmental review (including site-specific traffic studies) under SEQRA in connection with discretionary land use approvals and public hearings through the Village Board of Trustees, Village Planning Board, Village Waterfront Advisory Committee (WAC), and other involved agencies. Any future special permit for new development on Village-owned parcels would not be able to proceed without the Village’s selection of a developer through a competitive request for proposals (RFP) process. Within each site-specific traffic study, any impacts and mitigation, if required, for that specific project will be identified and addressed on a case-by- case basis. PUBLIC TRANSIT Public rail and bus service is offered in the study area. The Metropolitan Transportation Authority’s (MTA) Metro-North Railroad offers commuter rail service in the study area via its Hudson Line. Amtrak offers regional passenger rail service via its Empire Corridor Line. The Croton-Harmon train station is the stop located in the immediate vicinity of the study area and is accessible via Veterans Plaza. The Westchester County Bee-Line Bus System operates the following bus routes within the study area: Routes 10 (“Croton Commuter”), 11 (“Croton Express”), and 14 (“Peekskill-Ossining-White Plains”). These bus routes offer service to several other Westchester County municipalities. Routes 10 and 11 make stops at the Croton-Harmon train station. No significant changes are expected in public transit conditions by the Build year 2042. However, it is the policy of the mass transit agencies (Metro-North Commuter Railroad and the Bee-Line Bus System) to adjust their operating schedules to reflect demand as needed. PEDESTRIAN AND BICYCLE CONDITIONS Pedestrian volumes were observed to be low to moderate in the study area. Sidewalks exist along the following study area roadways: Croton Point Avenue, South Riverside Avenue, and the Metro-North parking lot driveways/Veterans Plaza. Observations conducted during field visits showed low to moderate levels of pedestrian activity at the study area intersections. Sidewalks are present along Croton Point Avenue, South Riverside Avenue, Veterans Plaza, and Benedict Boulevard. Crosswalks and pedestrian signals are present at each of the five study area intersections. Many of the pedestrian facilities along Croton Point Avenue were recently improved or installed as part of the Croton Point Avenue Improvement project. Bicycle volumes were observed to be low in the study area. Bike lanes were recently installed along both sides of Croton Point Avenue as part of the Croton Point Avenue Improvement project. PARKING Estimated parking supply numbers associated with the Proposed Action were calculated based on the buildout assumptions included in the FEAF Part 3 Supplemental Narrative which yield an estimated parking supply requirement of 725 spaces. B. OVERALL CONCLUSIONS Assuming the full theoretical maximum buildout under the proposed rezoning occurs by 2042, it is anticipated that traffic impacts could be experienced at the following three intersections studied:  Croton Point Avenue and Veterans Plaza  Croton Point Avenue and Route 9/9A Southbound Ramps  South Riverside Avenue and Benedict Boulevard Village of Croton-on-Hudson Board of Trustees July 6, 2022 Potential mitigation measures include traffic signal timing adjustments, pavement/lane restriping, and narrowing roadway medians. Should the Proposed Action be approved and the Project Area rezoned, the Village’s special permit approval process would subject individual development proposals throughout the Project Area to a site- specific environmental review under SEQRA in connection with discretionary land use approvals and public hearings through the Village Board of Trustees, Village Planning Board, Village WAC, and other involved agencies. Through this discretionary approval process, potential traffic and parking impacts, as well as any mitigation measures, would be analyzed on a case-by-case basis. July 6, 2022 TRAFFIC IMPACT STUDY FIGURES Figure V-1 Existing 2022 AM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-2 Existing 2022 PM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-3 2042 Grown AM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-4 2042 Grown PM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-5 Project Generated AM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-6 Project Generated PM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-7 2042 Build AM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza Figure V-8 2042 Build PM Peak Hour Volumes HSRG Overlay and LI District Zoning Amendments S. Riverside Ave.   Benedict Blvd.     Benedict Blvd.       Metro-North Parking Route 9/9A SB Off-Ramp Restaurant Driveway      Croton Point Ave.                                 Route 9/9A SB On-Ramp Route 9/9A NB Ramps S. Riverside Ave. Veterans Plaza ATTACHMENT A  Study Area Intersection Roadway Descriptions and Jurisdiction Map  Agency Traffic Signal Timing Plans  Turning Movement Count (TMC) Data  Trip Generation Backup - Trip Assignment Zone Maps - Zone Trip Generation Tables - Zone Trip Assignment Detail Tables  Previous AKRF Memorandums - Trip Generation Memorandum (2/25/2022) - Traffic Screening Memorandum (5/27/2022) Study Area Intersection Roadway Descriptions and Jurisdiction Map ROADWAY CHARACTERISTICS The following is a brief description of the major roadways within the study area. Figure A-1 shows the maintenance jurisdictions of each of the roadways as sourced from NYSDOT. U.S. Route 9. U.S. Route 9 is a divided highway that generally runs in a north-south direction and provides 2 to 3 moving lanes in each direction within the study area. U.S. Route 9 is under the jurisdiction of the New York State Department of Transportation (NYSDOT). South of Croton Point Avenue, U.S. Route 9 is also designated as NYS Route 9A. Based on field observations, the pavement for the U.S. Route 9 ramps at Croton Point Avenue is generally in excellent condition. Croton Point Avenue. Croton Point Avenue is a local arterial that generally runs in an east-west direction within the study area and is under the jurisdiction of NYSDOT, Westchester County Department of Public Works, and the Village of Croton-on-Hudson. Croton Point Avenue generally provides one to two moving lanes in each direction and varies in width from approximately 28 to 50 feet within the study area. Between the northbound U.S. Route 9 ramps and South Riverside Avenue, Croton Point Avenue is also designated as NYS Route 9A. Based on field observations, the pavement along Croton Point Avenue within the study area varies between good-to-excellent condition. Sidewalks and bike lanes are provided on both sides of Croton Point Avenue within the study area. South Riverside Avenue. South Riverside Avenue is a local arterial that generally traverses in a north-south direction and is maintained by the Village of Croton-on-Hudson. South Riverside Avenue generally provides two moving lanes in each direction and varies in width from 40 to 48 feet within the study area. South Riverside Avenue is also designated as NYS Route 9A north of its intersection with Croton Point Avenue. Based on field observations, the pavement along South Riverside Avenue within the study area is generally in fair condition. Sidewalks are provided on both sides of South Riverside Avenue within the study area. Veterans Plaza/Metro-North Train Station Parking Lot Driveway. There are two parking lots provided for Metro-North Commuter Railroad riders at the Croton-Harmon station. The main lot is located on the south side of Croton Point Avenue and a smaller auxiliary lot is located on the north side of Croton Point Avenue. The driveway to the main lot is also designated as Veterans Plaza and is a local roadway maintained by the Village of Croton-on-Hudson. Veterans Plaza generally provides one to two moving lanes in each direction and is approximately 29 feet wide at its intersection with Croton Point Avenue. The driveway to the northern lot is a curb cut entrance with one entrance lane and one exit lane, approximately 34 feet in total width. Based on field observations, the pavement along the Veterans Plaza and the northern Metro-North parking lot driveway is generally in good condition. Benedict Boulevard. Benedict Boulevard is a major collector roadway that generally traverses in an east-west direction and is maintained by the Village of Croton-on-Hudson. Benedict Boulevard generally provides one moving lane in each direction with a landscaped median within the study area. Based on field observations, the pavement along Benedict Boulevard is generally in good condition. Sidewalks are provided on both sides of Benedict Boulevard within the study area. . © Latitude Geographics Group Ltd. 0.1 THIS MAP IS NOT TO BE USED FOR NAVIGATION NAD_1983_UTM_Zone_18N Miles 0.1 Notes Please enter the notes Legend This map is a user generated static output from an Internet mapping site and is for reference only. Data layers that appear on this map may or may not be accurate, current, or otherwise reliable. 0.06 1: 4,000 New York State Department of Transportation Roadway Maintenance Jurisdictions Maintenance Jurisdiction 01 NYSDOT 02 County 03 Town 04 City or village 31 NYS Thruway Interstate 900 Route US Highway State Highway County Touring County Highway StateShoreline_Lines Cities_Towns_Shore Towns_Shoreline NYS_Background FIGURE A-1 Agency Traffic Signal Timing Plans Signal # Electric Company: Intersection: Zip: CITY VILLAGE TOWN OF: CON EDISON CROTON POINT AVE @ RT 9 RAMPS CROTON-ON-HUDSON W-636/W-637 W-636/W-637 D26xxxx 8780.41 55.11-9 Signal: File: D/HWP: PIN: in the Village of CROTON‐ON‐HUDSON STATE OF NEW YORK - DEPARTMENT OF TRANSPORTATION TRAFFIC AND SAFETY DIVISION Plan of Operation Apr 2021 Printed: 4/15/2022 ROUTE 9 SB OFF-RAMP CROTON POINT AVE ROUTE 9 SB ON-RAMP Ø7 SP 7 OVL-3 Ø1 SP 1 PED 2 Ø6 SP 12 Ø3 SP 3 OVL-1 Ø1+Ø2+Ø4 SP 9 Ø3 SP 13 ROUTE 9 NB RAMPS CROTON POINT AVE 2 1 3 4 6 7 8 Phase Sequence W-637 W-636 PED 1 Ø2 SP 11 PED 3 Ø7 SP 10 PED 4 Ø2 SP 14 A B C D E F G H I J K L M N N #23 #22 #21 #24 N T J L R W QUEUE LOOP Ø7 QUEUE LOOP Ø3 S‐1 S‐2 S‐3 S‐4 S‐5 S‐6 S‐7 MICROWAVE  DETECTORS 9A, 9B   Ø3 2-6 W-637 FACES J SIGNS 7-14 W-636 FACES SIGNS OVL-2 Ø6+Ø8 SP 8 OVL-6 Ø4+Ø6 SP 6 OVL-12 Ø2+Ø8 SP 2 PREEMPT ‘4’ - Ø4 PREEMPT ‘3’ - Ø3 DWY. Phase Times [1.1.1] Coordination Patterns [2.4] and Coordination Split Tables [2.7.1] Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Pat# Cyc Off Split Seq Min Green Gap, Ext Max 1 Max 2 Ring/Startup [1.1.4] Yel Clearance 3.5 3.5 3.5 Phs Ring Start Enable Red Clearance 1.5 1.5 1.5 Red ON Walk Green ON Ped Clearance Red ON Red Revert Red ON Add Initial Red OFF Max Initial Green ON Time B4 Reduct Red ON Cars B4 Reduct Split Split Red ON Time To Reduce Coor Coor Reduce By NON Max NON NON NON Max NON NON NON NON NON NON NON NON NON NON Test OpMode Min Gap Coor Coor Correction SHRT/LNG DyMaxLim NON Max NON NON NON Max NON NON NON NON NON NON NON NON NON NON Maximum MAX 1 Max Step Coor Coor Force-Off Float Options [1.1.2] NON Max NON NON NON Max NON NON NON NON NON NON NON NON NON NON Closed Loop ON Enable ON ON ON ON OFF ON ON ON Coor Coor Stop-in-Walk ON Min Recall OFF ON OFF OFF OFF ON OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Reset ON Max Recall OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor Expand Splt OFF Ped Recall OFF OFF OFF OFF OFF OFF OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Ped Recycle NO_RECYCLE Soft Recall OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor Before TIMED Lock Calls OFF OFF ON OFF OFF OFF ON OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON After TIMED Auto Flash Entry OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor Auto Flash Exit OFF OFF OFF OFF OFF OFF OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Auto Flash Dual Entry OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor Flash Yel Enable Simul Gap ON ON ON ON ON ON ON ON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Flash Red Gaurantee Passage OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor Rest In Walk OFF OFF OFF OFF OFF OFF OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Phase Mode STD8 Conditon Service OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor IO Mode User Non-Actuated 1 OFF OFF OFF OFF OFF OFF OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Loc Flsh Start ON Non-Actuated 2 OFF OFF OFF OFF OFF OFF OFF OFF Coor Coor Start Flash(s) Add Init Calc OFF OFF OFF OFF OFF OFF OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Start AllRed(s) Options+ [1.1.3] Coor Coor Yellow < 3" OFF Reservice OFF OFF OFF OFF OFF OFF OFF OFF NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON NON Display Time PedClr Thru Yel OFF OFF OFF OFF OFF OFF OFF OFF Red Revert Skip Red No Call OFF OFF OFF OFF OFF OFF OFF OFF 8 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param MCE Timeout Red Rest OFF OFF OFF OFF OFF OFF OFF OFF 16 Phase Times/Options; Patterns/Splits; Ring Startup; Coord/Flash Mode; Unit Param Feature Profile Max II OFF OFF OFF OFF OFF OFF OFF OFF Overlaps; Channel Settings; Coord Alt Table+ (values not associated with time-of-day) Free Ring Seq Call Phase Detection; Sample Time and Unit Parameters related to detection Auxswitch STOPTM Conflicting Phase Preemption and Alternate Phase Time and Phase Options SDLC Retry Omit Yellow Annual Schedule TS2 Det Faults ON Ped Delay OFF OFF OFF OFF OFF OFF OFF OFF Day Plans; Action Tables; Coord Alt Table+ (values varied by time-of-day) Auto Ped Clear Grn/Ped Delay Communications; Secutiry; I/O Setup SDLC Retry Misc - Events/Alarms; Call/Inhibit/Redirect; P/OLAP Auto Flash; CIC; Misc Unit Param RT 9 RAMPS @ CROTON POINT A Auto Flash [1.4.1] Unit Params [1.2.1] Coord Modes [2.1] OFF 04/07/22 PH OVER Page# 1A&1B Overlap 1-16 Program Parms & Parm+ [1.5.2.1] [1.5.2.2] Coord Transition, CoorPhs [2.5] Pat# Short Long Dwell E-Yld Offset RetHld Float Min Veh Perm Min Ped Perm Included Ø Type NORMAL Included Ø Type NORMAL EndGRN ON OFF OFF ON Modifier Ø Grn 9 Modifier Ø Grn EndGRN ON OFF OFF ON Conflict Ø Yel Conflict Ø Yel 3.5 EndGRN OFF OFF OFF OFF A Conflict Olap Red I Conflict Olap Red 1.5 EndGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG EndGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL EndGRN OFF OFF OFF OFF Modifier Ø Grn 10 Modifier Ø Grn EndGRN ON OFF OFF ON Conflict Ø Yel Conflict Ø Yel 3.5 EndGRN ON OFF OFF ON B Conflict Olap Red J Conflict Olap Red 1.5 EndGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG EndGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL EndGRN OFF OFF OFF OFF Modifier Ø Grn 11 Modifier Ø Grn EndGRN OFF OFF OFF OFF Conflict Ø Yel Conflict Ø Yel 3.5 EndGRN OFF OFF OFF OFF C Conflict Olap Red K Conflict Olap Red 1.5 EndGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG EndGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL EndGRN OFF OFF OFF OFF Modifier Ø Grn 12 Modifier Ø Grn EndGRN OFF OFF OFF OFF Conflict Ø Yel 3.5 Conflict Ø Yel EndGRN OFF OFF OFF OFF D Conflict Olap Red 1.5 L Conflict Olap Red EndGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG EndGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL EndGRN OFF OFF OFF OFF Modifier Ø Grn 13 Modifier Ø Grn EndGRN OFF OFF OFF OFF Conflict Ø Yel 3.5 Conflict Ø Yel 3.5 EndGRN OFF OFF OFF OFF E Conflict Olap Red 1.5 M Conflict Olap Red 1.5 EndGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG BegGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL BegGRN OFF OFF OFF OFF Modifier Ø Grn 14 Modifier Ø Grn BegGRN OFF OFF OFF OFF Conflict Ø Yel Conflict Ø Yel 3.5 BegGRN OFF OFF OFF OFF F Conflict Olap Red N Conflict Olap Red 1.5 BegGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG BegGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL BegGRN OFF OFF OFF OFF Modifier Ø Grn 15 Modifier Ø Grn BegGRN OFF OFF OFF OFF Conflict Ø Yel 3.5 Conflict Ø Yel 3.5 BegGRN OFF OFF OFF OFF G Conflict Olap Red 1.5 O Conflict Olap Red 1.5 BegGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG BegGRN OFF OFF OFF OFF Included Ø Type NORMAL Included Ø Type NORMAL BegGRN OFF OFF OFF OFF Modifier Ø Grn 16 Modifier Ø Grn BegGRN OFF OFF OFF OFF Conflict Ø Yel 3.5 Conflict Ø Yel 3.5 BegGRN OFF OFF OFF OFF H Conflict Olap Red 1.5 P Conflict Olap Red 1.5 BegGRN OFF OFF OFF OFF Conflict Ped LG Conflict Ped LG BegGRN OFF OFF OFF OFF Channel Settings [1.8.1] BegGRN OFF OFF OFF OFF ……Channel ->> 11 12 BegGRN OFF OFF OFF OFF Phase / Olap # BegGRN OFF OFF OFF OFF Channel Type OLP OLP VEH VEH VEH OLP VEH OLP OLP PED PED PED VEH PED VEH VEH VEH VEH VEH VEH VEH VEH VEH VEH BegGRN OFF OFF OFF OFF Channel Flash Red Red Red Red Red Red Red Red Red Red Red Red Red Red Red Red DRK DRK DRK DRK DRK DRK DRK DRK BegGRN OFF OFF OFF OFF Alt Hz OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF BegGRN OFF OFF OFF OFF Channel+ Settings [1.8.4] BegGRN OFF OFF OFF OFF ……Channel ->> 11 12 BegGRN OFF OFF OFF OFF Flash Red+ OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFFOFF OFF OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF Channel Params[1.8.3] Flash Yellow+ OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFFOFF OFF OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF User SINGLE OFF Flash Green+ OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFFOFF OFF OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF Flash Inh Red+ OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFFOFF OFF OFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF Olap Ovrd Invert Rail Input C1 IO Mode Single BIU Map No Shortway Ø Overlap Conflict Lock OFF Overlap Lock Inhibit ON OFF Parent Ph Clearance 7637 RT 9 RAMPS @ CROTON POINT AVE OFF Extra Included Ph 04/07/22 Veh Par 1-64 [5.1] Veh Par 1-64 [5.1] Vehicle Options 1-64 [5.2] Vehicle Options 1-64 [5.2] Parameters+ 1-64 [5.3] Det Call Swi Dlay Ext Que No Max Err Fail Det Call Swi Dlay Ext Que No Max Err Fail Det Call Ext Que Add Red Yell occ vol Det Call Ext Que Add Red Yell occ vol Det oc oc oc Dlay Dlay Type Src # Ø Ø Act Pres Cnt Time # Ø Ø Act Pres Cnt Time # Init Lock Lock # AddInit Lock Lock # G Y R ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM ON ON OFF ON OFF OFF OFF OFF ON ON OFF ON OFF OFF OFFOFF OFF OFFOFF NORM Parameters+ 1-64 [5.3] Ped Det Parms [5.4] Unit Paramters [1.2.1] Det occ occ occ Dlay Dlay Type Src Det occ occ occ Dlay Dlay Src Det occ occ occ Dlay Dlay Type Src Det Call No Max Err TS2 Det Faults ON # Grn Yell Red # Grn Yell Red # Grn Yell Red # Ø Act Pres Cnt Vol/Occ Report Parm [1.5.8] OFFOFF OFF NORM 3 44 OFF OFF OFF NORM 55 OFF OFF OFF NORM 0 OFFOFF OFF NORM 13 45 OFF OFF OFF NORM 56 OFF OFF OFF NORM 0 OFFOFF OFF NORM 4 46 OFF OFF OFF NORM 57 OFF OFF OFF NORM 0 OFFOFF OFF NORM 7 47 OFF OFF OFF NORM 58 OFF OFF OFF NORM 0 OFFOFF OFF NORM 14 48 OFF OFF OFF NORM 59 OFF OFF OFF NORM 0 OFFOFF OFF NORM 17 49 OFF OFF OFF NORM 60 OFF OFF OFF NORM 0 OFFOFF OFF NORM 0 50 OFF OFF OFF NORM 61 OFF OFF OFF NORM 0 OFFOFF OFF NORM 0 51 OFF OFF OFF NORM 62 OFF OFF OFF NORM 0 OFFOFF OFF NORM 0 52 OFF OFF OFF NORM 63 OFF OFF OFF NORM 0 OFFOFF OFF NORM 0 53 OFF OFF OFF NORM 64 OFF OFF OFF NORM 0 OFFOFF OFF NORM 0 54 OFF OFF OFF NORM ### Type 4/7/2022 RT 9 RAMPS @ CROTON POINT AVE Vol/Occ Period Minutes Vol/Occ Period Minutes Preemption Times [3.1], Options+ [3.6] Track Clear Phases [3.2], Track Clear Overlaps+ [3.5] Pre # Enable Type Output Delay MinDura Pre # Track Phases Track Overlaps ON RAIL Dwell ON RAIL Dwell ON EMERG Dwell ON EMERG Dwell ON EMERG Dwell ON EMERG Dwell Pre # MaxPres MinGrn MinWlk PedClr Co+Pre Dwell Phases [3.2] and Overlaps+ [3.5] ON Pre # ON Phases ON Overlaps 0 ON Peds ON Phases ON Overlaps 0 Pre # Track Grn Min Dwell Ext Dwell PedClr+ Yel Peds Phases Overlaps 2 Peds Phases Overlaps 1 Peds Pre # Red Pattern Skip Phases OFF Overlaps 0 OFF Peds OFF Phases OFF Overlaps 0 OFF Peds OFF Preemption Options+ [3.6] Low Priority Preempts Exit Phases [3.2] Pre # Lock Override Override Flsh Pre # Type Min Max Pre # Exit Phase Auto Flsh Higher Dwell Link OFF ON ON ON OFF OFF ON ON ON OFF OFF OFF ON ON OFF OFF OFF ON ON OFF ON ON ON OFF Unit Parameters [1.2.1] ON ON ON OFF Stop Timer Over Preempt OFF Preempt or Ext Output PRE Max Seek Track Time Max Seek Dwell Time Channel Parameters [1.8.3] D Conn Mappings None Pre Invert Rail Input OFF 4/7/2022 RT 9 RAMPS @ CROTON POINT AVE Alt# 1 Times Table [1.1.6.1.2] Alt# 1 Veh Parameters [5.5.1.1] Column#..... -> Column#..... -> Assign Ø Assign Det# Min Grn Call Gap, Ext Swiitch Max 1 Delay Max 2 Extend Yel Clr Queue Red Clr No Activity Walk Max Presence Ped Clr Erratic Count Alt# 2 Times Table [1.1.6.1.2] Fail Time Column#..... -> Alt# 1 Veh Options [5.5.1.2] Assign Ø Column#..... -> Min Grn Assign Det# Gap, Ext Call OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Max 1 Extend OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Max 2 Queue OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Yel Clr Added Initial OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Red Clr Red Lock OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Walk Yellow Lock OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Ped Clr Occupancy OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Alt# 3 Times Table [1.1.6.1.3] Volume OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Column#..... -> Alt# 1 Veh Parameters+ [5.5.1.3] Assign Ø Column#..... -> Min Grn Assign Det# Gap, Ext Occ-on-green OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Max 1 Occ-on-yellow OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Max 2 Occ-on-red OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Yel Clr Delay Phase 1 Red Clr Delay Phase 2 Walk Detector Mode NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM Ped Clr Source Alt# 1 Options Table [1.1.6.2.1] Alt# 1 Ped Parameters+ [5.5.1.4] Column # -> Column#..... -> Assign Ø Assign Det# Lock Calls ON ON ON ON ON ON ON ON Call Soft Recall OFF OFF OFF OFF OFF OFF OFF OFF No Activity Dual Enrty OFF OFF OFF OFF OFF OFF OFF OFF Max Presence Enabl SimGap ON ON ON ON ON ON ON ON Erratic Count Guar Passage OFF OFF OFF OFF OFF OFF OFF OFF Rest In Walk OFF OFF OFF OFF OFF OFF OFF OFF Cond Service OFF OFF OFF OFF OFF OFF OFF OFF Reservice OFF OFF OFF OFF OFF OFF OFF OFF Non-Act 1 OFF OFF OFF OFF OFF OFF OFF OFF Red Rest OFF OFF OFF OFF OFF OFF OFF OFF Max2 OFF OFF OFF OFF OFF OFF OFF OFF Ped Delay OFF OFF OFF OFF OFF OFF OFF OFF Conflicting Ø1 7637 RT 9 RAMPS @ CROTON POINT AVE 4/7/2022 Alt# 2 Options Table [1.1.6.2.2] Alt# 2 Veh Parameters [5.5.2.1] Column # -> Column#..... -> Assign Ø Assign Det# Lock Calls ON ON ON ON ON ON ON ON Call Soft Recall OFF OFF OFF OFF OFF OFF OFF OFF Swiitch Dual Enrty OFF OFF OFF OFF OFF OFF OFF OFF Delay Enabl SimGap ON ON ON ON ON ON ON ON Extend Guar Passage OFF OFF OFF OFF OFF OFF OFF OFF Queue Rest In Walk OFF OFF OFF OFF OFF OFF OFF OFF No Activity Cond Service OFF OFF OFF OFF OFF OFF OFF OFF Max Presence Reservice OFF OFF OFF OFF OFF OFF OFF OFF Erratic Count Non-Act 1 OFF OFF OFF OFF OFF OFF OFF OFF Fail Time Red Rest OFF OFF OFF OFF OFF OFF OFF OFF Alt# 2 Veh Options [5.5.2.2] Max2 OFF OFF OFF OFF OFF OFF OFF OFF Column#..... -> Ped Delay OFF OFF OFF OFF OFF OFF OFF OFF Assign Det# Conflicting Ø1 Call OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Alt# 3 Options Table [1.1.6.2.3] Extend OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Column # -> Queue OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Assign Ø Added Initial OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Lock Calls ON ON ON ON ON ON ON ON Red Lock OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Soft Recall OFF OFF OFF OFF OFF OFF OFF OFF Yellow Lock OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Dual Enrty OFF OFF OFF OFF OFF OFF OFF OFF Occupancy OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Enabl SimGap ON ON ON ON ON ON ON ON Volume OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Guar Passage OFF OFF OFF OFF OFF OFF OFF OFF Alt# 2 Veh Parameters+ [5.5.2.3] Rest In Walk OFF OFF OFF OFF OFF OFF OFF OFF Column#..... -> Cond Service OFF OFF OFF OFF OFF OFF OFF OFF Assign Det# Reservice OFF OFF OFF OFF OFF OFF OFF OFF Occ-on-green OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Non-Act 1 OFF OFF OFF OFF OFF OFF OFF OFF Occ-on-yellow OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Red Rest OFF OFF OFF OFF OFF OFF OFF OFF Occ-on-red OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Max2 OFF OFF OFF OFF OFF OFF OFF OFF Delay Phase 1 Ped Delay OFF OFF OFF OFF OFF OFF OFF OFF Delay Phase 2 Conflicting Ø1 Detector Mode NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM NORM Alt# 4 Options Table [1.1.6.2.4] Source Column # -> Alt# 2 Ped Parameters+ [5.5.2.4] Assign Ø Column#..... -> Lock Calls ON ON ON ON ON ON ON ON Assign Det# Soft Recall OFF OFF OFF OFF OFF OFF OFF OFF Call Dual Enrty OFF OFF OFF OFF OFF OFF OFF OFF No Activity Enabl SimGap ON ON ON ON ON ON ON ON Max Presence Guar Passage OFF OFF OFF OFF OFF OFF OFF OFF Erratic Count Rest In Walk OFF OFF OFF OFF OFF OFF OFF OFF Cond Service OFF OFF OFF OFF OFF OFF OFF OFF Reservice OFF OFF OFF OFF OFF OFF OFF OFF Non-Act 1 OFF OFF OFF OFF OFF OFF OFF OFF Red Rest OFF OFF OFF OFF OFF OFF OFF OFF Max2 OFF OFF OFF OFF OFF OFF OFF OFF Ped Delay OFF OFF OFF OFF OFF OFF OFF OFF Conflicting Ø1 4/7/2022 RT 9 RAMPS @ CROTON POINT AVE Annual Schedule [4.3] Month of Year Day of Week Date Day Link J F M A M J J A S O N D S M T W T F S Plan To ON ON ON ON ON ON ON ON ON ON ON ON OFF ON ON ON ON ON OFF ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON ON J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF J F M A M J J A S O N D S M T W T F S OFFOFFOFFOFFOFFOFF OFF OFFOFFOFFOFFOFF OFFOFF OFF OFFOFFOFFOFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFFOFF 4/7/2022 RT 9 RAMPS @ CROTON POINT AVE Day Plans [4.4] Action Table [4.5] Coord Alternate Tables - Pat+ [2.6] Day Plan 1 Day Plan 2 Day Plan 3 Overlap Off Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act Act# Pat# A1 A2 A3 S1 S2 S3 S4 S5 S6 S7 S8 Pat# ØOpt ØTime DetG Call Inh CIC CNA1 Dia Max2 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Day Plan 4 Day Plan 5 Day Plan 6 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act 10 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 11 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 12 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 13 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 14 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 15 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 16 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 17 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 18 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Day Plan 7 Day Plan 8 Day Plan 9 19 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act 20 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 21 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 22 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 23 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 24 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Day Plan 10 Day Plan 11 Day Plan 12 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Day Plan 13 Day Plan 14 Day Plan 15 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act Hour Min Act OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 255 OFFOFFOFFOFFOFFOFFOFFOFFOFFOFF OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF OFF OFFOFFOFFOFFOFFOFFOFFOFF DFT OFF 04/07/22 RT 9 RAMPS @ CROTON POINT A C1-USER IO Map [1.8.9.1 In ] C1-USER IO Map [1.8.9.2 Out ] C1-USER IO Map [1.8.9.2 Out ] IO Logic [1.8.7] I1-1 Veh Call 1 O1-1 Ch1 Red O7-1 Ch16 Yellow Op1 Result O1Fcn Inv1 IO1 Opn1 O2Fnc Inv2 IO2 Opn2 O3Fnc Inv3 IO3 Opn3 Dly Sec I1-2 Veh Call 2 O1-2 Ch1 Green O7-2 Ch16 Red I = ---- - I ---- - I ---- - I DLY I1-3 Veh Call 3 O1-3 Ch2 Red O7-3 Ch16 Green I = ---- - I ---- - I ---- - I DLY I1-4 Veh Call 4 O1-4 Ch2 Yellow O7-4 Not Used I = ---- - I ---- - I ---- - I DLY I1-5 Veh Call 5 O1-5 Ch2 Green O7-5 Not Used I = ---- - I ---- - I ---- - I DLY I1-6 Veh Call 6 O1-6 Ch3 Red O7-6 Not Used I = ---- - I ---- - I ---- - I DLY I1-7 Veh Call 7 O1-7 Ch3 Yellow O7-7 Not Used I = ---- - I ---- - I ---- - I DLY I1-8 Veh Call 8 O1-8 Ch3 Green O7-8 Ch15 Red I = ---- - I ---- - I ---- - I DLY I2-1 Veh Call 9 O2-1 Ch4 Red C11S-USER IO Map [1.8.9.1 In ] I = ---- - I ---- - I ---- - I DLY I2-2 Unused O2-2 Ch4 Green I4-1 I = ---- - I ---- - I ---- - I DLY I2-3 Veh Call 11 O2-3 Ch5 Red I4-2 I = ---- - I ---- - I ---- - I DLY I2-4 Veh Call 12 O2-4 Ch5 Yellow I4-3 Security Access Levels [8.2] Com Parameters [6.1] I2-5 Veh Call 13 O2-5 Ch5 Green I4-4 Station ID I2-6 Veh Call 14 O2-6 Ch6 Red I7-1 Unused Group ID I2-7 Veh Call 15 O2-7 Ch6 Yellow I7-2 Unused Master ID I2-8 Veh Call 16 O2-8 Ch6 Green I7-3 Unused Backup Time I3-1 Veh Call 17 O3-1 Ch7 Red I7-4 Unused SysUp Modem [6.1] I3-2 Veh Call 18 O3-2 Ch7 Green I7-5 Unused Enable Modem I3-3 Veh Call 19 O3-3 Ch8 Red I7-6 Unused Idle Time I3-4 Veh Call 20 O3-4 Ch8 Yellow I7-7 Unused Dial Time I3-5 Ped Call 1 O3-5 Ch8 Green I7-8 Unused Tel: I3-6 Ped Call 2 O3-6 Ch9 Red I8-1 Unused Alt: I3-7 Ped Call 3 O3-7 Ch9 Yellow I8-2 Unused I3-8 Ped Call 4 O3-8 Ch9 Green I8-3 Unused 2070 Port Parms [6.2] I4-1 Unused O4-1 Ch10 Red I8-4 Unused Port Baud Rate I4-2 Unused O4-2 Ch10 Green I8-5 Unused SP1 I4-3 Unused O4-3 Ch11 Red I8-6 Unused SP2 I4-4 Unused O4-4 Ch11 Yellow I8-7 Unused SP3 I4-5 Door Open O4-5 Ch11 Green I8-8 Unused SP4 I4-6 Unused O4-6 Ch12 Red C11S-USER IO Map [1.8.9.2 Out] SP5 I4-7 33xCMUStop O4-7 Ch12 Yellow O8-1 Not Used SP6 I4-8 33xFlashSns O4-8 Ch12 Green O8-2 Not Used SP7 I5-1 Veh Call 25 O5-1 Ch4 Yellow O8-3 Not Used SP8 I5-2 Veh Call 26 O5-2 Ch10 Yellow O8-4 Not Used I5-3 Pre 4 In O5-3 Ch1 Yellow O8-5 Not Used 2070 IP 1 Addressing [6.5] 2070 IP 2 Addressing [6.5] I5-4 Pre 3 In O5-4 Ch7 Yellow O8-6 Not Used Addressing Addressing I5-5 Unused O5-5 Ch15 Yellow O8-7 Not Used Addr Addr I5-6 Unused O5-6 Ch15 Green O8-8 Not Used Mask Mask I5-7 Unused O5-7 115 Not Used Brdcst Brdcst I5-8 Unused O5-8 114 Watchdog GtWay GtWay I6-1 Unused O6-1 115 Not Used Port Port I6-2 Unused O6-2 115 Not Used I6-3 Unused O6-3 Ch13 Red 2070 Port Binding Ports [6.6] 2070 Port Binding Functions [6.6] I6-4 Unused O6-4 Ch13 Yellow Port Echo Mode Function Channel Function Channel I6-5 Unused O6-5 Ch13 Green ASYNC1 SP1 OFF TS2/CVM None SYSUp ASYNC2 I6-6 Unused O6-6 Ch14 Red ASYNC2 SP2 OFF CMU/MMU None SYSDown ASYNC1 I6-7 Unused O6-7 Ch14 Yellow ASYNC3 SP3 OFF Opticom None Shell None I6-8 Unused O6-8 Ch14 Green ASYNC4 SP4 OFF Loop Det. None SYNC1 SP5S SYNC3 OFF GPS - SYNC2 OFF SYNC4 OFF None RT 9 RAMPS @ CROTON POINT AVE None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None None SECURE None SWLOAD None None OFF MODE 6 MODE 6 None None None MODE 6 None None None None None None None None 04/07/22 FCM MODE 6 AUTO AUTO AUTO AUTO # Event / Alarm Ev Alr Call Phases[1.1.5] Redirect Phases[1.1.5] Inhibit Phases[1.1.5] Power Up Alarm. ON ON Ø Ø Phases Called By Ø From To From To From To From To Stop Timing ON ON 1 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF TS1 Cabinet Door OFF OFF 2 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Coordination Failure ON ON 3 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF External Alarm # 1 ON ON 4 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF External Alarm # 2 ON ON 5 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF External Alarm # 3 OFF OFF 6 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF External Alarm # 4 OFF OFF 7 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF Closed Loop Disabled ON ON 8 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 10 External Alarm # 5 OFF OFF 9 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 11 External Alarm # 6 OFF OFF 10 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 12 Manual Control Enable ON ON 11 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 13 Coord Free Input OFF OFF 12 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 14 Local Flash Input ON ON 13 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 15 MMU Flash OFF OFF 14 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 16 CMU Flash OFF OFF 15 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 17 Cycle Fault ON ON 16 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 18 Cycle Failure ON ON Alt Call & Redirect # 1 [1.1.6.3] Alt Inhibit Phases # 1 [1.1.6.3] 19 Coordination Fault ON ON Col Ø Phases Called By Ø From To From To From To From To 20 Controller Fault ON ON 1 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 21 Detector SDLC Failure OFF OFF 2 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 22 MMU SDLC Failure OFF OFF 3 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 23 Critical SDLC Failure OFF OFF 4 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 24 Reserved OFF OFF 5 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 25 EEPROM CRC Fault ON ON 6 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 26 Detector Diagnostic FailureOFF OFF 7 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 27 BIU Detector Failure ON ON 8 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 32 Queue detector alarm ON ON Alt Call & Redirect # 2 [1.1.6.3] Alt Inhibit Phases # 2 [1.1.6.3] 29 Ped Detector Fault ON ON Col Ø Phases Called By Ø From To From To From To From To 30 Coord Diagnostic Fault OFF OFF 1 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 41 TempAlert Probe Ch. A OFF OFF 2 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 42 TempAlert Probe Ch. B OFF OFF 3 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 47 Coord Active OFF OFF 4 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 48 Preempt Active ON ON 5 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 49 Preempt 1 Input ON ON 6 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 50 Preempt 2 Input ON ON 7 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 51 Preempt 3 Input ON ON 8 OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF OFF 52 Preempt 4 Input ON ON Coord, CIC Plans [2.3] Unit Parameters [1.2.1] 53 Preempt 5 Input ON ON CIC CoØ Grow Allow Skip Yellow Max Cycle Time 54 Preempt 6 Input ON ON OFF TOD Dim Enable Cycle Fault Action 55 Preempt 7 Input ON ON OFF Tone Disable 56 Preempt 8 Input ON ON OFF Diamond Mode 57 Preempt 9 Input ON ON OFF Backup Time (s) 58 Preempt 10 Input ON ON Auto Flash Phase/Olap Settings [1.4.2] Disable Init Ped 61 In Transition ON ON Yel Ø Cycle Fault Action 81 FIO Status Alarm OFF OFF Yel (olaps) Enable Run Timer ### Alarm ON Alarm OFF OFF OFF 4Ph RT 9 RAMPS @ CROTON POINT AVE 04/07/22 OFF Signal # Electric Company: Intersection: Zip: CITY VILLAGE TOWN OF: CON EDISON CROTON POINT AVE @ RT 9 RAMPS CROTON-ON-HUDSON W-636/W-637 W-636/W-637 D26xxxx 8780.41 55.11-9 Signal: File: D/HWP: PIN: MODEL 2070 SIGNAL OPERATION PROGRAMMABLE FEATURES SIGNAL OPERATION SPECIFICATION SWITCH PACK FUNCTION INDICATIONS FACE TERMINAL WIRE COLOR CODE FACE TERMINAL WIRE COLOR CODE 14. SP 14 R SP 14 Y SP 14 G Grnd Bus Ground Wire PED-4 Ø2 SP 14 R SP 14 Y SP 14 G Grnd Bus SP 13 R SP 13 Y SP 13 G Grnd Bus Ground Wire Ø3 SP 13 R SP 13 Y SP 13 G Grnd Bus 12. SP 12 R SP 12 Y SP 12 G Grnd Bus Ground Wire PED-2 Ø6 SP 12 R SP 12 Y SP 12 G Grnd Bus 11. SP 11 R SP 11 Y SP 11 G Grnd Bus Ground Wire SP 11 R SP 11 Y SP 11 G Grnd Bus SP 10 R SP 10 Y SP 10 G Grnd Bus Ground Wire SP 10 R SP 10 Y SP 10 G Grnd Bus SP 9 R SP 9 Y SP 9 G Grnd Bus Ground Wire Ø7 SP 9 R SP 9 Y SP 9 G Grnd Bus SP 8 R SP 8 Y SP 8 G Grnd Bus Ground Wire OVL-2 Ø6+Ø8 SP 8 R SP 8 Y SP 8 G Grnd Bus 7. SP 7 R SP 7 Y SP 7 G Grnd Bus Ground Wire SP 7 R SP 7 Y SP 7 G Grnd Bus 6. SP 6 R SP 6 Y SP 6 G Grnd Bus Ground Wire OVL-6 Ø4+Ø6 SP 6 R SP 6 Y SP 6 G Grnd Bus 5. SP 5 R SP 5 Y SP 5 G Grnd Bus SP 5 R SP 5 Y SP 5 G Grnd Bus 4. SP 4 R SP 4 Y SP 4 G Grnd Bus SP 4 R SP 4 Y SP 4 G Grnd Bus SP 3 R SP 3 Y SP 3 G Grnd Bus Ø3 SP 3 R SP 3 Y SP 3 G Grnd Bus SP 2 R SP 2 Y SP 2 G Grnd Bus OVL-12 Ø2+Ø8 SP 2 R SP 2 Y SP 2 G Grnd Bus SP 1 R SP 1 Y SP 1 G Grnd Bus - - - - - OVL-3 Ø1 SP 1 R SP 1 Y SP 1 G Grnd Bus Ground Wire Ground Wire Ground Wire TABLE OF SWITCH PACKS PED-1 Ø2 OVL-1 Ø1+Ø2+Ø4 PED-3 Ø7 Ground Wire Date: Ground Wire SP 16 R SP 16 Y SP 16 G Grnd Bus Ground Wire SP 16 R SP 16 Y SP 16 G Grnd Bus SP 15 R SP 15 Y SP 15 G Grnd Bus Ground Wire SP 15 R SP 15 Y SP 15 G Grnd Bus 4/12/2022 Ground Wire - - - - - Ground Wire Red Yellow Green Ground Wire Red Yellow Green Ground Wire Red Yellow Green Ground Wire Red Yellow Green Ground Wire Red Yellow Green Ground Wire Red Yellow Green Ground Wire Red Yellow Green 14 / 10C - C - O - G - W 14 / 05C - F - R - O - G - W 14 / 10C - C - R - O - G - W 14 / 05C - E - R - O - G - W 14 / 05C - N - R - O - G - W 14 / 05C - M - R - O - G - W 14 / 05C - G - R - O - G - W 14 / 05C - H - R - O - G - W 14 / 05C - B - R - O - G - W 14 / 05C - A - R - O - G - W 14 / 05C - L - R - O - G - W 14 / 05C - K - R - O - G - W 14 / 05C - J - R - O - G - W 14 / 05C - I - R - O - G - W 14 / 05C - D - R - O - G - W Ground Wire HAND - - - - - - - MAN Ground Wire HAND - - - - - - - MAN Ground Wire HAND - - - - - - - MAN Ground Wire HAND - - - - - - - MAN 14 / 05C - 1P - R - - - - - - G - W 14 / 05C - 2P - R - - - - - - G - W 14 / 05C - 3P - R - - - - - - G - W 14 / 05C - 4P - R - - - - - - G - W Signal # Electric Company: Intersection: Zip: CITY VILLAGE TOWN OF: CON EDISON CROTON POINT AVE @ RT 9 RAMPS CROTON-ON-HUDSON W-636/W-637 W-636/W-637 D26xxxx 8780.41 55.11-9 Signal: File: D/HWP: PIN: MODEL 2070 SIGNAL OPERATION PROGRAMMABLE FEATURES SIGNAL OPERATION SPECIFICATION TRAFFIC SIGNAL MONITOR PROGRAMMING Notes: 4/12/2022 CONFLICT MONITOR DIODES TO BE CUT (SWITCH PACKS TO RUN TOGETHER) YELLOW DISABLE: WIRE JUMPERS TO BE INSTALLED FOR PEDS 210NYR MONITOR BOARD (SWITCH PACKS TO MONITOR) CURRENT MONITOR DIODES TO BE CUT (SWITCH PACKS TO NOT MONITOR) 1, 4-5, 10-12, 14-16 CURRENT MONITOR BOARD (IF USED) Date: DEFAULT SETTINGS DO NOT CHANGE DIP SWITCHES: X = ON BLANK = OFF RED FAIL ENABLE SWITCH PACKS TO MONITOR (3-COLOR BALLS & 3-COLOR ARROWS ONLY) (NO PEDS OR SOLO SUPPLEMENTAL HEADS) 1 – 6 1 - 8 1 - 9 2 – 6 2 - 8 2 - 9 2 - 11 2 – 12 2 – 14 3 – 7 3 - 10 3 – 13 6 - 8 6 - 9 6 - 11 6 - 12 6 – 14 7 – 10 7 – 13 8 - 9 8 - 11 8 – 12 8 - 14 X X X X 9 – 11 9 – 12 9 – 14 10 - 13 11 – 12 11 – 14 12 – 14 Signal # Electric Company: Intersection: Zip: CITY VILLAGE TOWN OF: CON EDISON CROTON POINT AVE @ RT 9 RAMPS CROTON-ON-HUDSON W-636/W-637 W-636/W-637 D26xxxx 8780.41 55.11-9 Signal: File: D/HWP: PIN: MODEL 2070 SIGNAL OPERATION PROGRAMMABLE FEATURES SIGNAL OPERATION SPECIFICATION TABLE OF INPUT WIRING Date: 4/12/2022 TERM. NUMBER FUNCTION DET. NO. DET. TYPE DET. AN OVER REMARKS 1A, 1B Ø 1 2A, 2B Ø 2 3A, 3B 4A, 4B Ø 7 5A, 5B Ø 2 6A, 6B Ø 6 7A, 7B Ø 7 QUADRAPOLE PRESENCE LOOP 8A, 8B Ø 6 QUADRAPOLE PRESENCE LOOP 9A, 9B Ø 3 9AB MICROWAVE MICROWAVE 10A, 10B 11A, 11B 12A, 12B 13A, 13B 14A, 14B NORMAL PRESENCE LOOP 15A, 15B NORMAL PRESENCE LOOP 16A, 16B NORMAL PRESENCE LOOP 17A, 17B NORMAL PRESENCE LOOP 18A, 18B Ø 6 NORMAL PRESENCE LOOP 19A, 19B Ø 6 QUADRAPOLE PRESENCE LOOP 20A, 20B Ø 6 NORMAL PRESENCE LOOP 21A, 21B 22A, 22B 23A, 23B 24A, 24B 25A, 25B PRESENCE LOOP 26A, 26B Ø 2 NORMAL PRESENCE LOOP 27A, 27B 28A, 28B Ø 3 QUADRAPOLE PRESENCE LOOP PRESENCE LOOP PRESENCE LOOP QUADRAPOLE QUADRAPOLE QUADRAPOLE PRESENCE LOOP NORMAL PRESENCE LOOP Ø 2 Ø 7 Ø 3 QUADRAPOLE NORMAL NORMAL Ø 1 Ø 2 Ø 3 Ø 7 Ø 2 Ø 6 Ø 7 QUADRAPOLE PRESENCE LOOP PRESENCE LOOP QUADRAPOLE NORMAL NORMAL PRESENCE LOOP PRESENCE LOOP QUEUE LOOP QUEUE LOOP PED 1 - Ø 2 BUTTON PEDESTRIAN PED 2 - Ø 6 BUTTON PEDESTRIAN PED 3 - Ø 7 BUTTON PEDESTRIAN PED 4 - Ø 2 BUTTON PEDESTRIAN Turning Movement Count (TMC) Data Turning Movement Counts GENERAL INFORMATION PROJECT NAME: PROJECT NO: DATE: ANALYST: INTERSECTION INFORMATION NOTES: SURVEY DATE: 1.) INTERSECTION: STREET (E-W): 2.) STREET (N-S): 3.) SURVEY PERIOD: AM PEAK PERIOD TO MIDDAY PEAK PERIOD TO PM PEAK PERIOD TO TRAFFIC VOLUMES Time Period Eastbound Westbound Northbound Southbound Begin End Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total AM PEAK PERIOD 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM 9:30 AM - 9:45 AM 9:45 AM - 10:00 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM Peak Hour Total Peak 15 Minute Vol Calculated PHF N/A 0.76 0.63 0.81 0.86 0.82 0.56 0.91 0.50 N/A 0.82 0.78 0.63 N/A N/A 0.63 PM PEAK PERIOD 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM Peak Hour Total Peak 15 Minute Vol Calculated PHF N/A 0.77 0.88 0.77 0.87 0.89 0.63 0.92 0.50 N/A 0.83 0.82 0.31 N/A N/A 0.31 Generalized AM Peak Hour Only Generalized PM Peak Hour Only HSRG Overlay and LI District Zoning Amendments July 5, 2022 Haley Hutson 10:00 AM Croton PT Avenue Parking Lot/ Veterans Plaza 7:00 AM 15 minute values should be input by the user. Time values should be entered in military time. 4:00 PM April 20, 2022 If there is no volume for a movement or time period, a zero should be entered in the appropriate cell(s). 7:00 PM AKRF, Inc. Turning Movement Counts GENERAL INFORMATION PROJECT NAME: PROJECT NO: DATE: ANALYST: INTERSECTION INFORMATION NOTES: SURVEY DATE: 1.) INTERSECTION: STREET (E-W): 2.) STREET (N-S): 3.) SURVEY PERIOD: AM PEAK PERIOD TO MIDDAY PEAK PERIOD TO PM PEAK PERIOD TO TRAFFIC VOLUMES Time Period Eastbound Westbound Northbound Southbound Begin End Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total AM PEAK PERIOD 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM 9:30 AM - 9:45 AM 9:45 AM - 10:00 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM Peak Hour Total Peak 15 Minute Vol Calculated PHF N/A 0.73 0.89 0.82 0.85 0.81 N/A 0.89 N/A N/A N/A N/A 0.90 N/A 0.80 0.85 PM PEAK PERIOD 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM Peak Hour Total Peak 15 Minute Vol Calculated PHF N/A 0.84 0.88 0.88 0.87 0.88 N/A 0.87 N/A N/A N/A N/A 0.84 N/A 0.79 0.90 HSRG Overlay and LI District Zoning Amendments July 5, 2022 Haley Hutson April 20, 2022 Generalized AM Peak Hour Only Generalized PM Peak Hour Only 15 minute values should be input by the user. Time values should be entered in military time. 4:00 PM 7:00 PM If there is no volume for a movement or time period, a zero should be entered in the appropriate cell(s). Croton Pt Ave 9/9A SB Ramp 7:00 AM 10:00 AM 12:00 AM 12:00 AM AKRF, Inc. Turning Movement Counts GENERAL INFORMATION PROJECT NAME: PROJECT NO: DATE: ANALYST: INTERSECTION INFORMATION NOTES: SURVEY DATE: 1.) INTERSECTION: STREET (E-W): 2.) STREET (N-S): 3.) SURVEY PERIOD: AM PEAK PERIOD TO MIDDAY PEAK PERIOD TO PM PEAK PERIOD TO TRAFFIC VOLUMES Time Period Eastbound Westbound Northbound Southbound Begin End Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total AM PEAK PERIOD 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM 9:30 AM - 9:45 AM 9:45 AM - 10:00 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM Peak Hour Total Peak 15 Minute Vol Calculated PHF N/A 0.84 0.88 0.89 0.80 0.89 N/A 0.90 0.88 N/A 0.89 0.95 N/A N/A N/A N/A PM PEAK PERIOD 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM Peak Hour Total Peak 15 Minute Vol Calculated PHF N/A 0.83 0.93 0.90 0.78 0.94 N/A 0.93 0.85 N/A 0.94 0.94 N/A N/A N/A N/A HSRG Overlay and LI District Zoning Amendments July 5, 2022 Haley Hutson April 20, 2022 Generalized AM Peak Hour Only Generalized PM Peak Hour Only 15 minute values should be input by the user. 4:00 PM 7:00 PM Croton Pt Ave 9A NB Ramp If there is no volume for a movement or time period, a zero should be entered in the appropriate cell(s). 7:00 AM 10:00 AM 12:00 AM 12:00 AM Time values should be entered in military time. AKRF, Inc. Turning Movement Counts GENERAL INFORMATION PROJECT NAME: PROJECT NO: DATE: ANALYST: INTERSECTION INFORMATION NOTES: SURVEY DATE: 1.) INTERSECTION: STREET (E-W): 2.) STREET (N-S): 3.) SURVEY PERIOD: AM PEAK PERIOD TO MIDDAY PEAK PERIOD TO PM PEAK PERIOD TO TRAFFIC VOLUMES Time Period Eastbound Westbound Northbound Southbound Begin End Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total AM PEAK PERIOD 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM 9:30 AM - 9:45 AM 9:45 AM - 10:00 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM Peak Hour Total Peak 15 Minute Vol Calculated PHF 0.81 N/A 0.87 0.88 N/A N/A N/A N/A 0.86 0.93 N/A 0.97 N/A 0.92 0.89 0.90 PM PEAK PERIOD 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM Peak Hour Total Peak 15 Minute Vol Calculated PHF 0.96 N/A 0.86 0.91 N/A N/A N/A N/A 0.89 0.89 N/A 0.90 N/A 0.86 0.94 0.93 HSRG Overlay and LI District Zoning Amendments July 5, 2022 Haley Hutson April 20, 2022 Generalized AM Peak Hour Only Generalized PM Peak Hour Only 15 minute values should be input by the user. 4:00 PM 7:00 PM Croton Pt Ave S Riverside Ave If there is no volume for a movement or time period, a zero should be entered in the appropriate cell(s). 7:00 AM 10:00 AM 12:00 AM 12:00 AM Time values should be entered in military time. AKRF, Inc. Turning Movement Counts GENERAL INFORMATION PROJECT NAME: PROJECT NO: DATE: ANALYST: INTERSECTION INFORMATION NOTES: SURVEY DATE: 1.) INTERSECTION: STREET (E-W): 2.) STREET (N-S): 3.) SURVEY PERIOD: AM PEAK PERIOD TO MIDDAY PEAK PERIOD TO PM PEAK PERIOD TO TRAFFIC VOLUMES Time Period Eastbound Westbound Northbound Southbound Begin End Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total AM PEAK PERIOD 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM 9:30 AM - 9:45 AM 9:45 AM - 10:00 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM Peak Hour Total Peak 15 Minute Vol Calculated PHF 0.58 N/A 0.50 0.69 N/A N/A N/A N/A 0.63 0.86 N/A 0.87 N/A 0.86 0.63 0.86 PM PEAK PERIOD 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM Peak Hour Total Peak 15 Minute Vol Calculated PHF 0.58 N/A 0.75 0.63 N/A N/A N/A N/A 0.58 0.96 N/A 0.95 N/A 0.94 0.75 0.94 HSRG Overlay and LI District Zoning Amendments July 5, 2022 Haley Hutson April 20, 2022 Generalized AM Peak Hour Only Generalized PM Peak Hour Only 15 minute values should be input by the user. 4:00 PM 7:00 PM Clinton Street S Riverside Ave If there is no volume for a movement or time period, a zero should be entered in the appropriate cell(s). 7:00 AM 10:00 AM 12:00 AM 12:00 AM Time values should be entered in military time. AKRF, Inc. Turning Movement Counts GENERAL INFORMATION PROJECT NAME: PROJECT NO: DATE: ANALYST: INTERSECTION INFORMATION NOTES: SURVEY DATE: 1.) INTERSECTION: STREET (E-W): 2.) STREET (N-S): 3.) SURVEY PERIOD: AM PEAK PERIOD TO MIDDAY PEAK PERIOD TO PM PEAK PERIOD TO TRAFFIC VOLUMES Time Period Eastbound Westbound Northbound Southbound Begin End Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total AM PEAK PERIOD 7:00 AM - 7:15 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM 8:15 AM - 8:30 AM 8:30 AM - 8:45 AM 8:45 AM - 9:00 AM 9:00 AM - 9:15 AM 9:15 AM - 9:30 AM 9:30 AM - 9:45 AM 9:45 AM - 10:00 AM 7:15 AM - 7:30 AM 7:30 AM - 7:45 AM 7:45 AM - 8:00 AM 8:00 AM - 8:15 AM Peak Hour Total Peak 15 Minute Vol Calculated PHF 0.90 0.95 0.80 0.95 0.63 0.80 0.83 0.82 0.75 0.78 0.82 0.83 0.81 0.88 0.93 0.86 PM PEAK PERIOD 4:00 PM - 4:15 PM 4:15 PM - 4:30 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM 5:30 PM - 5:45 PM 5:45 PM - 6:00 PM 6:00 PM - 6:15 PM 6:15 PM - 6:30 PM 6:30 PM - 6:45 PM 6:45 PM - 7:00 PM 4:30 PM - 4:45 PM 4:45 PM - 5:00 PM 5:00 PM - 5:15 PM 5:15 PM - 5:30 PM Peak Hour Total Peak 15 Minute Vol Calculated PHF 0.75 0.83 0.70 0.80 0.75 0.71 0.89 0.77 0.79 0.90 0.86 0.94 0.78 0.92 0.47 0.94 HSRG Overlay and LI District Zoning Amendments July 5, 2022 Haley Hutson April 20, 2022 Generalized AM Peak Hour Only Generalized PM Peak Hour Only 15 minute values should be input by the user. 4:00 PM 7:00 PM Benedict Blvd S Riverside Ave If there is no volume for a movement or time period, a zero should be entered in the appropriate cell(s). 7:00 AM 10:00 AM 12:00 AM 12:00 AM Time values should be entered in military time. AKRF, Inc. Trip Generation Backup  Trip Assignment Zone Maps  Zone Trip Generation Tables  Zone Trip Assignment Detail Tables Zone 1 Zone 2 Zone 3 Zone 4 Zone 5 Zone 6 Zone 7 Zone 8 Zone 9 Zone 10 Zones (Parcel Groups) for Trip Assignments - HSRG Zone Groups Note: Zone Parcel(s) Map ID Parcels with assumed multiple 1-8, 37-42 access points may be included in 33-36, 38, 43-46 multiple zones. 9-12, 31-34 30-32, 43, 44 13, 14 15-20, 25-29 21, 47 24-27 Zone 1 Zone 2 Zones (Parcel Groups) for Trip Assignments - LI TOD Zone Groups Zone Parcel(s) Map ID 48, 50 Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 0 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 74 Units 74 Units -1 -1 -2 -2 -1 -3 -2 -1 -3 -2 -2 -2 -1 -3 -1 -2 -3 74 Units 6.304 kSF (8) -1 -1 -1 -1 -1 -1 -1 -1 6.675 kSF (8) -1 -1 -2 -2 -2 -4 -2 -2 -4 -1 -1 -2 -2 -4 -2 -2 -4 Pass-by Trips (9) -2 -1 -6 -6 -12 -5 -5 -9 5.562 kSF (6) -3 -1 -4 -4 -2 -6 -3 -1 -4 -3 -2 -5 Pass-by Trips (10) -1 -10 -5 -15 -16 -11 -27 18.541 kSF Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (3) ITE rate of 1.67 trips/1,000 SF (82% entering, 18% exiting) was used for the Weekday AM Peak Hour ITE rate of 2.16 trips/1,000 SF (34% entering, 66% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.53 trips/1,000 SF (54% entering, 46% exiting) was used for the Saturday Midday Peak Hour. ITE Rates unavailable for the "Small Office Building" land use for the Saturday Midday Peak Hour, therefore, "General Office Building" land use rates were utilized instead. (4) ITE rate of 2.36 trips/1,000 SF (60% entering, 40% exiting) was used for the Weekday AM Peak Hour ITE rate of 6.59 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday PM Peak Hour ITE rate of 6.57 trips/1,000 SF (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour (5) ITE rate of 0.73 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday AM Peak Hour ITE rate of 7.80 trips/1,000 SF (67% entering, 33% exiting) was used for the Weekday PM Peak Hour ITE rate of 10.68 trips/1,000 SF (59% entering, 41% exiting) was used for the Saturday Midday Peak Hour (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. (8) The commercial square footage was assumed to be 34% office, 36% retail, and 30% restaurant. (9) Pass-by trip percentage of 34% utilized for the Weekday PM peak hour and 26% utilized for the Saturday Midday peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 820 "Shopping Center". ITE Pass-by trip percentage unavailable for Land Use 820 for the Weekday AM peak hour and was developed from the ratio of Weekday AM to Weekday PM peak hour trips yielding a pass-by trip percentage of 20%. (10) Pass-by trip percentage of 44% utilized for the Weekday PM peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 931 "Quality Restaurant". ITE Pass-by trip percentages unavailable for Land Use 931 for the Weekday AM and Saturday Midday peak hours and were developed from the ratio of Weekday AM and Saturday Midday to Weekday PM peak hour trips yielding pass-by trip percentages of 24% and 57% for the Weekday AM and Saturday Midday peak hours, respectively. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - LI TOD ZONE 1 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential Strip Retail Plaza (<40k)(4) Internal Trips (6) Mass Transit Credit (7) Total Retail Restaurant Fine Dining Restaurant(5) Internal Trips (6) Mass Transit Credit (7) Total Restaurant Retail Total Commercial TOTAL TRIP GENERATION Commercial LI TOD Office 712 / 710 Small Office Building (AM, PM) / General Office Building (Sat.)(3) Internal Trips (6) Mass Transit Credit (7) Total Office Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 0 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 13 Units 13 Units -1 -1 -1 -1 -1 -1 -1 -1 13 Units 1.119 kSF (8) 1.185 kSF (8) -1 -1 -1 -1 -1 -1 -1 -1 Pass-by Trips (9) -1 -1 -2 -1 -1 -2 0.987 kSF (6) -1 -1 -1 -1 -1 -1 -1 -1 Pass-by Trips (10) -2 -1 -3 -2 -3 -5 3.291 kSF Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.32(X) + 5.84 (26% entering, 74% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (3) ITE rate of 1.67 trips/1,000 SF (82% entering, 18% exiting) was used for the Weekday AM Peak Hour ITE rate of 2.16 trips/1,000 SF (34% entering, 66% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.53 trips/1,000 SF (54% entering, 46% exiting) was used for the Saturday Midday Peak Hour. ITE Rates unavailable for the "Small Office Building" land use for the Saturday Midday Peak Hour, therefore, "General Office Building" land use rates were utilized instead. (4) ITE rate of 2.36 trips/1,000 SF (60% entering, 40% exiting) was used for the Weekday AM Peak Hour ITE rate of 6.59 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday PM Peak Hour ITE rate of 6.57 trips/1,000 SF (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour (5) ITE rate of 0.73 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday AM Peak Hour ITE rate of 7.80 trips/1,000 SF (67% entering, 33% exiting) was used for the Weekday PM Peak Hour ITE rate of 10.68 trips/1,000 SF (59% entering, 41% exiting) was used for the Saturday Midday Peak Hour (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. (8) The commercial square footage was assumed to be 34% office, 36% retail, and 30% restaurant. (9) Pass-by trip percentage of 34% utilized for the Weekday PM peak hour and 26% utilized for the Saturday Midday peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 820 "Shopping Center". ITE Pass-by trip percentage unavailable for Land Use 820 for the Weekday AM peak hour and was developed from the ratio of Weekday AM to Weekday PM peak hour trips yielding a pass-by trip percentage of 20%. (10) Pass-by trip percentage of 44% utilized for the Weekday PM peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 931 "Quality Restaurant". ITE Pass-by trip percentages unavailable for Land Use 931 for the Weekday AM and Saturday Midday peak hours and were developed from the ratio of Weekday AM and Saturday Midday to Weekday PM peak hour trips yielding pass-by trip percentages of 24% and 57% for the Weekday AM and Saturday Midday peak hours, respectively. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - LI TOD ZONE 2 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential Strip Retail Plaza (<40k)(4) Internal Trips (6) Mass Transit Credit (7) Total Retail Restaurant Fine Dining Restaurant(5) Internal Trips (6) Mass Transit Credit (7) Total Restaurant Retail Total Commercial TOTAL TRIP GENERATION Commercial LI TOD Office 712 / 710 Small Office Building (AM, PM) / General Office Building (Sat.)(3) Internal Trips (6) Mass Transit Credit (7) Total Office Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 80 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 80 Units -1 -4 -5 -4 -2 -6 -2 -1 -3 -1 -3 -4 -3 -2 -5 -2 -1 -3 80 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 1 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 42 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 42 Units -1 -3 -4 -3 -1 -4 -1 -1 -2 -1 -2 -3 -2 -2 -4 -1 -1 -2 42 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 2 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 47 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 47 Units -1 -3 -4 -3 -1 -4 -1 -1 -2 -1 -2 -3 -2 -2 -4 -1 -1 -2 47 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 3 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 17 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 17 Units -1 -2 -3 -2 -1 -3 -1 -1 -1 -2 -3 -2 -1 -3 -1 -1 17 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 4 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 17 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 17 Units -1 -2 -3 -2 -1 -3 -1 -1 -1 -2 -3 -2 -1 -3 -1 -1 17 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 5 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 66 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 66 Units -1 -3 -4 -3 -2 -5 -1 -2 -3 -1 -3 -4 -3 -1 -4 -1 -1 -2 66 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 6 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 70 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 70 Units -1 -4 -5 -3 -2 -5 -2 -1 -3 -1 -3 -4 -3 -2 -5 -1 -2 -3 70 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 7 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 26 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 26 Units -1 -2 -3 -2 -1 -3 -1 -1 -1 -2 -3 -2 -1 -3 -1 -1 26 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 8 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 9 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 9 Units -1 -2 -3 -2 -2 -1 -1 -2 -1 -1 -2 9 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 9 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 10 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 0 Units 10 Units -1 -2 -3 -2 -1 -3 -1 -1 -2 -1 -1 -2 10 Units Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. *Source: ITE Trip Generation Manual, 11th Edition Trip Generation* HSRG Overlay and LI District Zoning Amendments - HSRG ZONE 10 Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential TOTAL TRIP GENERATION HSRG Build Projects - Trip Generation Assignments IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT AM PM INTERSECTIONS AM PM IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT IN OUT 1. Croton Point Avenue & Veterans Plaza EB L T 5% 5% 5% 5% 5% 5% 5% 5% 5% 5% R WB L 15% 15% 15% 15% 15% 15% 15% 15% 15% 15% T 5% 5% 5% 5% 5% 5% 5% 5% 5% 5% R NB L T R 15% 15% 15% 15% 15% 15% 15% 15% 15% 15% SB L T R 2. Croton Point Avenue & Route 9/9A SB Ramps EB T 20% 20% 20% 20% 20% 20% 20% 20% 20% 20% R WB L 35% 35% 35% 35% 35% 35% 35% 35% 35% 35% T 20% 20% 20% 20% 20% 20% 20% 20% 20% 20% SB L 15% 15% 15% 15% 15% 15% 15% 15% 15% 15% T R 3. Croton Point Av & Route 9/9A NB Ramps/Restaurant Drvwy. EB L 35% T 35% 35% 35% 35% 35% 35% 35% 35% 30% R 15% WB L 15% 15% 15% 15% 15% 15% 15% 15% T 55% 55% 55% 55% 55% 55% 55% 55% 30% R 30% NB L 35% T 35% R 35% 35% 35% 35% 35% 35% 35% 35% SB L 30% T 15% R 55% 4. South Riverside Avenue/Croton Point Avenue EB L 70% 70% 70% 70% 70% 70% 25% 25% 25% R 70% 5% 5% 5% NB L 70% 5% 5% 5% T 5% 5% 5% 5% 5% 5% 25% SB T 5% 5% 5% 5% 5% 5% 25% R 70% 70% 70% 70% 70% 70% 25% 25% 25% 5. South Riverside Avenue/Benedict Blvd. EB L T R WB L 75% 10% 10% 10% 10% 10% T 10% R 10% 10% 10% 15% NB L 75% T 75% 75% 75% 15% 15% 15% 15% 15% R 75% 10% 10% 10% 10% 10% SB L 10% 10% 10% 15% T 75% 75% 75% 15% 15% 15% 15% 15% R 15% Zone 8 Zone 9 Zone 1 RESIDENTIAL PROJECT TRAFFIC Zone 2 Zone 3 Zone 10 Zone 4 Zone 5 Zone 6 Zone 10 Zone 4 Zone 5 Zone 6 Zone 7 Zone 7 Zone 8 Zone 9 HSRG Overlay and LI District Zoning Amendments Zone 1 Zone 2 Zone 3 HSRG BUILD INCREMENT LI TOD Resid. Build Projects Trip Generation Assignments IN OUT IN OUT AM PM INTERSECTIONS AM PM IN OUT IN OUT 1. Croton Point Avenue & Veterans Plaza EB L 5% T R 5% WB L 80% T R 80% NB L 5% T 15% R 80% SB L 80% T 15% R 5% 2. Croton Point Avenue & Route 9/9A SB Ramps EB T 45% 45% R 35% 35% WB L T 65% 65% SB L T R 15% 15% 3. Croton Point Av & Route 9/9A NB Ramps/Restaurant Drvwy. EB L T 30% 30% R 15% 15% WB L T 30% 30% R NB L 35% 35% T R SB L T R 4. South Riverside Avenue/Croton Point Avenue EB L 25% 25% R 5% 5% NB L 5% 5% T SB T R 25% 25% 5. South Riverside Avenue/Benedict Blvd. EB L T R WB L 10% 10% T R NB L T 15% 15% R 10% 10% SB L T 15% 15% R HSRG Overlay and LI District Zoning Amendments Zone 1 Zone 2 LI TOD BUILD INCREMENT RESIDENTIAL PROJECT TRAFFIC Zone 1 Zone 2 LI TOD Comm. Build Projects Trip Generation Assignments IN OUT IN OUT AM PM INTERSECTIONS AM PM IN OUT IN OUT 1. Croton Point Avenue & Veterans Plaza EB L 5% T R 5% WB L 80% T R 80% NB L 5% T 15% R 80% SB L 80% T 15% R 5% 2. Croton Point Avenue & Route 9/9A SB Ramps EB T 45% 45% R 35% 35% WB L T 65% 65% SB L T R 15% 15% 3. Croton Point Av & Route 9/9A NB Ramps/Restaurant Drvwy. EB L T 30% 30% R 15% 15% WB L T 30% 30% R NB L 35% 35% T R SB L T R 4. South Riverside Avenue/Croton Point Avenue EB L 25% 25% R 5% 5% NB L 5% 5% T SB T R 25% 25% 5. South Riverside Avenue/Benedict Blvd. EB L T R WB L 10% 10% T R NB L T 15% 15% R 10% 10% SB L T 15% 15% R HSRG Overlay and LI District Zoning Amendments Zone 1 Zone 2 LI TOD BUILD INCREMENT COMMERCIAL PROJECT TRAFFIC Zone 1 Zone 2 Previous AKRF Memorandums  Trip Generation Memorandum (2/25/2022)  Traffic Screening Memorandum (5/27/2022) Environmental, Planning, and Engineering Consultants 34 South Broadway Suite 300 White Plains, NY 10601 tel: 914 949-7336 fax: 914 949-7559 www.akrf.com Offices in New York ● New Jersey ● Pennsylvania ● Maryland ● Connecticut Memorandum To: From: AKRF, Inc. Date: February 25, 2022 Re: Trip Generation Summary – Proposed HSRG Overlay and LI District Zoning Amendments AKRF has completed trip generation calculations for the theoretical maximum buildout projected under the proposed HSRG Overlay and LI District zoning amendments. The calculations are based on trip generation rates and data provided in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition (the most recent edition available at this time). The results of the trip generation calculations are presented in Table 1. To generate a theoretical maximum buildout scenario for the HSRG Overlay area, it was assumed that all parcels within the existing HSRG Overlay district and proposed expansion area would be redeveloped with multifamily residential buildings with a floor area ratio (FAR) of 0.8, a maximum height of three stories/35 feet, and compliance with on-site (off-street) parking requirements as per the proposed zoning amendments. The theoretical maximum buildout scenario for the HSRG Overlay resulted in a total of 383 residential units and 583 off-street parking spaces. To generate a theoretical maximum buildout scenario for the LI district parcels, the calculations assumed that each of the three parcels (48, 49, and 50) would be redeveloped with a 1.2 FAR mixed-use building containing ground floor commercial space with residential space above, at a maximum height of five stories, while also meeting the on-site parking requirements as per the proposed zoning amendments. The theoretical maximum buildout scenario for the LI district parcels resulted in a total of 87 residential units, 21,831 square feet of ground floor commercial space, and 142 off-street parking spaces (55 spaces for commercial uses and 87 spaces for residential uses). Off-street parking requirements for any new multifamily residential uses in the HSRG Overlay area are expected to be the same as what is currently permitted for mixed-use buildings through Section 230-20.3(d) of the Village Zoning Code (one parking space per unit, plus one additional parking space for each bedroom in the unit in excess of one bedroom). However, because the buildout calculations did not account for bedrooms and assumed each residential unit would be Village of Croton-on-Hudson February 25, 2022 1,000 square feet in area, a ratio of 1.5 parking spaces per projected unit was applied for the HSRG Overlay, which is considered conservative. Due to the Village’s desire to introduce a Transit- Oriented Development (TOD) concept to the LI district parcels included in the study, which are within close proximity to public transit and municipal parking lots, off-street parking requirements for mixed-use development on the three LI district parcels was assumed to be 1 parking space per residential unit and 1 parking space per 400 square feet of commercial floor area. For context, the Village's C-2 (General Commercial) district currently permits the greater of 1 space per 300 square feet of office floor area or 1 space per 250 square feet of retail/service area. For both the HSRG Overlay and LI district parcels included in the study, projected uses were assumed to be accommodated within one building per parcel, with the projected amount of required parking accommodated on each parcel as well. The area calculation for the required number of parking spaces assumed that one space requires 325 sf. This was calculated by adding the area of a typical parking space (10 ft. x 20 ft. = 200 sf) to the area equal to half the circulation aisle (10 ft. x 12.5 ft = 125 sf). The complete lists of assumptions utilized to complete the buildout and parking calculations, which have been vetted through the Village, will be included in the FEAF Part 3 Supplemental Narrative being prepared by AKRF. Trip generation calculations were performed for the Weekday AM, Weekday PM, and Saturday Midday peak hours. Credits were taken account for internal trips between the land uses (i.e., pedestrian trips between land uses that would not generate additional vehicle trips) within the Project Area, and for mass transit usage. In addition, pass-by trip1 credits were taken for the retail and restaurant land uses. As shown in Table 1, the total trip generation numbers would be 165, 241, and 216 trips for the Weekday AM, Weekday PM, and Saturday Midday peak hours. Since the number of trips for each peak hour examined exceeds 100 trips, it is anticipated that a quantified analysis at key intersections will be required. The quantified analysis would assist the Village in assessing the potential for traffic impacts, in the unlikely event that the entirety of the Project Area is fully redeveloped under the parameters of the proposed zoning amendments, as assumed through the conservative buildout calculations. Selection of any intersections to be included in the analysis would be determined based on consultation with the Village. Figure 1 shows the nine intersections proposed for quantified analysis and also illustrates the general trip distribution pattern percentages to and from the Project Area. Figures 2, 3, and 4 illustrate the estimated net trips (i.e., less any trip credits such as pass-by or transit credits) that would be distributed across the roadway network based on the percentages shown in Figure 1. It is important to note that the illustrated study area intersections, trip distribution patterns, and trip assignments are for preliminary discussion purposes only and are subject to modification based on consultation with the Village and any traffic data that would be collected in support of the quantified analysis (e.g., traffic counts). 1 A pass-by trip is a trip already present in the traffic stream and is made as an intermediate stop on the way from an origin to a separate primary trip destination without a route diversion. Pass-by trips are not considered as new trips to the overall roadway network. Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 383 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 87 Units 470 Units -4 -13 -17 -14 -8 -22 -10 -9 -19 -4 -11 -15 -12 -8 -20 -9 -8 -17 470 Units 7.423 kSF (8) -1 -1 -1 -1 -2 -1 -1 -1 -1 7.859 kSF (8) -1 -1 -2 -3 -2 -5 -3 -2 -5 -1 -1 -2 -2 -3 -5 -2 -3 -5 Pass-by Trips (9) -2 -1 -7 -7 -14 -6 -5 -11 6.549 kSF (6) -1 -1 -3 -2 -5 -4 -3 -7 -3 -2 -5 -4 -2 -6 Pass-by Trips (10) -1 -1 -12 -6 -18 -19 -14 -32 21.831 kSF Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (3) ITE rate of 1.67 trips/1,000 SF (82% entering, 18% exiting) was used for the Weekday AM Peak Hour ITE rate of 2.16 trips/1,000 SF (34% entering, 66% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.53 trips/1,000 SF (54% entering, 46% exiting) was used for the Saturday Midday Peak Hour. ITE Rates unavailable for the "Small Office Building" land use for the Saturday Midday Peak Hour, therefore, "General Office Building" land use rates were utilized instead. (4) ITE rate of 2.36 trips/1,000 SF (60% entering, 40% exiting) was used for the Weekday AM Peak Hour ITE rate of 6.59 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday PM Peak Hour ITE rate of 6.57 trips/1,000 SF (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour (5) ITE rate of 0.73 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday AM Peak Hour ITE rate of 7.80 trips/1,000 SF (67% entering, 33% exiting) was used for the Weekday PM Peak Hour ITE rate of 10.68 trips/1,000 SF (59% entering, 41% exiting) was used for the Saturday Midday Peak Hour (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. (8) The commercial square footage was assumed to be 34% office, 36% retail, and 30% restaurant. (9) Pass-by trip percentage of 34% utilized for the Weekday PM peak hour and 26% utilized for the Saturday Midday peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 820 "Shopping Center". ITE Pass-by trip percentage unavailable for Land Use 820 for the Weekday AM peak hour and was developed from the ratio of Weekday AM to Weekday PM peak hour trips yielding a pass-by trip percentage of 20%. (10) Pass-by trip percentage of 44% utilized for the Weekday PM peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 931 "Quality Restaurant". ITE Pass-by trip percentages unavailable for Land Use 931 for the Weekday AM and Saturday Midday peak hours and were developed from the ratio of Weekday AM and Saturday Midday to Weekday PM peak hour trips yielding pass-by trip percentages of 24% and 57% for the Weekday AM and Saturday Midday peak hours, respectively. *Source: ITE Trip Generation Manual, 11th Edition Total Commercial TOTAL TRIP GENERATION Strip Retail Plaza (<40k)(4) Internal Trips (6) Mass Transit Credit (7) Total Retail Restaurant Fine Dining Restaurant(5) Internal Trips (6) Mass Transit Credit (7) Total Restaurant Commercial LI TOD Office 712 / 710 Small Office Building (AM, PM) / General Office Building (Sat.)(3) Internal Trips (6) Mass Transit Credit (7) Total Office Retail Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential Table 1 Trip Generation* Croton Zoning Study Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour 5% 10% 15% 10% 15% 5% 35% 20% 70% Exiting Trip Distribution Percentages (Reverse for entering trips) 15% General Project Area Outline PROPOSED STUDY AREA INTERSECTIONS AND TRIP DISTRIBUTION PERCENTAGES Proposed Study Area Intersections 1. Croton Point Ave. and Veterans Plaza 2. Croton Point Ave. and Rt. 9/9A Southbound Ramps 3. Croton Point Ave. and Rt. 9/9A Northbound Ramps 4. Croton Point Ave. and S. Riverside Ave. 5. S. Riverside Ave. and Shopping Center Driveway 6. S. Riverside Ave. and Benedict Blvd. 7. S. Riverside Ave. and Clifton St. 8. S. Riverside Ave. and Oneida Ave. 9. Benedict Blvd. and Wayne St. Proposed Turning Movement Count (TMC) Time Periods Weekday AM: 7:00 AM - 10:00 AM Weekday PM: 4:00 PM - 7:00 PM Saturday Midday: 11:00 AM - 2:00 PM Estimated Two-Way Project Generated Traffic Volumes Estimated One-Way Project Generated Traffic Volumes General Project Area Outline ESTIMATED NET TRIP ASSIGNMENT VOLUMES - WEEKDAY AM PEAK HOUR Estimated Two-Way Project Generated Traffic Volumes Estimated One-Way Project Generated Traffic Volumes General Project Area Outline ESTIMATED NET TRIP ASSIGNMENT VOLUMES - WEEKDAY PM PEAK HOUR Estimated Two-Way Project Generated Traffic Volumes Estimated One-Way Project Generated Traffic Volumes General Project Area Outline ESTIMATED NET TRIP ASSIGNMENT VOLUMES - SATURDAY PEAK HOUR Environmental, Planning, and Engineering Consultants 34 South Broadway Suite 300 White Plains, NY 10601 tel: 914 949-7336 fax: 914 949-7559 www.akrf.com Offices in New York ● New Jersey ● Pennsylvania ● Maryland ● Connecticut Technical Memorandum To: From: AKRF, Inc. Date: May 27, 2022 Re: Traffic Screening Analysis – Proposed HSRG Overlay and LI District Zoning Amendments This memorandum presents the results of the preliminary screening analysis that was conducted in advance of the preparation of the Traffic Impact Study (TIS) related to the theoretical maximum buildout projected under the proposed Harmon/South Riverside Gateway (HSRG) Overlay and Light Industrial (LI) District zoning amendments. As indicated in the scope of work dated March 21, 2022, the following six intersections were proposed for analysis in the TIS: 1. Croton Point Ave. and Veterans Plaza 2. Croton Point Ave. and Rt. 9/9A Southbound Ramps 3. Croton Point Ave. and Rt. 9/9A Northbound Ramps 4. Croton Point Ave. and S. Riverside Ave. 5. S. Riverside Ave. and Benedict Blvd. 6. S. Riverside Ave. and Clinton St. The preliminary screening analysis was conducted to estimate the likelihood of traffic impacts occurring at any of the intersections listed above. Any intersections determined to “screen-out” based on the criteria outlined below would be removed from the TIS study area list of intersections for quantified analysis. A. SCREENING PROCEDURES ASSESSMENT OF PROJECT GENERATED TRIPS The first step of the screening process involved estimating the increase in traffic through each of the six intersections as a result of the proposed zoning amendments. The trip generation (as presented in AKRF’s February 25, 2022 memorandum to the Village, see Attachment A) was based on data presented in the Institute of Transportation Engineers (ITE) Trip Generation Manual, 11th Edition. Assumptions regarding potential driveway locations were utilized to develop trip assignments for the theoretical maximum buildout for the weekday AM and PM peak periods. Individual trip assignments were developed for groups of parcels Village of Croton-on-Hudson Board of Trustees May 27, 2022 assumed to share common driveways/access points. The cumulative trip assignments were then utilized to estimate the increase in traffic that would pass through each intersection as a result of the proposed zoning amendments (see Attachment A for the cumulative parcel trip assignments for the HSRG Overlay and LI District). Table 1 summarizes the anticipated increase in traffic as a result of the proposed zoning amendments for the six intersections examined. The increases are shown for individual vehicle movements (left, through, right) as well as for the overall intersection. As shown in Table 1 each of the six intersections are anticipated to experience an overall increase in traffic in excess of 100 vehicles during both the weekday AM and PM peak periods. A threshold of a 100 vehicle increase through a given intersection during a peak hour is not uncommon for consideration of a quantified analysis. However, the increases in traffic for individual vehicle movements were also reviewed. In examining the increase in traffic for individual vehicle movements, the following four intersections contain at least one movement which would experience an increase of greater than 50 vehicles:  Croton Point Ave. and Rt. 9/9A Southbound Ramps  Croton Point Ave. and Rt. 9/9A Northbound Ramps  Croton Point Ave. and S. Riverside Ave.  S. Riverside Ave. and Benedict Blvd. As the common threshold increases for both overall intersection (100 vehicles) and intersection movements (50 vehicles) would be met at these locations, it is recommended that a quantified analysis is conducted as part of the TIS for the four intersections listed above. Since only the increase in traffic for individual vehicle movements would be less than 50 vehicles for the other two intersections (Croton Point Avenue/Veterans Plaza and S. Riverside Avenue/Clinton Street), further examination was conducted to determine if a quantified analysis would be warranted. CROTON POINT AVENUE AND VETERANS PLAZA As Veterans Plaza provides a direct link to the parking facilities for the Croton-Harmon station of the Metro- North Railroad and is a major trip origin/destination location in the area, the intersection of Croton Point Avenue and Veterans Plaza is recommended for quantified analysis. S. RIVERSIDE AVENUE AND CLINTON STREET At the intersection of S. Riverside Avenue and Clinton Street, the highest increases in traffic are anticipated to occur on the Riverside Avenue through movements (all less than 50 vehicles). In order to estimate the potential effects of these increases, a preliminary capacity analysis was performed for this intersection. Table 2 presents the preliminary capacity analysis results for the S. Riverside Avenue and Clinton Street intersection. The Existing Conditions traffic volumes were derived from traffic counts collected in April 2022. A comparison of future No Build (i.e., without the proposed zoning) with future Build (i.e., with the proposed zoning) was made. For the purposes of this analysis, it was conservatively assumed that the future design year (i.e., the future year by which the full theoretical buildout from the rezoning would occur) would be 2042 (2022 + 20 years). Future No Build traffic volumes were developed by increasing the Existing 2022 traffic volumes in the study by a 1 percent per year compounded growth rate. This reflected increases in background traffic growth that would be expected to occur with or without the rezoning. Future Build traffic volumes were developed by adding the trips that were generated by the rezoning to the No Build network. The weekday AM and PM peak-hour models of the S. Riverside Avenue and Clinton Street intersection were then evaluated with the 2042 No Build and Build volumes. May 27, 2022 Movement Intersection Movement Intersection Traffic Intersections EB L T R WB L T R NB L T R SB L T R EB T R WB L T SB L T R EB L T R WB L T R NB L T R SB L T R EB L R NB L T SB T R EB L T R WB L T R NB L T R SB L T R EB L R NB L T SB T R Table 1 Croton Zoning Generated Trips - By Movement & Intersection Notes: EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound; L = Left, T = Through, R = Right Croton Point Av & Route 9/9A NB Ramps/Restaurant Drvwy. Croton Point Avenue & Route 9/9A SB Ramps Croton Point Avenue & Veterans Plaza South Riverside Avenue & Croton Point Avenue South Riverside Avenue & Benedict Blvd. South Riverside Avenue & Clinton St. AM PEAK HOUR PM PEAK HOUR Village of Croton-on-Hudson Board of Trustees May 27, 2022 Table 2 Preliminary Level of Service Analysis S. Riverside Avenue & Clinton Street Peak Hour Approach Lane Group 2022 Existing 2042 No Build 2042 Build v/c Delay LOS v/c Delay LOS v/c Delay LOS Ratio (sec) Ratio (sec) Ratio (sec) Weekday AM Peak Hour EB (Clinton) LR 0.05 16.0 C 0.08 19.5 C 0.18 20.2 C NB (S. Riverside) L 0.01 8.9 A 0.01 9.3 A 0.02 9.5 A Weekday PM Peak Hour EB (Clinton) LR 0.05 17.3 C 0.09 21.8 C 0.15 21.8 C NB (S. Riverside) L 0.01 8.3 A 0.01 8.5 A 0.03 8.8 A Notes: v/c = Volume to Capacity; LOS = Level of Service EB = Eastbound, NB = Northbound; L = Left, R=Right The capacity analysis was performed using methodologies based on the Highway Capacity Manual, 6th Edition (HCM 6) methodology (Synchro 11 software) to calculate existing and future traffic operating conditions (Level of Service (“LOS”) and total delay) at each of the Study Area intersections. LOS is based on a grading scale of “A” through “F” with “A” representing optimum traffic conditions and “F” representing poor traffic conditions (LOS D or better is typically considered acceptable operating conditions). A comparison of the No Build and Build analysis results indicates that all intersection movements would continue to operate at acceptable Level of Service (LOS) ‘C’ or better during the peak hours analyzed and there would be no degradation to unacceptable LOS E or F under 2042 Build conditions with the proposed rezoning. Therefore, due to the unlikely potential for this intersection to experience impacts with the proposed rezoning, it is proposed that the intersection of S. Riverside Avenue and Clinton Street not be included as part of the TIS study area for a quantified analysis. B. CONCLUSION Based on the screening outlined above, one intersection has been screened-out of quantified analysis, and the following five intersections are proposed for quantified analysis in the TIS: 1. Croton Point Ave. and Veterans Plaza 2. Croton Point Ave. and Rt. 9/9A Southbound Ramps 3. Croton Point Ave. and Rt. 9/9A Northbound Ramps 4. Croton Point Ave. and S. Riverside Ave. 5. S. Riverside Ave. and Benedict Blvd. May 27, 2022 ATTACHMENT A -Trip Generation Table from AKRF’s February 25, 2022 memorandum to the Village - Cumulative trip assignment volumes for the HSRG Overlay and LI District Code # Land Use In Out Total In Out Total In Out Total HSRG Multifamily Housing (3 story max.) Multifamily Housing (Low-Rise) - Not Close to Rail Transit (1) 383 Units LI TOD Multifamily Housing (5 story max.) Multifamily Housing (Mid-Rise) - Not Close to Rail Transit(2) 87 Units 470 Units -4 -13 -17 -14 -8 -22 -10 -9 -19 -4 -11 -15 -12 -8 -20 -9 -8 -17 470 Units 7.423 kSF (8) -1 -1 -1 -1 -2 -1 -1 -1 -1 7.859 kSF (8) -1 -1 -2 -3 -2 -5 -3 -2 -5 -1 -1 -2 -2 -3 -5 -2 -3 -5 Pass-by Trips (9) -2 -1 -7 -7 -14 -6 -5 -11 6.549 kSF (6) -1 -1 -3 -2 -5 -4 -3 -7 -3 -2 -5 -4 -2 -6 Pass-by Trips (10) -1 -1 -12 -6 -18 -19 -14 -32 21.831 kSF Notes: (1) ITE equation T = 0.31(X) + 22.85 (24% entering, 76% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.43(X) + 20.55 (63% entering, 37% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.41 trips/dwelling unit (50% entering, 50% exiting) was used for the Saturday Midday Peak Hour. (2) ITE equation T = 0.44(X) - 11.61 (23% entering, 77% exiting) was used for the Weekday AM Peak Hour ITE equation T = 0.39(X) + 0.34 (61% entering, 39% exiting) was used for the Weekday PM Peak Hour ITE Equation Ln(T) = 1.00 Ln(x) - 0.91 (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour. (3) ITE rate of 1.67 trips/1,000 SF (82% entering, 18% exiting) was used for the Weekday AM Peak Hour ITE rate of 2.16 trips/1,000 SF (34% entering, 66% exiting) was used for the Weekday PM Peak Hour ITE rate of 0.53 trips/1,000 SF (54% entering, 46% exiting) was used for the Saturday Midday Peak Hour. ITE Rates unavailable for the "Small Office Building" land use for the Saturday Midday Peak Hour, therefore, "General Office Building" land use rates were utilized instead. (4) ITE rate of 2.36 trips/1,000 SF (60% entering, 40% exiting) was used for the Weekday AM Peak Hour ITE rate of 6.59 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday PM Peak Hour ITE rate of 6.57 trips/1,000 SF (51% entering, 49% exiting) was used for the Saturday Midday Peak Hour (5) ITE rate of 0.73 trips/1,000 SF (50% entering, 50% exiting) was used for the Weekday AM Peak Hour ITE rate of 7.80 trips/1,000 SF (67% entering, 33% exiting) was used for the Weekday PM Peak Hour ITE rate of 10.68 trips/1,000 SF (59% entering, 41% exiting) was used for the Saturday Midday Peak Hour (6) Internal trips calculated utilizing an internal trip credit of 10%. (7) Mass Transit credit calculated utilizing a 10% mass transit credit. (8) The commercial square footage was assumed to be 34% office, 36% retail, and 30% restaurant. (9) Pass-by trip percentage of 34% utilized for the Weekday PM peak hour and 26% utilized for the Saturday Midday peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 820 "Shopping Center". ITE Pass-by trip percentage unavailable for Land Use 820 for the Weekday AM peak hour and was developed from the ratio of Weekday AM to Weekday PM peak hour trips yielding a pass-by trip percentage of 20%. (10) Pass-by trip percentage of 44% utilized for the Weekday PM peak hour, based on average of pass-by trip percentages presented in the Institute of Transportation Engineers (ITE) Trip Generation Handbook, 3rd Edition for ITE Land Use Code 931 "Quality Restaurant". ITE Pass-by trip percentages unavailable for Land Use 931 for the Weekday AM and Saturday Midday peak hours and were developed from the ratio of Weekday AM and Saturday Midday to Weekday PM peak hour trips yielding pass-by trip percentages of 24% and 57% for the Weekday AM and Saturday Midday peak hours, respectively. *Source: ITE Trip Generation Manual, 11th Edition Total Commercial TOTAL TRIP GENERATION Strip Retail Plaza (<40k)(4) Internal Trips (6) Mass Transit Credit (7) Total Retail Restaurant Fine Dining Restaurant(5) Internal Trips (6) Mass Transit Credit (7) Total Restaurant Commercial LI TOD Office 712 / 710 Small Office Building (AM, PM) / General Office Building (Sat.)(3) Internal Trips (6) Mass Transit Credit (7) Total Office Retail Weekday PM Peak Hour Saturday Midday Peak Hour Residential Subtotal Residential Internal Trips (6) Mass Transit Credit (7) Total Residential Table 1 Trip Generation* Croton Zoning Study Building Component Zoning Component Land Use Description ITE Land Use Size Weekday AM Peak Hour Table A-1 Croton Zoning Cumulative Trip Assignment Summary INTERSECTIONS AM PM AM PM AM PM 1. Croton Point Avenue & Veterans Plaza EB L T R WB L T R NB L T R SB L T R 2. Croton Point Avenue & Route 9/9A SB Ramps EB T R WB L T SB L T R 3. Croton Point Av & Route 9/9A NB Ramps/Restaurant Drvwy. EB L T R WB L T R NB L T R SB L T R 4. South Riverside Avenue/Croton Point Avenue EB L R NB L T SB T R 5. South Riverside Avenue/Benedict Blvd. EB L T R WB L T R NB L T R SB L T R 6. South Riverside Avenue/Clinton St. EB L R NB L T SB T R COMMERCIAL PROJECT TRAFFIC EB = Eastbound, WB = Westbound, NB = Northbound, SB = Southbound; L = Left, T = Through, R = Right Notes: LI TOD TRIPS HSRG TRIPS RESIDENTIAL PROJECT TRAFFIC RESIDENTIAL PROJECT TRAFFIC ATTACHMENT B  Capacity Analysis Methodology  Synchro Output Reports Capacity Analysis Methodology CAPACITY ANALYSIS METHODOLOGY SIGNALIZED INTERSECTIONS AKRF analyzed the operation of Study Area signalized intersections by applying the Percentile Delay Methodology included in the Synchro 10 traffic signal software. The Percentile Delay Methodology differs from the Highway Capacity Manual (HCM) Methodology by calculating vehicle delays for five different percentile scenarios (10th, 30th, 50th, 70th and 90th) and taking the volume weighted average of the scenarios as compared to HCM, which calculates delay for a single average scenario. The Percentile Delay Methodology includes an additional queue delay component to account for the effects of queues and blocking on short links and turning bays. The methodology evaluates signalized intersections for average delay per vehicle and level of service (LOS). LOS is characterized for the entire intersection, each intersection approach, and/or each lane group. LOS is the only measure of effectiveness provided for the entire intersection operation. Total delay and volume-to-capacity (v/c) ratio are used to characterize LOS for a lane group. The volume-to-capacity ratio quantifies the degree to which a phase’s capacity is utilized by a lane group. LOS A describes operation with a delay of 10 seconds per vehicle or less and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. LOS B describes operation with delay between 10 and 20 seconds per vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. LOS C describes operation with delay between 20 and 35 seconds per vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is favorable or the cycle length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may appear at this level. The number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. LOS D describes operation with delay between 35 and 55 seconds per vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable. LOS E describes operation with delay between 55 and 80 seconds per vehicle and a volume-to- capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. LOS F describes operation with delay exceeding 80 seconds per vehicle or a volume-to-capacity ratio greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue. A lane group can incur a delay less than 80 seconds per vehicle when the volume-to-capacity ratio exceeds 1.0. This condition typically occurs when the cycle length is short, the signal progression is favorable, or both. As a result, both the delay and volume-to-capacity ratio are considered when lane group LOS is established. A ratio of 1.0 or more indicates that cycle capacity is fully utilized and represents failure from a capacity perspective (just as delay in excess of 80 seconds per vehicle represents failure from a delay perspective). HCM’s standard delay criteria for the range of service levels at signalized intersections are shown in Table A.1-1. Table A.1-1 LOS Criteria for Signalized Intersections Total Delay Per Vehicle Level-of-Service (LOS)(1) v/c ratio ≤1.0 v/c ratio > 1.0 ≤ 10.0 seconds A F >10.0 and ≤ 20.0 seconds B F >20.0 and ≤ 35.0 seconds C F >35.0 and ≤ 55.0 seconds D F >55.0 and ≤ 80.0 seconds E F >80.0 seconds F F Note: (1) For approach-based and intersection-wide assessments, LOS is defined solely by delay. Source: Transportation Research Board. Highway Capacity Manual, 6th Edition. Synchro Output Reports HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 1: Veterans Plaza/Parking Lot Driveway & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.989 0.984 0.871 0.850 Flt Protected 0.950 0.973 0.993 0.950 Satd. Flow (prot) Flt Permitted 0.662 0.757 0.949 0.717 Satd. Flow (perm) Right Turn on Red No Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 7.9 3.9 3.9 6.6 Peak Hour Factor 0.81 0.81 0.81 0.91 0.91 0.91 0.78 0.78 0.78 0.63 0.63 0.63 Heavy Vehicles (%) 2% 10% 2% 3% 10% 2% 3% 3% 3% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) 37% 47% Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.00 0.96 1.00 1.04 1.04 1.00 1.00 1.09 1.09 1.00 0.88 1.00 Turning Speed (mph) Number of Detectors Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type NA pm+pt NA pm+pt NA pm+ov pm+pt NA HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 1: Veterans Plaza/Parking Lot Driveway & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 41.0 41.0 41.0 41.0 Total Split (%) 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% Maximum Green (s) 35.0 35.0 35.0 35.0 35.0 35.0 35.0 35.0 35.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max None C-Max None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 18.0 18.0 18.0 18.0 18.0 18.0 18.0 Pedestrian Calls (#/hr) Act Effct Green (s) 132.1 141.1 141.1 7.2 19.9 7.2 Actuated g/C Ratio 0.81 0.86 0.86 0.04 0.12 0.04 v/c Ratio 0.10 0.20 0.20 0.50 0.25 0.16 Control Delay 4.4 1.9 1.8 30.2 14.0 79.5 Queue Delay 0.0 1.0 2.7 0.0 0.0 0.0 Total Delay 4.4 2.8 4.5 30.2 14.0 79.5 LOS A A A C B E Approach Delay 4.4 3.7 22.2 79.5 Approach LOS A A C E Intersection Summary Area Type: Other Cycle Length: 164 Actuated Cycle Length: 164 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.50 Intersection Signal Delay: 8.0 Intersection LOS: A Intersection Capacity Utilization 36.8% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Veterans Plaza/Parking Lot Driveway & Croton Point Ave. HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor 1.00 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 0.95 0.95 Frt 0.949 0.912 0.850 Flt Protected 0.969 0.980 Satd. Flow (prot) Flt Permitted 0.656 0.980 Satd. Flow (perm) Right Turn on Red No Yes Yes No Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 3.9 9.4 9.8 11.2 Peak Hour Factor 0.82 0.82 0.82 0.89 0.89 0.89 0.92 0.92 0.92 0.85 0.85 0.85 Heavy Vehicles (%) 2% 10% 10% 5% 5% 2% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) Shared Lane Traffic (%) 38% Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.00 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) Number of Detectors Detector Template Thru Left Thru Left Thru Right Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 Turn Type NA custom NA Perm NA Perm HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group Ø2 Ø3 Ø4 Ø6 Ø8 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Turn Type HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Protected Phases 2 8 6 8 Permitted Phases Detector Phase 2 8 6 8 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 Minimum Split (s) 22.0 31.0 31.0 31.0 Total Split (s) 26.0 36.0 36.0 36.0 Total Split (%) 17.6% 24.3% 24.3% 24.3% Maximum Green (s) 20.0 30.0 30.0 30.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 6.0 6.0 Lead/Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 1.0 2.0 2.0 2.0 Recall Mode None Min Min Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 18.0 18.0 18.0 Pedestrian Calls (#/hr) Act Effct Green (s) 40.1 116.1 19.9 19.9 Actuated g/C Ratio 0.27 0.78 0.13 0.13 v/c Ratio 0.30 0.23 0.77 0.78 Control Delay 45.4 4.9 85.1 87.1 Queue Delay 0.1 0.3 0.0 0.0 Total Delay 45.4 5.2 85.1 87.1 LOS D A F F Approach Delay 45.4 5.2 86.1 Approach LOS D A F Intersection Summary Area Type: Other Cycle Length: 148 Actuated Cycle Length: 148 Offset: 95 (64%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 38.0 Intersection LOS: D Intersection Capacity Utilization 46.7% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group Ø2 Ø3 Ø4 Ø6 Ø8 Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 10.0 5.0 4.0 10.0 4.0 Minimum Split (s) 39.0 22.0 20.0 29.0 20.0 Total Split (s) 66.0 36.0 20.0 66.0 20.0 Total Split (%) 45% 24% 14% 45% 14% Maximum Green (s) 60.0 30.0 15.0 60.0 15.0 Yellow Time (s) 4.0 4.0 3.5 4.0 3.5 All-Red Time (s) 2.0 2.0 1.5 2.0 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lead Lead Lag Lag Lead-Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 3.0 2.0 3.0 2.0 3.0 Recall Mode Min None None C-Max None Walk Time (s) 7.0 7.0 Flash Dont Walk (s) 26.0 16.0 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 3: Rt. 9/9A NB Ramps/Driveway & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor 0.95 0.95 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.952 0.930 Flt Protected 0.994 0.976 Satd. Flow (prot) Flt Permitted 0.878 0.846 Satd. Flow (perm) Right Turn on Red Yes Yes No Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 9.4 10.8 13.4 1.9 Peak Hour Factor 0.89 0.89 0.89 0.90 0.90 0.90 0.95 0.95 0.95 0.92 0.92 0.92 Heavy Vehicles (%) 2% 5% 5% 5% 5% 2% 5% 2% 5% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.00 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) Number of Detectors Detector Template Left Thru Left Thru Left Thru Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type NA Perm NA Perm NA Protected Phases 1 2 4 4 6 Permitted Phases 1 2 4 4 6 Detector Phase 1 2 4 1 2 4 4 6 4 6 HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 3: Rt. 9/9A NB Ramps/Driveway & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group Ø1 Ø2 Ø4 Ø6 Ø7 Ø8 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Turn Type Protected Phases Permitted Phases Detector Phase HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 3: Rt. 9/9A NB Ramps/Driveway & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 Minimum Split (s) 22.0 22.0 22.0 22.0 Total Split (s) 36.0 36.0 36.0 36.0 Total Split (%) 24.3% 24.3% 24.3% 24.3% Maximum Green (s) 30.0 30.0 30.0 30.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 6.0 6.0 Lead/Lag Lead Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 2.0 2.0 2.0 2.0 Recall Mode None None None None Walk Time (s) Flash Dont Walk (s) Pedestrian Calls (#/hr) Act Effct Green (s) 106.3 107.3 29.7 Actuated g/C Ratio 0.72 0.72 0.20 v/c Ratio 0.09 0.20 0.97 Control Delay 5.8 6.8 104.4 Queue Delay 0.0 0.0 0.0 Total Delay 5.8 6.8 104.4 LOS A A F Approach Delay 5.8 6.8 104.4 Approach LOS A A F Intersection Summary Area Type: Other Cycle Length: 148 Actuated Cycle Length: 148 Offset: 95 (64%), Referenced to phase 6:WBTL, Start of Yellow Natural Cycle: 115 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.97 Intersection Signal Delay: 36.3 Intersection LOS: D Intersection Capacity Utilization 45.6% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 3: Rt. 9/9A NB Ramps/Driveway & Croton Point Ave. HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 3: Rt. 9/9A NB Ramps/Driveway & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group Ø1 Ø2 Ø4 Ø6 Ø7 Ø8 Switch Phase Minimum Initial (s) 5.0 10.0 4.0 10.0 5.0 4.0 Minimum Split (s) 22.0 39.0 20.0 29.0 31.0 20.0 Total Split (s) 26.0 66.0 20.0 66.0 36.0 20.0 Total Split (%) 18% 45% 14% 45% 24% 14% Maximum Green (s) 20.0 60.0 15.0 60.0 30.0 15.0 Yellow Time (s) 4.0 4.0 3.5 4.0 4.0 3.5 All-Red Time (s) 2.0 2.0 1.5 2.0 2.0 1.5 Lost Time Adjust (s) Total Lost Time (s) Lead/Lag Lag Lead Lag Lead Lag Lead-Lag Optimize? Yes Yes Yes Yes Yes Vehicle Extension (s) 1.0 3.0 3.0 2.0 2.0 3.0 Recall Mode None Min None C-Max Min None Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 26.0 16.0 18.0 Pedestrian Calls (#/hr) Act Effct Green (s) Actuated g/C Ratio v/c Ratio Control Delay Queue Delay Total Delay LOS Approach Delay Approach LOS Intersection Summary HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 4: S. Riverside Ave. & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor 0.97 0.95 0.95 0.95 1.00 1.00 Frt 0.938 0.850 Flt Protected 0.971 0.974 Satd. Flow (prot) Flt Permitted 0.971 0.826 Satd. Flow (perm) Right Turn on Red Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 10.8 8.3 11.8 Peak Hour Factor 0.88 0.88 0.97 0.97 0.90 0.90 Heavy Vehicles (%) 5% 5% 5% 5% 5% 5% Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No Lane Alignment Left Right Left Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.04 1.04 1.09 1.09 1.09 1.09 Turning Speed (mph) Turn Type Prot Perm NA NA pm+ov Protected Phases Permitted Phases Minimum Split (s) 31.0 36.0 36.0 36.0 31.0 Total Split (s) 31.0 36.0 36.0 36.0 31.0 Total Split (%) 46.3% 53.7% 53.7% 53.7% 46.3% Maximum Green (s) 25.0 30.0 30.0 30.0 25.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 18.0 23.0 23.0 23.0 18.0 Pedestrian Calls (#/hr) Act Effct Green (s) 25.0 30.0 30.0 67.0 Actuated g/C Ratio 0.37 0.45 0.45 1.00 v/c Ratio 0.24 0.08 0.06 0.26 Control Delay 8.9 10.9 10.9 0.4 HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 4: S. Riverside Ave. & Croton Point Ave. Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBR NBL NBT SBT SBR Queue Delay 0.0 0.0 0.0 0.0 Total Delay 8.9 10.9 10.9 0.4 LOS A B B A Approach Delay 8.9 10.9 1.7 Approach LOS A B A Intersection Summary Area Type: Other Cycle Length: 67 Actuated Cycle Length: 67 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBT, Start of Green Natural Cycle: 70 Control Type: Pretimed Maximum v/c Ratio: 0.26 Intersection Signal Delay: 5.4 Intersection LOS: A Intersection Capacity Utilization 33.9% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 4: S. Riverside Ave. & Croton Point Ave. HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 5: S. Riverside Ave. & Benedict Blvd Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Lane Util. Factor 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Frt 0.989 0.967 0.850 0.990 Flt Protected 0.995 0.998 0.997 0.988 Satd. Flow (prot) Flt Permitted 0.957 0.984 0.954 0.851 Satd. Flow (perm) Right Turn on Red Yes Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 6.2 7.8 11.8 8.3 Peak Hour Factor 0.95 0.95 0.95 0.82 0.82 0.82 0.83 0.83 0.83 0.86 0.86 0.86 Bus Blockages (#/hr) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.00 0.85 1.00 1.00 0.85 1.00 1.00 1.09 1.14 1.00 1.00 1.00 Turning Speed (mph) Turn Type Perm NA Perm NA Perm NA Perm Perm NA Protected Phases Permitted Phases Minimum Split (s) 31.0 31.0 31.0 31.0 40.0 40.0 40.0 40.0 40.0 Total Split (s) 31.0 31.0 31.0 31.0 40.0 40.0 40.0 40.0 40.0 Total Split (%) 43.7% 43.7% 43.7% 43.7% 56.3% 56.3% 56.3% 56.3% 56.3% Maximum Green (s) 25.0 25.0 25.0 25.0 34.0 34.0 34.0 34.0 34.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lead-Lag Optimize? Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 18.0 18.0 18.0 18.0 27.0 27.0 27.0 27.0 27.0 Pedestrian Calls (#/hr) Act Effct Green (s) 25.0 25.0 34.0 34.0 34.0 Actuated g/C Ratio 0.35 0.35 0.48 0.48 0.48 v/c Ratio 0.29 0.37 0.26 0.04 0.79 Control Delay 17.4 17.3 12.2 2.1 25.1 HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 5: S. Riverside Ave. & Benedict Blvd Weekday AM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Queue Delay 0.0 0.0 0.0 0.0 0.0 Total Delay 17.4 17.3 12.2 2.1 25.1 LOS B B B A C Approach Delay 17.4 17.3 11.0 25.1 Approach LOS B B B C Intersection Summary Area Type: Other Cycle Length: 71 Actuated Cycle Length: 71 Offset: 0 (0%), Referenced to phase 2:NBTL and 6:SBTL, Start of Green Natural Cycle: 75 Control Type: Pretimed Maximum v/c Ratio: 0.79 Intersection Signal Delay: 19.7 Intersection LOS: B Intersection Capacity Utilization 68.0% ICU Level of Service C Analysis Period (min) 15 Splits and Phases: 5: S. Riverside Ave. & Benedict Blvd HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 1: Veterans Plaza/Parking Lot Driveway & Croton Point Ave. Weekday PM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor 1.00 1.00 1.00 0.95 0.95 1.00 1.00 0.95 0.95 1.00 1.00 1.00 Frt 0.993 0.994 0.852 0.850 Flt Protected 0.950 0.995 0.999 0.950 Satd. Flow (prot) Flt Permitted 0.649 0.975 0.996 0.449 Satd. Flow (perm) Right Turn on Red No Yes Yes Yes Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 7.9 3.9 3.9 6.6 Peak Hour Factor 0.77 0.77 0.77 0.92 0.92 0.92 0.82 0.82 0.82 0.31 0.31 0.31 Heavy Vehicles (%) 2% 10% 2% 3% 10% 2% 3% 3% 3% 2% 2% 2% Adj. Flow (vph) Shared Lane Traffic (%) 10% 50% Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.00 0.96 1.00 1.04 1.04 1.00 1.00 1.09 1.09 1.00 0.88 1.00 Turning Speed (mph) Number of Detectors Detector Template Left Thru Left Thru Left Thru Right Left Thru Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 0.0 Turn Type NA pm+pt NA pm+pt NA pm+ov pm+pt NA HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 1: Veterans Plaza/Parking Lot Driveway & Croton Point Ave. Weekday PM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Protected Phases Permitted Phases Detector Phase Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 5.0 Minimum Split (s) 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 11.0 Total Split (s) 41.0 41.0 41.0 41.0 41.0 41.0 41.0 41.0 41.0 Total Split (%) 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% 25.0% Maximum Green (s) 35.0 35.0 35.0 35.0 35.0 35.0 35.0 35.0 35.0 Yellow Time (s) 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 0.0 0.0 0.0 0.0 Total Lost Time (s) 6.0 6.0 6.0 6.0 6.0 6.0 Lead/Lag Lag Lag Lead Lag Lag Lead Lead Lag Lead Lead-Lag Optimize? Yes Yes Yes Yes Yes Yes Yes Yes Yes Vehicle Extension (s) 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 3.0 Recall Mode C-Max C-Max None C-Max None None None None None Walk Time (s) 7.0 7.0 7.0 7.0 7.0 7.0 7.0 Flash Dont Walk (s) 18.0 18.0 18.0 18.0 18.0 18.0 18.0 Pedestrian Calls (#/hr) Act Effct Green (s) 130.1 137.1 137.1 8.9 21.9 8.9 Actuated g/C Ratio 0.79 0.84 0.84 0.05 0.13 0.05 v/c Ratio 0.12 0.11 0.09 0.70 0.47 0.33 Control Delay 4.5 2.0 1.9 27.9 13.3 90.0 Queue Delay 0.0 0.6 1.9 0.0 0.0 0.0 Total Delay 4.5 2.6 3.8 27.9 13.3 90.0 LOS A A A C B F Approach Delay 4.5 3.3 20.7 90.0 Approach LOS A A C F Intersection Summary Area Type: Other Cycle Length: 164 Actuated Cycle Length: 164 Offset: 0 (0%), Referenced to phase 6:EBWB, Start of Yellow Natural Cycle: 45 Control Type: Actuated-Coordinated Maximum v/c Ratio: 0.70 Intersection Signal Delay: 12.9 Intersection LOS: B Intersection Capacity Utilization 36.2% ICU Level of Service A Analysis Period (min) 15 Splits and Phases: 1: Veterans Plaza/Parking Lot Driveway & Croton Point Ave. HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday PM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor 1.00 0.95 0.95 0.95 0.95 1.00 1.00 1.00 1.00 1.00 0.95 0.95 Frt 0.957 0.987 0.850 Flt Protected 0.970 0.956 Satd. Flow (prot) Flt Permitted 0.580 0.956 Satd. Flow (perm) Right Turn on Red No Yes Yes No Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) 3.9 9.4 9.8 11.2 Peak Hour Factor 0.88 0.88 0.88 0.87 0.87 0.87 0.92 0.92 0.92 0.90 0.90 0.90 Heavy Vehicles (%) 2% 10% 10% 5% 5% 2% 2% 2% 2% 5% 5% 5% Adj. Flow (vph) Shared Lane Traffic (%) 10% Lane Group Flow (vph) Enter Blocked Intersection No No No No No No No No No No No No Lane Alignment Left Left Right Left Left Right Left Left Right Left Left Right Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor 1.00 1.04 1.00 1.00 1.04 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Turning Speed (mph) Number of Detectors Detector Template Thru Left Thru Left Thru Right Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Cl+Ex Detector 1 Channel Detector 1 Extend (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Queue (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 1 Delay (s) 0.0 0.0 0.0 0.0 0.0 0.0 Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Cl+Ex Cl+Ex Cl+Ex Detector 2 Channel Detector 2 Extend (s) 0.0 0.0 0.0 Turn Type NA custom NA Perm NA Perm HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday PM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group Ø2 Ø3 Ø4 Ø6 Ø8 Lane Configurations Traffic Volume (vph) Future Volume (vph) Ideal Flow (vphpl) Lane Width (ft) Storage Length (ft) Storage Lanes Taper Length (ft) Lane Util. Factor Frt Flt Protected Satd. Flow (prot) Flt Permitted Satd. Flow (perm) Right Turn on Red Satd. Flow (RTOR) Link Speed (mph) Link Distance (ft) Travel Time (s) Peak Hour Factor Heavy Vehicles (%) Adj. Flow (vph) Shared Lane Traffic (%) Lane Group Flow (vph) Enter Blocked Intersection Lane Alignment Median Width(ft) Link Offset(ft) Crosswalk Width(ft) Two way Left Turn Lane Headway Factor Turning Speed (mph) Number of Detectors Detector Template Leading Detector (ft) Trailing Detector (ft) Detector 1 Position(ft) Detector 1 Size(ft) Detector 1 Type Detector 1 Channel Detector 1 Extend (s) Detector 1 Queue (s) Detector 1 Delay (s) Detector 2 Position(ft) Detector 2 Size(ft) Detector 2 Type Detector 2 Channel Detector 2 Extend (s) Turn Type HSRG Overlay and LI District Zoning Amendments 2022 Existing Conditions 2: Rt. 9/9A SB On-Ramp/Rt. 9/9A SB Off-Ramp & Croton Point Ave. Weekday PM Peak Hour AKRF, Inc. Synchro 11 Report Lane Group EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Protected Phases 2 8 6 8 Permitted Phases Detector Phase 2 8 6 8 Switch Phase Minimum Initial (s) 5.0 5.0 5.0 5.0 Minimum Split (s) 22.0 31.0 31.0 31.0 Total Split (s) 26.0 36.0 36.0 36.0 Total Split (%) 17.6% 24.3% 24.3% 24.3% Maximum Green (s) 20.0 30.0 30.0 30.0 Yellow Time (s) 4.0 4.0 4.0 4.0 All-Red Time (s) 2.0 2.0 2.0 2.0 Lost Time Adjust (s) 0.0 0.0 Total Lost Time (s) 6.0 6.0 Lead/Lag Lag Lead Lead Lead Lead-Lag Optimize? Yes Yes Yes Yes Vehicle Extension (s) 1.0 2.0 2.0 2.0 Recall Mode None Min Min Min Walk Time (s) 7.0 7.0 7.0 Flash Dont Walk (s) 18.0 18.0 18.0 Pedestrian Calls (#/hr) Act Effct Green (s) 49.7 125.3 10.7 10.7 Actuated g/C Ratio 0.34 0.85 0.07 0.07 v/c Ratio 0.42 0.20 0.59 0.51 Control Delay 40.1 2.1 85.7 81.9 Queue Delay 0.1 0.3 0.0 0.0 Total Delay 40.2 2.4 85.7 81.9 LOS D A F F Approach Delay 40.2 2.4 84.0 Approach LOS D A F Intersection S [...truncated...]