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HomeMy Public PortalAboutPreliminary Design Report with Appendix - 2021.05.17 PRELIMINARY DESIGN AND STORM DRAINAGE REPORT FOR DESIGN AND MODIFICATION OF TRAFFIC CONTROL SIGNALS FOR THE DEVELOPMENT OF A COMMUTER FERRY TERMINAL MIDDLESEX COUNTY, NEW JERSEY BOROUGH OF CARTERET PROJECT NUMBER CAR014 MAY 2021 Prepared By: PRELIMINARY _____________________________ _____________________________ James C. Watson, P.E., PTOE Kevin E. Chen, P.E., PTOE N.J. LIC. NO. 24GE04452800 N.J. LIC. NO. 24GE04870000 CONSULTING AND MUNICIPAL ENGINEERS 3141 BORDENTOWN AVENUE, PARLIN, NEW JERSEY 08859 (732) 727-8000 1460 ROUTE 9 SOUTH, HOWELL, NEW JERSEY 07731 (732) 462-7400 1 MARKET STREET, CAMDEN, NJ 08102 (732) 410-2651 Our File No.: PCT00134.01 i Table of Contents Page No. Table of Contents ................................................................................................. i to iii Section 1 Introduction 1.1 Project Description ................................................................. 1 1.2 Intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue ................................................... 1-2 1.3 Intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road................................................................ 2-3 1.4 Intersection of Carteret Industrial Avenue and Waterfront Access Road / Carteret Avenue Extension ............................. 3-4 1.5 Existing Property .................................................................... 5 1.6 Existing Roadway Alignment and Profile ................................ 5-6 1.7 Existing and Proposed Traffic Signal at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue ................. 6-7 1.8 Existing Operations and Proposed Traffic Signal at CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension ................................................................................ 7 1.9 Existing Operations and Proposed Traffic Signal at Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road ........................................................ 7-8 1.10 Preliminary Preferred Alternative Roadway Sections ............. 8-9 Section 2 Objective and Methodology ................................................. 9-10 Section 3 Traffic Volumes 3.1 Existing Traffic Volumes ......................................................... 10-13 3.2 Projected Traffic Volumes ...................................................... 14-20 Section 4 Level of Service 4.1 Summary of Level of Service – Peak Hours ........................... 21-23 4.2 Existing and Future Level of Service – Peak Hours ............... 23-28 4.3 Projected Level of Service – Peak Hours ............................... 29-35 Section 5 Project Impacts – Preliminary Preferred Alternative ......... 35-43 ii Table of Contents (Continued) Page No. Section 6 Storm Drainage 6.1 Existing Storm Drainage ......................................................... 44 6.2 Preliminary Preferred Alternative ............................................ 44-45 Section 7 Sidewalk, Curb, and Driveway 7.1 Existing ................................................................................... 45 7.2 Preliminary Preferred Alternative ............................................ 46 Section 8 Pavement .............................................................................. 46 Section 9 Bicycle Lane Accommodation 9.1 Existing ................................................................................... 47 9.2 Preliminary Preferred Alternative ............................................ 47 Section 10 Property Impacts and Necessary Acquisition ................... 47-48 Section 11 Permits and Approvals ........................................................ 48-49 Section 12 Utilities .................................................................................. 49 Section 13 Design Exceptions ............................................................... 49-51 Section 14 Estimated Construction Cost .............................................. 51 Section 15 Conclusion and Recommendations .................................... 51-55 iii Appendices A. Project Location Map B. Traffic Volumes C. Levels of Service and Delays D. Timing Directives E. Existing Capacity Analyses F. Proposed Capacity Analyses G. Trip Generation Table prepared by Borough’s Traffic Consultant H. Trip Distribution Diagrams I. Warrant Analyses J. Drainage Area Maps K. Existing Storm Sewer Analyses L. Proposed Storm Sewer Analyses M. Soil Borings Logs and Test Coring Data 1 1. Introduction 1.1. Project Description Middlesex County (the County) intends to modify and install traffic control signals at the Intersections of CR 604 (Roosevelt Avenue) and Carteret Avenue, CR 604 (Roosevelt Avenue) and Middlesex Avenue/Pulaski Avenue, and Carteret Industrial Avenue and Waterfront Access Road/Carteret Avenue Extension to facilitate the development of a Commuter Ferry Terminal Along the Arthur Kill Waterfront in the Borough of Carteret, Middlesex County, New Jersey, as depicted on the Project Location Map in Appendix A. The project consists of the following improvements: the replacement of traffic signal equipment at the signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue; the installation of traffic signal equipment at the unsignalized intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Drive; and the installation of traffic signal equipment at the unsignalized intersection of Carteret Industrial Avenue / Waterfront Access Road. The replacement of the existing traffic signal equipment and the installation of new traffic signal equipment is proposed as necessary to meet current NJDOT, MUTCD Standards, and the Public Right-of-Way Accessibility Guidelines (PROWAG). Additional major modifications consist of curb, sidewalk, pavement milling, pavement restoration, and pavement reconstruction, handicap accessibility improvements, upgraded signage / striping, guide rail replacement as needed, and storm drainage system improvements. It should be noted that Carteret Avenue between CR 604 (Roosevelt Avenue) and Carteret Industrial Avenue is being extended under a separate Borough Improvement Project and that this roadway will be eventually be renamed from Abbi Drive to Carteret Avenue Extension. 1.2. Intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue The existing intersection at CR 604 (Roosevelt Avenue) and Pulaski Avenue/Middlesex Avenue is a four-leg signalized intersection. The intersection consists of CR 604 (Roosevelt Avenue) northbound and southbound approaches, Pulaski Avenue eastbound approach and Middlesex Avenue westbound approach. • Roosevelt Avenue Northbound approach is approximately 33’ wide, consisting of one (1) receiving lane 12.5’ ± wide, one (1) through lane 11’ ± wide, and one (1) left turn lane 9.5’ ± wide. • Roosevelt Avenue Southbound approach is approximately 34’ wide, consisting of one (1) receiving lane 13’ ± wide, one (1) through lane 11’ ± wide, and one (1) left turn lane 10’ ± wide. • Pulaski Avenue Eastbound approach is approximately 38’ wide, consisting of one (1) receiving lane 19’ ± wide, and one (1) shared left-through-right lane 19’ ± wide. 2 • Middlesex Avenue W estbound approach is approximately 40’ wide, consisting of one (1) receiving lane 20’ ± wide, and one (1) shared left-through-right lane 20’ ± wide. The existing curbs and drainage along CR 604 (Roosevelt Avenue), Pulaski Avenue, and Middlesex Avenue at this intersection are in relatively good condition. Some of the existing sidewalk appears to be in fair condition, however based on field observations and smart leveling assessments performed, the majority of the existing sidewalk is not ADA compliant. The existing lane configurations are appropriate for the existing traffic patterns; however, the possibility of modifying the eastbound and westbound lane configuration from shared- left-through-right to left-only and shared through-right is under consideration. The existing traffic signal equipment appears to be in good condition, with the exception of the loop detectors that have been damaged. However, the existing traffic signal equipment will be replaced to conform to the current standards. The posted speed limit on CR 604 (Roosevelt Avenue) is 25 mph. The speed limit on Pulaski Avenue and Middlesex Avenue is not posted, however for design purposes the local road is considered to have a statutory speed limit of 25 mph. There is a vehicle weight limit restriction on trucks over 4 tons along CR 604 (Roosevelt Avenue) between Carteret Industrial Avenue and the Borough of Carteret Municipal border, except for trucks making local deliveries within the area. There is a vehicle weight limit restriction on trucks over 4 tons along Middlesex Avenue between CR 604 (Roosevelt Avenue) and Carteret Industrial Avenue, except for tucks making local deliveries within the area. The percentages of large vehicles (trucks and buses) are approximately 6% in the AM Peak Hour and 2% in the PM Peak Hour. CR 604 (Roosevelt Avenue) has an AADT of approximately 8,844 vehicles/day, and Pulaski Avenue/Middlesex Avenue has an AADT of approximately 856 vehicles/day. Right Turns on Red are prohibited on CR 604 (Roosevelt Avenue) Northbound and Pulaski Avenue Eastbound from 7am – 9am and 2pm – 4pm. 1.3. Intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road The existing intersection at CR 604 (Roosevelt Avenue) and Carteret Avenue/Abbi Road is a four-leg unsignalized intersection operating under two-way stop control on Carteret Avenue and Abbi Road. The Borough of Carteret is currently designing a roadway improvement project that will extend Carteret Avenue to Carteret Industrial Avenue to provide access for the proposed Carteret Commuter Ferry Terminal. The intersection consists of CR 604 (Roosevelt Avenue) northbound and southbound approaches, and Carteret Avenue/Abbi Road eastbound and westbound approaches. • Roosevelt Avenue Northbound approach is approximately 34’ wide, consisting of one (1) receiving lane 17’ ± wide and one (1) shared-left-through-right 17’ ± wide. • Roosevelt Avenue Southbound approach is approximately 34’ wide, consisting of one (1) receiving lane 17’ ± wide and one (1) shared-left-through-right 17’ ± wide. • Carteret Avenue Eastbound approach is approximately 70’ wide, consisting of one (1) receiving lane, one (1) grass curbed median 10’ +/- wide, and one (1) shared-left- through-right 17’ ± wide. 3 • Abbi Road Westbound approach is approximately 60’ wide, consisting of one (1) receiving lane 20’ ± wide, one (1) curbed median 20’ ± wide, and one (1) shared-left- through-right 20’ ± wide. The existing curbs and drainage along CR 604 (Roosevelt Avenue) and Carteret Avenue/Abbi Road at this intersection are in relatively good condition. Some of the existing sidewalk appears to be in fair condition, however based on field observations and smart leveling assessments performed, the majority of the existing sidewalk is not ADA compliant. The existing shared lane configurations are appropriate for the existing traffic patterns; however, a traffic signal was deemed warranted for the proposed traffic volumes including proposed site generated trips that are projected to utilize this intersection after the construction of the Borough of Carteret’s roadway extension project which will extend Carteret Avenue to the Waterfront Access Road. Therefore, the existing lane configurations at the intersection of Roosevelt Avenue and Carteret Avenue and Abbi Road/Carteret Avenue Extension are proposed to have a left-only turn slots and a shared through-right lane at both northbound and southbound approaches on Roosevelt Avenue. The Carteret Avenue westbound and eastbound approaches are proposed to have lane configurations that will be able to accommodate the forecasted traffic along with the generated arrival and departure trips from the proposed Carteret Commuter Ferry Terminal under the Preliminary Preferred Alternative. Under this alternative, the Abbi Road/Carteret Avenue Extension westbound approach will have one (1) left-only turn slot and a shared through-right lane and the Carteret Avenue eastbound approach is proposed to have one (1) exclusive left turn lane and one (1) shared through/right turn lane. The posted speed limit on CR 604 (Roosevelt Avenue) is 25 mph. The speed limit on Carteret Avenue has a posted speed limit of 25 mph. The speed limit of Abbi Road is not posted, however for design purposes the residential driveway is considered to be low speed, 25 mph. The majority of traffic consists of passenger cars, as there is a vehicle weight limit restriction on trucks over 4 tons along CR 604 (Roosevelt Avenue) between Carteret Industrial Avenue and the Borough of Carteret Municipal border, except for tucks making local deliveries within the area with the percentage of large vehicles (trucks and buses) approximately 6% in the AM Peak Hour and 2% in the PM Peak Hour. CR 604 (Roosevelt Avenue) has an AADT of approximately 8,844 089 vehicles/day and Carteret Avenue/Abbi Road has an AADT of approximately 1,567 vehicles/day. 1.4. Intersection of Carteret Industrial Avenue and Waterfront Access Road / Carteret Avenue Extension The existing intersection at Carteret Industrial Avenue and Waterfront Access Road currently operates as a 3-leg unsignalized intersection under stop control for Waterfront Access Road. The Borough of Carteret is currently designing a roadway project that will extend Carteret Avenue through to Carteret Industrial Avenue to provide access for the proposed Carteret Commuter Ferry. The intersection consists of CR 604 (Roosevelt Avenue) northbound and southbound approaches, and Carteret Avenue Extension / Waterfront Access Road eastbound and westbound approaches. 4 • Carteret Industrial Avenue Northbound approach is approximately 50’ wide, consisting of one (1) receiving lane that is 25’ ± wide and one (1) shared-left-through-right lane that is 25’ ± wide. • Waterfront Access Road Westbound approach is approximately 28’ wide, consisting of one (1) receiving lane that is 14’ ± wide and one (1) shared-left-through-right lane that is 14’ ± wide. • Carteret Industrial Avenue Southbound approach is approximately 50’ wide, consisting of one (1) receiving lane that is 25’ ± wide and one (1) shared-left-through- right lane that is 25’ ± wide. The existing curbs and drainage along Carteret Industrial Avenue and the Waterfront Access Road at this intersection are in relatively good condition. Some of the existing sidewalk appears to be in fair condition, however based on field observations and smart leveling assessments performed, the majority of the existing sidewalk is not ADA compliant. The existing shared lane configurations are appropriate for the existing traffic patterns; however, a traffic signal was deemed warranted for the proposed traffic volumes including proposed site generated trips that are projected to utilize this intersection after the construction of the Borough of Carteret’s roadway extension project which will extend Carteret Avenue to the Waterfront Access Road. Therefore, the lane configurations at the intersection for the Carteret Industrial Avenue northbound and southbound approaches, the Waterfront Access Road westbound approach and the Carteret Avenue Extension eastbound approach are proposed to have one (1) exclusive left-only turn slot and one (1) shared through-right lane for each of these approaches. The posted speed limit on Carteret Industrial Avenue is 45 mph. The speed limit on Waterfront Access Road is not posted, however for design purposes the speed limit was considered to be low speed, 25 mph. The speed limit of Abbi Road/Carteret Avenue Extension is not posted, however for design purposes the Carteret Avenue Extension is considered to be low speed, 25 mph. Carteret Industrial Avenue has an AADT of approximately 12,337 vehicles/day and the Waterfront Access Road has an AADT of approximately 244 vehicles/day. It should be noted that Waterfront Access Road has an existing pair of train tracks crossing the roadway to the immediate east of the intersection. However, field observations on November 6, 2020 indicated that there was grass growing over the tracks to the south of Waterfront Access Road and tall vegetation growing over the tracks to the north of Waterfront Access Road. Our office has contacted the NJDOT’s Railroad Division and received confirmation that Conrail has acknowledged that the lines are abandoned. We are currently in discussions with Conrail and NJDOT to identify the process required to remove the existing tracks and the steps needed to construct our proposed signalized intersection and roadway improvements. 5 1.5. Existing Property Along CR 604 (Roosevelt Avenue), the properties transition from residential at the southern project end of the project to a mix of residential/commercial near the north end of the project. Uses along Carteret Avenue include a school, a few commercial uses, and the remaining residential properties. Pulaski Avenue and Middlesex Avenue within the project limits are primarily residential. Uses along Carteret Industrial Avenue are primarily industrial including warehouse facilities. Waterfront Access Drive provides access to the Carteret Waterfront Park and the future site for the Carteret Ferry Terminal. 1.6. Existing Roadway Alignment and Profile 1.6.1. CR 604 (Roosevelt Avenue) The CR 604 (Roosevelt Avenue) existing roadway alignment consists of primarily tangent roadway sections connected by one (1) horizontal curve located between Sta.1+00.90 and St. 1+65.43 which has a radius of 250 feet and a length of 65 feet. Two of the tangent sections are connected by an inflection point at Sta. 4+54.38 Along CR 604 (Roosevelt Avenue) the existing grade is a general uphill grade with a slope of 0.24% from Sta. 0+00 to Sta. 1+75.00. From Sta. 1+75.00 to Sta. 10+00 the existing grade is a general downhill grade with a slope between 1.28% and 1.8% 1.6.2. Pulaski Avenue / Middlesex Avenue The Pulaski Avenue / Middlesex Avenue existing roadway alignment consists of a tangent section from Sta. 20+00 to Sta. 26+00. The existing grade along Pulaski Avenue / Middlesex Avenue is a general uphill grade with a slope of 0.79% from Sta. 20+00 to Sta. 22+00. From Sta. 22+00 to Sta. 26+00 the existing grade is a general downhill grade with a slope between 0.58% and 1.20% 1.6.3. Carteret Avenue The Carteret Avenue existing roadway alignment is a tangent section from Sta. 40+00 to Sta. 43+00. The existing grade along Carteret Avenue is a general downhill grade with a slope of 0.50% from Sta. 40+00 to Sta. 43+00. 1.6.4. Abbi Road / Carteret Avenue Extension Abbi Road is a private access driveway that connects to a private residential development to CR 604 (Roosevelt Avenue). Under this Project, the Abbi Road approach will be redesigned to connect to the Borough’s Carteret Avenue 6 Extension project which extends Carteret Avenue to Carteret Industrial Avenue at the Waterfront Access Road. 1.6.5. Carteret Industrial Avenue The Carteret Industrial Avenue existing roadway alignment is a tangent section from Sta. 30+00 to Sta. 39+00. The existing grade along Carteret Industrial Avenue is generally uphill from Sta. 30+00 to Sta. 32+29 with a slope between 0.17% and 0.89% and downhill from Sta. 32+29 to St. 39+00 with a slope between 0.17% and 0.89%. 1.6.6. Waterfront Access Road The Waterfront Access Road existing roadway alignment is a tangent section from Sta. 50+23.96 to Sta. 53+00. The existing grade along Waterfront Access Road is a general downhill grade with a slope of 1.44% from Sta. 50+23.96 to Sta. 50+86.22. The existing grade along Waterfront Access Road is a general uphill grade with a slope of 1.17% from Sta. 50+86.22 to Sat. 53+00. 1.7. Existing and Proposed Traffic Signal at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue The existing traffic signal operates on a 3-phase system, alternating right-of-way between both approaches of CR 604 (Roosevelt Avenue) and the Pulaski Avenue / Middlesex Avenue approaches. A protected lead left turn phase is provided for the CR 604 (Roosevelt Avenue) left turns. No copy of the existing timing directive was available; however, field observations were conducted at the traffic signal on November 6, 2020 to establish that the traffic signal is currently operating on a 101 second fixed cycle length and the existing loop detectors are not functioning properly. There are only existing push buttons which activate pedestrian signal heads for the CR 604 (Roosevelt Avenue) crosswalks. The pedestrian signal heads on the southeast corner display symbol messages representing “Don’t Walk” and “Walk” with countdown timers. The pedestrian signal heads on the remaining three (3) corners display “Walk” and “Don’t Walk” word messages without countdown timers. The “Walk” phase on the CR 604 (Roosevelt Avenue) crossings only activate when a pedestrian pushes the corresponding pushbutton. The two crosswalks that cross Pulaski Avenue and Middlesex Avenue do not have pushbuttons. These crossings activate at the start of the corresponding CR 604 (Roosevelt Avenue) Northbound and Southbound Right-of-Way Phase. The traffic signal equipment is proposed to be fully replaced to comply with the current MUTCD requirements. The new traffic signal equipment is proposed to include the addition of Audible Pedestrian System (APS) pushbuttons with the tactile arrows on all crossings, pedestrian signal heads on all crossings with symbolic “Walk” and “Don’t Walk” messages and countdown timers, video detection on all approaches, and emergency vehicle preemption units on all approaches subject to the Borough of Carteret’s approval. 7 New controller, meter cabinet, traffic signal poles, foundations, conduits, wiring and junction boxes along with a new timing directive with variable cycle lengths are proposed at this location. Preliminary traffic signal layouts for the Preferred Alternative have been developed for consideration. 1.8. Existing Operations and Proposed Traffic Signal at CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension The existing unsignalized intersection of CR 604 (Roosevelt Avenue), Carteret Avenue, and Abbi Road is a two-way stop-controlled intersection with stop control on Carteret Avenue eastbound and Abbi Road westbound. However, to accommodate the volume of traffic that is expected to arrive in the future with the construction of the Commuter Ferry Access Terminal, a traffic signal is warranted and has been designed under the preliminary phase of this project for consideration. The new proposed traffic signal has been designed to fully comply with the current MUTCD requirements. The traffic signal is proposed to be fully actuated via image detectors located on all approaches, with a proposed variable cycle length. The new traffic signal equipment is proposed to include the addition of Audible Pedestrian System (APS) pushbuttons with the tactile arrows on all crossings, pedestrian signal heads on all crossings with symbolic “Walk” and “Don’t Walk” messages and countdown timers, video detection on all approaches, and emergency vehicle preemption units on all approaches subject to the Borough of Carteret’s approval. New controller, meter cabinet, traffic signal poles, foundations, conduits, wiring and junction boxes are proposed at this location. Preliminary traffic signal layouts for the Preferred Alternative have been developed for consideration at this new traffic signal location. 1.9. Existing Operations and Proposed Traffic Signal at Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road The existing unsignalized intersection of Carteret Industrial Avenue and Waterfront Access Road is a stop-controlled T-intersection with stop control on the westbound Waterfront Access Road. However, to accommodate the volume of traffic that is expected to arrive in the future with the construction of the Commuter Ferry Access Terminal, a traffic signal is warranted and has been designed under the preliminary phase of this project for consideration. The new proposed traffic signal has been designed to fully comply with the current MUTCD requirements. The traffic signal is proposed to be fully actuated via image detectors located on all approaches, with a proposed variable cycle length. The new traffic signal equipment is proposed to include the addition of Audible Pedestrian System (APS) pushbuttons with the tactile arrows on all crossings, pedestrian signal heads on all crossings with symbolic “Walk” and “Don’t Walk” messages and countdown timers, video detection on all approaches, and emergency vehicle preemption units on all approaches subject to the Borough of Carteret’s approval. New controller, meter cabinet, traffic signal poles, foundations, conduits, wiring and junction boxes are proposed at this location. 8 Preliminary traffic signal layouts for the Preferred Alternative have been developed for consideration at this new traffic signal location. It should be noted that the Carteret Avenue Extension Project is under design by the Borough of Carteret and will provide a connection between the proposed traffic signal at the CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension intersection and the proposed traffic signal at the Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road intersection. 1.10. Preliminary Preferred Alternative Roadway Sections In order to address the Concept Plan review comments received from the Borough of Carteret and the County an alternative has been developed which merges elements of Concept 1 and Concept 2 into the Preliminary Preferred Alternative. The Preliminary Preferred alternative was designed to minimize right-of-way acquisition and property impacts along CR 604 (Roosevelt Avenue), replace the existing traffic signal equipment at the intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue while installing new traffic signals at the intersection of CR 604 (Roosevelt Avenue) with Carteret Avenue / Carteret Avenue Extension and the intersection of Carteret Industrial Avenue with Carteret Avenue Extension / Waterfront Access Road. The proposed traffic signal improvements at the three (3) intersections have been designed to meet current MUTCD, NJDOT Standards, and the Public Right- Of-Way Accessibility Guidelines (PROWAG) while increasing pedestrian connectivity where feasible. The Preliminary Preferred Alternative pavement design proposes milling and paving of CR 604 (Roosevelt Avenue), Middlesex Avenue and Pulaski Avenue through the limits of the project, milling and paving sections with full depth pavement reconstruction along Carteret Industrial Avenue and Waterfront Access Road through the limits of the project, and new full depth pavement construction on the Carteret Avenue Extension approaches. While some of the sidewalk appears to be in fair condition, based on field observations and smart leveling assessments performed, the majority of the existing sidewalks are not ADA compliant. Under the Preferred Alternative, all sidewalks and curb ramps will be reconstructed to meet ADA compliance within the project limits. In accordance with County standards all proposed sidewalk will be 5 feet wide. Concrete Curb flush with the pavement is proposed to be implemented at the curb ramps. Curb returns and sidewalks will be installed and/or replaced at the intersection returns as necessary to provide for the installation of new PROWAG compliant curb ramps with detectable warning surfaces. Full depth pavement restoration will be installed where the replacement curb is proposed. The Preliminary preferred Alternative has been designed to utilize the County standard 9” x 16” concrete vertical curb with 4” reveal. However, in areas of proposed milling and paving or where the existing curb reveal exceeds 4”, transitions will be provided to match existing curb reveal at the project limits. In areas of milling and paving the existing curb reveal will be maintained. On CR 604 (Roosevelt Avenue) the existing curb reveal to be maintained is 5 inches. 9 It should be noted that there is existing sidewalk that currently extends beyond available Right-of-Way into private property. As directed by the County Right-of-Way easements and acquisitions have been prepared to accommodate the proposed design. We are of the understanding that the County requires that any proposed sidewalk outside the ROW will need to be acquired by the Borough of Carteret even if the sidewalk currently exists. 2. Objective and Methodology The County intends to implement modifications and upgrades to the intersection and traffic signal at CR 604 (Roosevelt Avenue) and Pulaski Avenue/Middlesex Avenue. The County also intends to install traffic signals at the intersections of CR 604 (Roosevelt Avenue) and Carteret Avenue/Abbi Road and Carteret Industrial Avenue and the Waterfront Access Road/Carteret Avenue Extension. The proposed Carteret Avenue Extension roadway project is under the jurisdiction of the Borough of Carteret and the design of the Carteret Avenue Extension between the intersection approaches is being performed by the Borough’s consultant. The improvements under this project are intended to upgrade the signalized and unsignalized intersections to meet current NJDOT, MUTCD Standards, and the Public Right-of-Way Accessibility Guidelines (PROWAG) to accommodate the proposed conditions and traffic volumes from the Municipal Commuter Ferry Terminal Project. Under the Concept Phase two (2) permittable, feasible Concepts Plans were submitted with the Conceptual Study Report for the intersection improvements, one eliminating Right-of-Way Impacts outside of the Carteret Avenue Extension Roadway Project and the other minimizing Right-of-Way Impacts outside the Carteret Avenue Extension Roadway Project. The County Scope has included the design of the two new traffic signals and the replacement to the one existing traffic signal. Based on the Concept review comments received from the County and the Borough of Carteret the Preliminary Preferred Alternative has been developed. A Traffic Signal Warrant Analysis for the three intersections was prepared by CME Associates. This analysis revealed that the existing traffic signal at the intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue/Middlesex Avenue is warranted and that the other two unsignalized intersections within the project are warranted for new traffic signals. The Traffic Signal Warrant Analyses were accepted and concurrence from the County was received. This report provides the County with an analysis of the three (3) study intersections under the Preliminary Preferred Alternative improvements. To evaluate the impacts to the roadway network, adjacent properties, right-of-way, and traffic, the following tasks have been performed: a survey base map has been prepared; traffic volumes were obtained with AM and PM traffic counts including pedestrian, truck and bus volumes; and existing traffic control data, existing traffic patterns, existing regulatory signs was obtained and analyzed. Traffic volumes for the signalized intersections were obtained and compiled in September 2020. Peak hour volumes were developed and 2030 and 2040 traffic volumes were generated based upon a 1% growth rate per year for three (3) years and then 0.5% per year for seven (7) years in accordance with the typical requirements of the NJDOT and County Engineer’s Office. It should be noted that the traffic counts were collected on September 2020, in the midst of the current COVID-19 Pandemic. We compared the current AADT calculated based off of the current ATRs to the AADT calculated from the NJDOT at the same locations along Carteret Industrial 10 Avenue. The calculations revealed that the AADT in 2020 is higher than the 2018 AADT. Traffic in some parts of NJ may have increased due to the increase in truck traffic /deliveries / etc. and this area being in an industrial area would reflect that. Accordingly, no adjustments were applied to the Traffic Counts. Based on the Trip Generation Table provided the Borough’s traffic subconsultant (See Appendix), 300 commuters are projected to utilize the Carteret Commuter Ferry during the AM and PM Peak Hours. Trips were generated as per the Institute of Transportation Engineers’ Trip Generation Manual, 10th Edition, for the 300 commuters and then distributed through the peak hour periods as appropriate utilizing the trip distribution diagrams attached to this report. A Policy on Geometric Design of Highways and Streets 2018, AASHTO guidelines were followed for preliminary design of the proposed intersection improvements. Synchro Version 10 was utilized to develop traffic models to analyze intersection capacity under the proposed lane configurations, signal phasing, and timing for the Preliminary Preferred Alternative. It should be noted that during the preliminary design phase the existing regulatory signs have been inventoried and are proposed to be replaced as appropriate. In addition, new regulatory signs are proposed to be installed as necessary to support the new traffic signals and the modified conditions. 3. Traffic Volumes 3.1. Existing Traffic Volumes In order to evaluate the existing and proposed operations for these traffic signals, traffic counts were performed at the intersections of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue; CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road; Carteret Industrial Avenue and Waterfront Access Road during the AM and PM peak hours. Specifically, the intersections were counted on Tuesday, September 22, 2020 from 6:00AM to 6:00PM. The Existing AM and PM Peak Hour Volumes are listed in Figure 3-1 to Figure 3-6. It should be noted that volumes for these figures have been balanced between each intersection. The traffic counts in orange, depict the peak hour movements within the network that were balanced in an effort to provide a conservative analysis of the existing traffic signal. The original traffic counts are included in the Appendix of this report. 11 Figure 3-1 – 2020 AM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue Figure 3-2 – 2020 PM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue North 10 11 6 6 202 16 8 222 10 5 12 15 Pulaski Avenue Middlesex AvenueRo o s e v e l t Av e n u e Ro o s e v e l t Av e n u e CR 604 (Roosevelt Avenue) (North-South) and Pulaski Avenue / Middlesex Avenue (East-West) North 2 19 6 8 360 11 8 351 24 2 27 22 CR 604 (Roosevelt Avenue) (North-South) and Pulaski Avenue / Middlesex Avenue (East-West) Ro o s e v e l t Av e n u e Ro o s e v e l t Av e n u e Middlesex Avenue Pulaski Avenue 12 Figure 3-3 – 2020 AM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road Figure 3-4 – 2020 PM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road CR 604 (Roosevelt Avenue) (North-South) and North 40 41 1 13 182 6 46 191 5 3 13 3 Carteret Avenue / Abbi Road (East-West) Ro o s e v e l t Av e n u e Carteret Avenue Ro o s e v e l t Av e n u e Abbi Road North 37 59 9 15 302 16 77 300 12 3 15 9 Carteret Avenue / Abbi Road (East-West) CR 604 (Roosevelt Avenue) (North-South) and Ro o s e v e l t Av e n u e Carteret Avenue Abbi Road Ro o s e v e l t Av e n u e 13 Figure 3-5 – 2020 AM Peak Hour Traffic Volumes – Carteret Industrial Avenue and Waterfront Access Road Figure 3-6 – 2020 PM Peak Hour Traffic Volumes – Carteret Industrial Avenue and Waterfront Access Road Carteret Industrial Avenue (North-South) and North 288 6 213 4 4 5 Waterfront Access Road (East-West) Ca r t e r e t Ind u s t r i a l Av e n u e Waterfront Access Road Ca r t e r e t I n d s u t r i a l Av e n u e North 198 23 292 15 23 18 Waterfront Access Road (East-West) Carteret Industrial Avenue (North-South) and Ca r t e r e t Ind u s t r i a l Av e n u e Waterfront Access Road Ca r t e r e t I n d s u t r i a l Av e n u e 14 3.2. Projected Traffic Volumes Prior to the analyses of the intersections, a 1% background growth rate per year for 3 years, then a 0.5% thereafter plus the 300 trips expected to enter and exit the Carteret Commuter Ferry site were applied. The projected peak hour volumes include the proposed Carteret Avenue Extension to the Waterfront Access Road. The projected peak hour volumes for 2030 and 2040 are detailed in Figure 3-7 to Figure 3-12 and Figure 3-13 to Figure 3-18 respectively. Figure 3-7 – 2030 AM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue North 12 11 22 22 217 18 8 254 12 7 12 32 Pulaski Avenue / Middlesex Avenue (East-West) Ro o s e v e l t Av e n u e Middlesex Avenue Pulaski Avenue Ro o s e v e l t Av e n u e CR 604 (Roosevelt Avenue) (North-South) and 15 Figure 3-8 – 2030 PM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue Figure 3-9 – 2030 AM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Carteret Avenue + Carteret Avenue Extension North 18 21 8 10 400 12 8 378 42 18 25 26Ro o s e v e l t Av e n u e Middlesex Avenue Pulaski Avenue Ro o s e v e l t Av e n u e CR 604 (Roosevelt Avenue) (North-South) and Pulaski Avenue / Middlesex Avenue (East-West) Carteret Avenue / Carteret Avenue Extension (East-West) North 42 43 60 13 195 30 49 204 9 10 14 35 Ro o s e v e l t Av e n u e Ro o s e v e l t Av e n u e Carteret Avenue Carteret Avenue Extension CR 604 (Roosevelt Avenue) (North-South) and 16 Figure 3-10 – 2030 PM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Carteret Avenue + Carteret Avenue Extension Figure 3-11 – 2030 AM Peak Hour Traffic Volumes – Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road North 39 63 16 16 323 20 82 318 44 62 24 13 Carteret Avenue ExtensionRo o s e v e l t Av e n u e Ro o s e v e l t Av e n u e Carteret Avenue Carteret Avenue / Carteret Ave Extension (East-West) CR 604 (Roosevelt Avenue) (North-South) and North 0 115 307 75 0 227 14 12 15 88 Carteret Industrial Avenue (North-South) and Carteret Avenue Extension / Waterfront Access Road (East-West) Waterfront Access Road Ca r t e r e t Ind u s t r i a l Av e n u e Ca r t e r e t Ind u s t r i a l Av e n u e Carteret Avenue Extension 17 Figure 3-12 – 2030 PM Peak Hour Traffic Volumes – Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road Figure 3-13 – 2040 AM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue Carteret Avenue Extension / Waterfront Access Road (East-West) North 0 0 14 0 212 34 0 312 99 99 110 30 Waterfront Access Road Carteret Avenue Extension Ca r t e r e t In d u s t r i a l Av e n u e Ca r t e r e t In d u s t r i a l Av e n u e Carteret Industrial Avenue (North-South) and 12 11 22 22 231 20 8 271 12 7 12 33 Pulaski Avenue / Middlesex Avenue (East-West) CR 604 (Roosevelt Avenue) (North-South) and Ro o s e v e l t Av e n u e Ro o s e v e l t Av e n u e Middlesex Avenue Pulaski Avenue 18 Figure 3-14 – 2040 PM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue Figure 3-15 – 2040 AM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Carteret Avenue + Carteret Avenue Extension 18 23 8 10 426 12 8 405 48 19 30 28 Pulaski Avenue / Middlesex Avenue (East-West) CR 604 (Roosevelt Avenue) (North-South) and Ro o s e v e l t Av e n u e Ro o s e v e l t Av e n u e Middlesex Avenue Pulaski Avenue Carteret Avenue / Carteret Ave Extension (East-West) 45 46 60 13 208 30 52 218 9 10 14 35 CR 604 (Roosevelt Avenue) (North-South) and Ro o s e v e l t Av e n u e Ro o s e v e l t Av e n u e Carteret Avenue Carteret Avenue Extension 19 Figure 3-16 – 2040 PM Peak Hour Traffic Volumes – CR 604 (Roosevelt Avenue) and Carteret Avenue + Carteret Avenue Extension Figure 3-17 – 2040 AM Peak Hour Traffic Volumes – Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road Carteret Avenue / Carteret Avenue Extension (East-West) 41 67 16 17 345 22 88 344 44 62 25 13 CR 604 (Roosevelt Avenue) (North-South) and Carteret Avenue ExtensionRo o s e v e l t Av e n u e Carteret Avenue Ro o s e v e l t Av e n u e Carteret Avenue Extension / Waterfront Access Road (East-West) 0 115 325 75 0 241 14 12 15 88 Waterfront Access Road Carteret Avenue Extension Ca r t e r e t In d u s t r i a l Av e n u e Ca r t e r e t In d u s t r i a l Av e n u e Carteret Industrial Avenue (North-South) and 20 Figure 3-18 – 2040 PM Peak Hour Traffic Volumes – Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road Carteret Avenue Extension / Waterfront Access Road (East-West) 0 0 14 0 228 37 0 334 100 99 112 34 Carteret Industrial Avenue (North-South) and Ca r t e r e t In d u s t r i a l Av e n u e Ca r t e r e t In d u s t r i a l Av e n u e Waterfront Access Road Carteret Avenue Extension 21 4. Level of Service 4.1. Summary of Level of Service – Peak Hours The existing traffic signal at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue is proposed receive a full traffic signal replacement under the Preliminary Preferred Alternative. The new traffic signal equipment will include the addition of APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. The existing exclusive left turn lanes along CR 604 (Roosevelt Avenue) are modified to 50-foot storage lengths. These modifications are reflected in the Preliminary Preferred Alternative Synchro files. The existing unsignalized stop-controlled intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road intersection is proposed to be modified by installing a traffic signal with APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. Carteret Avenue is also proposed to be extended through Abbi Road to the intersection of Carteret Industrial Avenue and Waterfront Access Road under the Borough’s Carteret Avenue Extension Project. The modification of the northbound and southbound lane configurations from the existing shared left-through-right lane to an exclusive left turn lane and a shared through-right lane are reflected in the Preliminary Preferred Alternative Synchro files. The modification of the eastbound, and westbound lane configurations from the existing shared left-through-right to a left only and a shared through-right layout are also reflected in the Preliminary Preferred Alternative Synchro files. The existing unsignalized stop-controlled intersection of Carteret Industrial Avenue and Waterfront Access Road is proposed to be modified by installing a traffic signal with APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. Carteret Avenue is also proposed to be extended through Abbi Road to the intersection of Carteret Industrial Avenue and Waterfront Access Road under the Borough’s Carteret Avenue Extension Project. The Preliminary Preferred Alternative Synchro files consider the installation of a traffic signal with geometric lane changes to Carteret Industrial Avenue and Waterfront Access Road. The modification of the northbound and southbound lane configurations from the existing shared through-right at the northbound approach and the existing shared through-left at the southbound approach, to a left only and shared through- right layout at both approaches are reflected in the Preliminary Preferred Alternative Synchro files. The existing westbound Waterfront Access Roadway lane configurations will be modified from the current shared left-through-right layout to a left only and a shared through-right layout. In addition, the proposed Carteret Avenue Extension eastbound approach will be newly constructed to provide a left only and shared through-right turn 22 lane configurations. These proposed lane configurations are reflected in the Preliminary Preferred Alternative Synchro files. The existing intersections of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue; CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension; and Carteret Industrial Avenue and Carteret Avenue Extension / Water Front Access Road are expected to operate at an Overall Intersection Level of Service C or better for the AM and PM peak hours in 2020, 2030, and 2040. CR 604 (Roosevelt Avenue) and Pulaski Avenue /Existing Config.Existing Config. Middlesex Avenue Existing T. Signal Existing T. Signal AM Peak Hour PM Peak Hour Scenario Delay (s)Delay (s) Overall Intersection (2020 Volumes)13.9 15.7 Overall Intersection (2030 Volumes)15.2 16.5 Overall Intersection (2040 Volumes)15.3 17 CR 604 (Roosevelt Avenue) and Carteret Avenue /Existing Existing Carteret Avenue Extension Unsignalized Unsignalized AM Peak Hour PM Peak Hour Scenario Delay (s)Delay (s) Overall Intersection (2030 Volumes)2.3 2.9 Overall Intersection (2030 Volumes)4.1 6 Overall Intersection (2040 Volumes)4.1 6.4 Industrial Ave and Carteret Avenue Extension /Existing Existing Waterfront Access Road Unsignalized Unsignalized AM Peak Hour PM Peak Hour Scenario Delay (s)Delay (s) Overall Intersection (2020 Volumes)0.3 0.9 Overall Intersection (2030 Volumes)5.3 7 Overall Intersection (2040 Volumes)5.5 7.2 23 The proposed traffic signals within our project limits are expected to operate at an Overall Intersection Level of Service C or better for the AM and PM peak hours in 2030 and 2040 under the Preliminary Preferred Alternative. 4.2. Existing and Future Level of Service – Peak Hours Based on the latest Highway Capacity Manual, for signalized intersections Level of Service A corresponds to little or no delay (less than 10 seconds), and Level of Service F corresponds to excessive delays over 80 seconds. Level of Service C is considered a desired level of operation and Level of Service D is considered the maximum acceptable delay for most drivers in a congested urban setting. Based on the latest Highway Capacity Manual, for unsignalized intersections Level of Service A corresponds to little or no delay (less than 10 seconds), and Level of Service F corresponds to excessive delays over 50 seconds. Level of Service C is considered a desired level of operation and Level of Service D is considered the maximum acceptable delay for most drivers in a congested urban setting. In order to establish the base operating conditions, the 2020 existing peak hour volumes were analyzed in conjunction with the current signal timing, current intersection controls, and lane configurations to develop the existing levels of service. Table 4-1 to Table 4-3 shows the expected existing levels of service using the current traffic signal and intersection configuration at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue and the current stop-controlled intersection configuration for the unsignalized intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue and CR 604 (Roosevelt Avenue) and Pulaski Avenue /Preferred Alternative - 3 Phase Preferred Alternative - 3 Phase Middlesex Avenue Proposed T. Signals Proposed T. Signals AM Peak Hour PM Peak Hour Scenario Delay (s)Delay (s) Overall Intersection (2030 Volumes)8.1 8.6 Overall Intersection (2040 Volumes)7.9 9.1 CR 604 (Roosevelt Avenue) and Carteret Avenue /Preferred Alternative - 4 Phase Preferred Alternative - 4 Phase Carteret Avenue Extension Proposed T. Signals Proposed T. Signals AM Peak Hour PM Peak Hour Scenario Delay (s)Delay (s) Overall Intersection (2030 Volumes)16.6 13.6 Overall Intersection (2040 Volumes)16.7 13.8 Industrial Ave and Carteret Avenue Extension /Preferred Alternative - 4 Phase Preferred Alternative - 4 Phase Waterfront Access Road Proposed T. Signals Proposed T. Signals AM Peak Hour PM Peak Hour Scenario Delay (s)Delay (s) Overall Intersection (2030 Volumes)11.5 13.4 Overall Intersection (2040 Volumes)11.6 13.5 24 Carteret Avenue Extension and the unsignalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Drive in the project. Table 4-1 Table 4-2 Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 1 EB Left C 27.7 22.5 C 28.0 32.5 EB Through C 27.7 0.0 C 28.0 0.0 (CR 604)EB Right C 27.7 0.0 C 28.0 0.0 Roosevelt Ave (N/S)EB Group C 27.7 -C 28.0 - WB Left C 27.9 27.5 C 28.0 57.5 and WB Through C 27.9 0.0 C 28.0 0.0 WB Right C 27.9 0.0 C 28.0 0.0 Pulaski Avenue /WB Group C 27.9 -C 28.0 - Middlesex Avenue NB Left B 13.0 5.0 B 13.0 5.0 (E/W)NB Through B 15.7 0.0 B 18.0 0.0 NB Right B 15.7 162.5 B 18.0 260.0 NB Group B 15.6 -B 17.9 - Future Volumes SB Left A 8.6 7.5 A 9.4 7.5 Existing Intersection SB Through A 9.0 0.0 B 10.3 0.0 Configuration SB Right A 9.0 102.5 B 10.3 190.0 SB Group A 9.0 -B 10.2 - B 13.9 -B 15.7 - 2020 AM 2020 PM Movement Overall Intersection Existing Conditions Existing Conditions Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 2 EB Left b 11.0 7.5 c 15.1 20.0 EB Through b 11.0 -c 15.1 - (CR 604)EB Right b 11.0 -c 15.1 - Roosevelt Ave (N/S)EB Group b 11.0 -c 15.1 - WB Left b 11.4 2.5 c 17.4 7.5 and WB Through b 11.4 -c 17.4 - WB Right b 11.4 -c 17.4 - Carteret Avenue /WB Group b 11.4 -c 17.4 - Abbi Lane NB Left a 1.5 2.5 a 1.6 5.0 Carteret Avenue Ext.NB Through a 1.5 -a 1.6 - (E/W)NB Right a 1.5 -a 1.6 - NB Group a 1.5 -a 1.6 - Future Volumes SB Left a 0.2 0.0 a 0.4 0.0 Future Carteret Ave SB Through a 0.2 -a 0.4 - Extension SB Right a 0.2 -a 0.4 - Existing Stop-Control SB Group a 0.2 -a 0.4 - a 2.3 -a 2.9 - 2020 AM 2020 PM Unsignalized Unsignalized Existing Existing Movement Overall Intersection 25 Table 4-3 The 2030 and 2040 future peak hour volumes are based on utilizing the background growth rates as developed by the NJDOT on the existing peak hour traffic volumes plus adding the trips generated by the Carteret Commuter Ferry site receiving 300 trips and including the Carteret Avenue Extension to establish 2030 and 2040 future conditions with the proposed lane configurations without new signalization in place. Tables 4-4 and 4-7 show the expected projected levels of service using the future peak hour volumes, the current traffic signal and intersection configuration at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue for 2030 and 2040 respectively. Tables 4-5 and 4-8 show the expected projected levels of service using the future peak hour volumes, the Carteret Avenue Extension lane configurations, and the current stop control at CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension (Abbi Road) for 2030 and 2040 respectively. Tables 4-6 and 4-9 show the expected projected levels of service using the future peak hour volumes, the Carteret Avenue Extension lane configurations and the future peak hour volumes under current stop control at Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road for 2030 and 2040 respectively. Location LOS Delay (s)95% Queue (ft.)LOS Delay (s)95% Queue (ft.) Intersection 3 EB Left ------ EB Through ------ Carteret Industrial Ave. (N/S)EB Right ------ EB Group ------ and WB Left b 10.9 0.0 b 13.2 5.0 WB Through ------ Waterfront Access Rd / WB Right b 10.9 -b 13.2 - Carteret Avenue Ext.WB Group b 10.9 -b 13.2 - (E/W)NB Left ------ NB Through a 0.0 -a 0.0 - NB Right a 0.0 -a 0.0 - NB Group a 0.0 -a 0.0 - Future Volumes SB Left a 0.2 0.0 a 0.9 0.0 Future Carteret Ave SB Through a 0.2 -a 0.9 - Extension SB Right ------ Existing Stop-Control SB Group a 0.2 -a 0.9 - a 0.3 -a 0.9 - Existing 2020 AM Unsignalized 2020 PM Existing Unsignalized Movement Overall Intersection 26 Table 4-4 Table 4-5 Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 1 EB Left C 28.6 52.5 C 28.7 37.5 EB Through C 28.6 0.0 C 28.7 0.0 (CR 604)EB Right C 28.6 0.0 C 28.7 0.0 Roosevelt Ave (N/S)EB Group C 28.6 -C 28.7 - WB Left C 27.9 30.0 C 30.2 85.0 and WB Through C 27.9 0.0 C 30.2 0.0 WB Right C 27.9 0.0 C 30.2 0.0 Pulaski Avenue /WB Group C 27.9 -C 30.2 - Middlesex Avenue NB Left B 13.0 5.0 B 13.3 5.0 (E/W)NB Through B 16.5 0.0 B 18.5 0.0 NB Right B 16.5 202.5 B 18.5 285.0 NB Group B 16.4 -B 18.4 - Future Volumes SB Left A 8.9 7.5 A 9.6 5.0 Existing Intersection SB Through A 9.1 0.0 B 10.9 0.0 Configuration SB Right A 9.1 112.5 B 10.9 225.0 SB Group A 9.1 -B 10.9 - B 15.2 -B 16.5 - 2030 AM 2030 PM Movement Overall Intersection Future Volumes Existing Intersection Configuration Future Volumes Existing Intersection Configuration Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 2 EB Left c 15.8 3.0 d 32.9 10.0 EB Through c 15.2 23.0 b 14.1 16.0 (CR 604)EB Right c 15.2 23.0 b 14.1 16.0 Roosevelt Ave (N/S)EB Group c 15.3 -c 17.2 - WB Left c 18.8 4.0 e 35.1 28.0 and WB Through b 12.3 3.0 c 24.9 36.0 WB Right b 12.3 3.0 c 24.9 36.0 Carteret Avenue /WB Group b 14.1 -d 28.4 - Abbi Lane /NB Left a 7.9 3.0 a 8.4 7.0 Carteret Avenue Ext.NB Through a 0.0 0.0 a 0.0 0.0 (E/W)NB Right a 0.0 0.0 a 0.0 0.0 NB Group a 1.3 -a 1.8 - Future Volumes SB Left a 7.8 2.0 a 8.1 1.0 Future Carteret Ave SB Through a 0.0 0.0 a 0.0 0.0 Extension SB Right a 0.0 0.0 a 0.0 0.0 Existing Stop-Control SB Group a 0.9 -a 0.4 - a 4.1 -a 6.0 - Movement Overall Intersection 2030 AM Future Volumes + Extension Existing Stop-Control 2030 PM Future Volumes + Extension Existing Stop-Control 27 Table 4-6 Table 4-7 Location LOS Delay (s)95% Queue (ft.)LOS Delay (s)95% Queue (ft.) Intersection 3 EB Left a 0.0 0.0 a 0.0 0.0 EB Through d 27.8 54.0 c 15.3 3.0 Carteret Industrial Ave. (N/S)EB Right d 27.8 54.0 c 15.3 3.0 EB Group d 27.8 -c 15.3 - and WB Left d 27.8 7.0 c 19.7 32.0 WB Through b 13.6 5.0 c 18.6 61.0 Waterfront Access Rd / WB Right b 13.6 5.0 c 18.6 61.0 Carteret Avenue Ext.WB Group c 18.5 -c 18.9 - (E/W)NB Left a 0.0 0.0 a 0.0 0.0 NB Through a 0.0 0.0 a 0.0 0.0 NB Right a 0.0 0.0 a 0.0 0.0 NB Group a 0.0 -a 0.0 - Future Volumes SB Left a 8.2 5.0 a 8.1 2.0 Future Carteret Ave SB Through a 0.0 0.0 a 0.0 0.0 Extension SB Right a 0.0 0.0 a 0.0 0.0 Existing Stop-Control SB Group a 1.6 -a 1.1 - a 5.3 -a 7.0 - 2030 PM Future Volumes + Extension Existing Stop-Control Movement Overall Intersection 2030 AM Future Volumes + Extension Existing Stop-Control Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 1 EB Left C 28.6 52.5 C 28.7 40.0 EB Through C 28.6 0.0 C 28.7 0.0 (CR 604)EB Right C 28.6 0.0 C 28.7 0.0 Roosevelt Ave (N/S)EB Group C 28.6 -C 28.7 - WB Left C 27.9 30.0 C 30.6 100.0 and WB Through C 27.9 0.0 C 30.6 0.0 WB Right C 27.9 0.0 C 30.6 0.0 Pulaski Avenue/WB Group C 27.9 -C 30.6 - Middlesex Avenue NB Left B 13.0 5.0 B 13.8 5.0 (E/W)NB Through B 16.8 0.0 B 19.1 0.0 NB Right B 16.8 215.0 B 19.1 307.5 NB Group B 16.7 -B 19.0 - Future Volumes SB Left A 9.4 10.0 A 9.9 5.0 Existing Intersection SB Through A 9.3 0.0 B 11.2 0.0 Configuration SB Right A 9.3 120.0 B 11.2 240.0 SB Group A 9.3 -B 11.2 - B 15.3 -B 17.0 - 2040 PM2040 AM Movement Overall Intersection Future Volumes Existing Intersection Configuration Future Volumes Existing Intersection Configuration 28 Table 4-8 Table 4-9 Location LOS Delay (s)95% Queue (ft.)LOS Delay (s)95% Queue (ft.) Intersection 2 EB Left c 16.4 3.0 e 37.9 12.0 EB Through c 15.8 25.0 b 14.7 18.0 (CR 604)EB Right c 15.8 25.0 b 14.7 18.0 Roosevelt Ave (N/S)EB Group c 15.8 -c 18.5 - WB Left c 19.9 3.0 e 41.0 33.0 and WB Through b 12.5 4.0 d 27.6 41.0 WB Right b 12.5 4.0 d 27.6 41.0 Carteret Avenue /WB Group b 14.6 -d 32.1 - Abbi Lane /NB Left a 7.9 3.0 a 8.5 7.0 Carteret Avenue Ext.NB Through a 0.0 0.0 a 0.0 0.0 (E/W)NB Right a 0.0 0.0 a 0.0 0.0 NB Group a 1.4 -a 1.7 - Future Volumes SB Left a 7.9 2.0 a 8.1 2.0 Future Carteret Ave SB Through a 0.0 0.0 a 0.0 0.0 Extension SB Right a 0.0 0.0 a 0.0 0.0 Existing Stop-Control SB Group a 0.8 -a 0.4 - a 4.1 -a 6.4 - 2040 AM 2040 PM Existing Stop-Control Existing Stop-Control Future Volumes + Extension Future Volumes + Extension Movement Overall Intersection Location LOS Delay (s)95% Queue (ft.)LOS Delay (s)95% Queue (ft.) Intersection 3 EB Left a 0.0 0.0 a 0.0 0 EB Through d 29.9 58.0 c 16.1 3 Carteret Industrial Ave. (N/S)EB Right d 29.9 58.0 c 16.1 3 EB Group d 29.9 -c 16.1 - and WB Left d 30.0 8.0 c 21.6 36 WB Through b 14.0 5.0 c 20.1 67 Waterfront Access Rd / WB Right b 14.0 5.0 c 20.1 67 Carteret Avenue Ext.WB Group c 19.5 -c 20.6 - (E/W)NB Left a 0.0 0.0 a 0.0 0 NB Through a 0.0 0.0 a 0.0 0 NB Right a 0.0 0.0 a 0.0 0 NB Group a 0.0 -a 0.0 - Future Volumes SB Left a 8.2 5.0 a 8.2 3 Future Carteret Ave SB Through a 0.0 0.0 a 0.0 0 Extension SB Right a 0.0 0.0 a 0.0 0 Existing Stop-Control SB Group a 1.5 -a 1.1 - a 5.5 -a 7.2 - Movement Overall Intersection 2040 PM Future Volumes + Extension Existing Stop-Control 2040 AM Future Volumes + Extension Existing Stop-Control 29 4.3. Projected Level of Service – Peak Hours Tables 4-10 to 4-27 show the projected levels of service for the intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue, CR 604 (Roosevelt Avenue), and Carteret Avenue / Carteret Avenue Extension (Abbi Road), and Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road with all proposed improvements implemented. Under the Preliminary Preferred Alternative, the intersections are proposed to have one (1) exclusive left turn lane and one (1) shared through-right turn lane on all northbound, southbound, eastbound and westbound approaches, with the exception of the eastbound Pulaski Avenue and the westbound Middlesex Avenue approaches which are proposed to have shared left-through-right turn lanes. In addition, all three subject intersections are signalized. Under the Preliminary Preferred Alternative, the traffic signals are proposed to operate as follows: • At the Signalized Intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue the CR 604 Roosevelt Avenue approaches have one (1) exclusive left turn lane and one (1) shared through-right turn lane while the Pulaski Avenue / Middlesex Avenue approaches have one shared lane for all movements The traffic signal is proposed to operate with three (3) phases. The CR 604 Roosevelt Avenue approaches will operate protected – permissive with Phase 1 allowing the northbound and southbound left turn movements to proceed protected, followed by Phase 2 which allows all northbound and southbound movements to proceed under permissive operations. Phase 3 will allow all movements on the eastbound and westbound Pulaski Avenue / Middlesex Avenue approaches to proceed. • At the Signalized Intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension all approaches have one (1) exclusive left turn lane and one (1) shared through-right turn lane. The traffic signal is proposed to operate with four (4) phases. The CR 604 Roosevelt Avenue approaches will operate protected – permissive with Phase 1 allowing the northbound and southbound left turn movements to proceed protected followed by Phase 2 which will allow all northbound and southbound movements to proceed under permissive operations. The CR 604 Roosevelt Avenue approaches operate protected – permissive with The Carteret Avenue / Carteret Avenue Extension approaches will operate protected – permissive with Phase 3 allowing the eastbound and westbound left turn movements to proceed protected followed by Phase 4 which will allow all eastbound and westbound movements to proceed under permissive operations. • At the Signalized Intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road all approaches have one (1) exclusive left turn lane and one (1) shared through-right turn lane. The traffic signal is proposed to operate with four (4) phases. The Carteret Industrial Avenue approaches will operate protected – permissive with Phase 1 allowing the northbound and 30 southbound left turn movements to proceed protected followed by Phase 2 which will allow all northbound and southbound movements to proceed under permissive operations. The Carteret Avenue Extension / Waterfront Access Road approaches will operate protected – permissive with Phase 3 allowing the eastbound and westbound left turn movements to proceed protected followed by Phase 4 which will allow all eastbound and westbound movements to proceed under permissive operations. Table 4-10 shows the Projected Delays and Levels of Service for the Signalized Intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue under the Preliminary Preferred Alternative with 3-Phase Signal Operation and the 2030 Projected Traffic Volumes. Table 4-10 Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 1 EB Left D 40.2 57.5 D 38.4 40.0 EB Through D 38.9 0.0 D 38.4 0.0 (CR 604)EB Right D 38.9 32.5 D 38.4 0.0 Roosevelt Ave (N/S)EB Group D 40.2 -D 38.4 - WB Left D 38.9 32.5 D 40.9 90.0 and WB Through D 38.9 0.0 D 40.9 0.0 WB Right D 38.9 0.0 D 40.9 0.0 Pulaski Avenue /WB Group D 38.9 -D 40.9 - Middlesex Avenue NB Left A 2.3 0.0 A 2.5 0.0 (E/W)NB Through A 3.4 0.0 A 4.0 0.0 NB Right A 3.4 57.5 A 4.0 92.5 Preliminary Preffered NB Group A 3.4 -A 3.9 - Alternative SB Left A 2.1 2.5 A 2.5 2.5 1 Shared Lane SB Through A 2.8 0.0 A 3.9 0.0 on EB and WB App.SB Right A 2.8 40.0 A 3.9 92.5 3-Phase Signal SB Group A 2.8 -A 3.8 - A 8.1 -A 8.6 - Movement Overall Intersection Proposed 2030 AM Actuated 2030 PM Proposed Actuated 31 Table 4-11 Table 4-11 shows the Projected Delays and Levels of Service for the Signalized Intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road under the Preliminary Preferred Alternative Extension with a 4-Phase Signal Operation and the 2030 Projected Traffic Volumes. Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 2 EB Left C 22.8 10.0 C 31.0 12.5 EB Through C 26.3 0.0 D 39.2 0.0 (CR 604)EB Right C 26.3 90.0 D 39.2 77.5 Roosevelt Ave (N/S)EB Group C 25.9 -D 37.8 - WB Left C 23.2 7.5 C 29.3 35.0 and WB Through C 24.3 0.0 C 34.0 0.0 WB Right C 24.3 20.0 C 34.0 77.5 Carteret Avenue /WB Group C 24.0 -C 32.4 - Carteret Avenue Ext.NB Left B 11.0 22.5 A 4.9 20.0 (E/W)NB Through B 14.7 0.0 A 7.2 0.0 NB Right B 14.7 150.0 A 7.2 112.5 Preliminary Preffered NB Group B 14.1 -A 6.7 - Alternative SB Left B 11.2 15.0 A 5.7 5.0 1 Left SB Through B 14.7 0.0 A 9.1 0.0 1 Shared Thru-Right SB Right B 14.7 145.0 A 9.1 147.5 on EB and WB App.SB Group B 14.3 -A 8.9 - 4-Phase Signal B 16.6 -B 13.6 - 2030 AM 2030 PM Actuated Proposed Proposed Movement Overall Intersection Actuated 32 Table 4-12 Table 4-12 shows the Projected Delays and Levels of Service for the Signalized Intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road under the Preliminary Preferred Alternative Extension with a 4-Phase Signal Operation and the 2030 Projected Traffic Volumes. Location LOS Delay (s)95% Queue (veh/ln)LOS Delay (s)95% Queue (veh/ln) Intersection 3 EB Left A 0.0 0.0 A 0.0 0.0 EB Through C 22.9 62.5 B 19.8 7.5 Carteret Industrial Ave. (N/S)EB Right C 22.9 0.0 B 19.8 0.0 EB Group C 22.9 -B 19.8 - and WB Left B 16.6 5.0 B 15.3 40.0 WB Through B 15.6 0.0 B 16.2 0.0 Waterfront Access Rd / WB Right B 15.6 10.0 B 16.2 92.5 Carteret Avenue Ext.WB Group B 15.9 -B 15.9 - (E/W)NB Left A 0.0 0.0 A 0.0 0.0 NB Through B 12.7 0.0 B 14.8 0.0 Preliminary Preffered NB Right B 12.7 102.5 B 14.8 130.0 Alternative NB Group B 12.7 -B 14.8 - 1 Left SB Left A 6.5 10.0 A 8.2 7.5 1 Shared Thru-Right SB Through A 6.7 52.5 A 8.1 47.5 on EB and WB App.SB Right A 6.7 0.0 A 8.1 0.0 4-Phase Signal SB Group A 6.6 -A 8.1 - B 11.5 -B 13.4 - Movement Overall Intersection Proposed Proposed Actuated Actuated 2030 AM 2030 PM 33 Table 4-13 Table 4-13 shows the Projected Delays and Levels of Service for the Signalized Intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue under the Preliminary Preferred Alternative 4-Phase Signal Operation and the 2040 Projected Traffic Volumes. Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 1 EB Left D 40.3 57.5 D 38.0 42.5 EB Through D 40.3 0.0 D 38.0 0.0 (CR 604)EB Right D 40.3 0.0 D 38.0 0.0 Roosevelt Ave (N/S)EB Group D 40.3 -D 38.0 - WB Left D 39.0 32.5 D 41.0 105.0 and WB Through D 39.0 0.0 D 41.0 0.0 WB Right D 39.0 0.0 D 41.0 0.0 Pulaski Avenue /WB Group D 39.0 -D 41.0 - Middlesex Avenue NB Left A 2.3 0.0 A 2.8 2.5 (E/W)NB Through A 3.5 0.0 A 4.3 0.0 NB Right A 3.5 62.5 A 4.3 107.5 Preliminary Preffered NB Group A 3.5 -A 4.3 - Alternative SB Left A 2.1 2.5 A 2.7 2.5 1 Shared Lane SB Through A 2.9 0.0 A 4.2 0.0 on EB and WB App.SB Right A 2.9 42.5 A 4.2 107.5 3-Phase Signal SB Group A 2.9 -A 4.2 - A 7.9 -A 9.1 - Movement Overall Intersection 2040 PM Proposed Actuated 2040 AM Proposed Actuated 34 Table 4-14 Table 4-14 shows the Projected Delays and Levels of Service for the Signalized Intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension under the Preliminary Preferred Alternative with 4-Phase Signal Operation and the 2040 Projected Traffic Volumes. Location LOS Delay (s)95% Queue (ft)LOS Delay (s)95% Queue (ft) Intersection 2 EB Left C 22.8 10.0 C 30.9 12.5 EB Through C 26.4 0.0 D 39.2 0.0 (CR 604)EB Right C 26.4 92.5 D 39.2 80.0 Roosevelt Ave (N/S)EB Group C 26.0 -D 37.8 - WB Left C 23.2 7.5 C 29.3 35.0 and WB Through C 24.3 0.0 C 33.9 0.0 WB Right C 24.3 20.0 C 33.9 77.5 Carteret Avenue /WB Group C 24.0 -C 32.3 - Carteret Avenue Ext.NB Left B 11.0 25.0 A 5.1 20.0 (E/W)NB Through B 14.9 0.0 A 7.6 0.0 NB Right B 14.9 160.0 A 7.6 127.5 Preliminary Preffered NB Group B 14.2 -A 7.1 - Alternative SB Left B 11.3 15.0 A 5.8 5.0 1 Left SB Through B 15.0 0.0 A 9.5 0.0 1 Shared Thru-Right SB Right B 15.0 157.5 A 9.5 162.5 on EB and WB App.SB Group B 14.6 -A 9.3 - 4-Phase Signal B 16.7 -B 13.8 - 2040 PM2040 AM Actuated Actuated Proposed Proposed Movement Overall Intersection 35 Table 4-15 Table 4-15 shows the Projected Delays and Levels of Service for the Signalized Intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road under the Preliminary Preferred Alternative with a 4-Phase Signal Operation with the 2040 Projected Traffic Volumes. Based on the delays presented in the table, the intersection delays are expected to increase minimally when revising the lane configurations and traffic signal operations at each intersection within our project limits. However, the revised lane configurations and traffic signal operation at each intersection produces intersection levels of service of B or better for all peak hours. For the entire table detailing the individual, group and intersection levels of service, please see Appendix C. 5. Project Impacts – Preliminary Preferred Alternative In order to address the Concept Phase Submission review comments received from the Borough of Carteret and the County, the Preliminary Preferred Alternative has been developed which merges elements of Concept 1 and Concept 2. In this section, a summary of the Preliminary Preferred Alternative and impacts at each intersection is provided along with advantages and disadvantages. The Preliminary Preferred Alternative has been designed to minimize right-of-way acquisition and property impacts along CR 604 (Roosevelt Avenue), replace the existing traffic signal equipment at the intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue while installing new traffic signals at the intersection of CR 604 (Roosevelt Avenue) with Carteret Location LOS Delay (s)95% Queue (ft.)LOS Delay (s)95% Queue (ft.) Intersection 3 EB Left A 0.0 0.0 A 0.0 0 EB Through C 22.9 62.5 B 19.8 7.5 Carteret Industrial Ave. (N/S)EB Right C 22.9 0.0 B 19.8 0 EB Group C 22.9 -B 19.8 - and WB Left B 16.6 5.0 B 15.3 42.5 WB Through B 15.6 0.0 B 16.3 0 Waterfront Access Rd / WB Right B 15.6 10.0 B 16.3 95 Carteret Avenue Ext.WB Group B 15.9 -B 16.0 - (E/W)NB Left A 0.0 0.0 A 0.0 0 NB Through B 13.0 0.0 B 15.0 0 Preliminary Preffered NB Right B 13.0 107.5 B 15.0 132.5 Alternative NB Group B 13.0 -B 15.0 - 1 Left SB Left A 6.6 10.0 A 8.3 7.5 1 Shared Thru-Right SB Through A 6.8 57.5 A 8.2 52.5 on EB and WB App.SB Right A 6.8 0.0 A 8.2 0 4-Phase Signal SB Group A 6.8 -A 8.2 - B 11.6 -B 13.5 - Movement Overall Intersection Proposed Proposed Actuated Actuated 2040 AM 2040 PM 36 Avenue / Carteret Avenue Extension and the intersection of Carteret Industrial Avenue with Carteret Avenue Extension / Waterfront Access Road. The proposed traffic signal, signing, striping and pedestrian facility improvements at the three (3) intersections have been designed to meet current MUTCD, AASHTO, NJDOT Standards, and the Public Right-Of-Way Accessibility Guidelines (PROWAG) while increasing pedestrian connectivity where feasible. The Preliminary Preferred Alternative pavement design proposes milling and paving of CR 604 (Roosevelt Avenue), Middlesex Avenue and Pulaski Avenue through the limits of the project, milling and paving with full depth pavement reconstruction sections along Carteret Industrial Avenue and Waterfront Access Road through the limits of the project, and new full depth pavement construction on the Carteret Avenue Extension approaches. 5.1. CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue For the signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue, it is proposed to maintain all existing geometric lane configurations, which currently consist of one (1) exclusive left turn lane and one (1) shared through-right lane at the CR 604 (Roosevelt Avenue) approaches and one (1) shared left-through-right lane on the Pulaski Avenue and Middlesex Avenue approaches. It should be noted that the existing cross section on Roosevelt Avenue south of Pulaski Avenue / Middlesex Avenue contains a 12.4’ +/- receiving lane, a 9.4’ +/- left turn lane, and an 11.0’ +/- shared through-right turn lane. Similarly, the existing cross section on Roosevelt Avenue north of Pulaski Avenue / Middlesex Avenue contains an 11.5’ +/- receiving lane, a 10.5’ +/- left turn lane, and an 11.5’ +/- shared through-right turn lane. With regard to the left turn lanes on Pulaski Avenue and Middlesex Avenue which were contemplated under Concept 2, the Borough questioned the need and noted that on street parking would be lost if the left turn lanes were installed. Middlesex County Traffic Design Standards requires left turn slots at all signalized approaches under the jurisdiction of the County. However, the analyses at the existing signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue revealed that the current low volume for the minor streets at these intersections do not present capacity issues that would facilitate the need for left turn slots at the minor road approaches at each intersection. Therefore, Preliminary Preferred Alternative proposes exclusive left turn lanes at the major road approaches only along CR 604 (Roosevelt Avenue) and shared left-through-right lanes at all other approaches along with milling and paving operations within our project limits. Overall, the delays expected under the 2030 Future Traffic Volumes with the existing intersection configuration remaining in place on the Pulaski Avenue Eastbound and the Middlesex Avenue Westbound approaches are acceptable. To address the Borough’s comment and based on the expected acceptable operations with the 2030 Future Traffic Volumes we have maintained the existing on street parking and the existing Pulaski Avenue Eastbound and the Middlesex Avenue Westbound lane configurations in the Preliminary Preferred Alternative rather than implement dedicated eastbound and westbound left turn lanes. 37 Further, the Borough of Carteret has indicated not to widen Roosevelt Avenue. In accordance with the Borough’s request we have developed the Preliminary Preferred Alternative which maintains the existing curb lines along CR 604 (Roosevelt Avenue). Under this Preliminary Preferred Alternative, the proposed travel lane widths along CR 604 (Roosevelt Avenue) will be a minimum of 11 feet and the proposed left turn lane widths will be a minimum of 10.5 feet. It should be noted that with no widening on Roosevelt Avenue the WB-67 design vehicle turning paths cannot be accommodated. Currently, there are Commercial Motor Vehicle Restrictions in place along Roosevelt Avenue and Middlesex Avenue which restrict vehicles over 4 tons from utilizing these roadways. Under the Preliminary Preferred Alternative all turning movements at the signalized intersection have been designed to accommodate the S-Bus-40 and SU-40 design vehicles. Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. The existing exclusive left turn lanes along CR 604 (Roosevelt Avenue) are modified to 50-foot storage lengths in accordance with the analyses performed. The existing traffic signal at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue is proposed receive a full traffic signal replacement under the Preliminary Preferred Alternative. The new traffic signal equipment will include the addition of APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. 5.1.1. Advantages and Disadvantages The advantages to Preliminary Preferred Alternative at this signalized intersection are as follows: • Minimal Right-of-Way acquisitions • Resurfacing of roadway without total full depth pavement reconstruction • Improved Pedestrian Facilities • 5-foot ADA compliant sidewalks throughout project limits • No roadway widening aside from minor curb radius improvements • Signalized intersection has been designed to accommodate the S Bus 40 and SU 40 design vehicles • Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. • Conformance to the MUTCD at the signalized intersection 38 • Gutter drainage improvements to a minimum standard slope of 0.50% where full height curb is proposed • Less impacts to existing utilities along CR 604 (Roosevelt Avenue) without widening • Upgraded traffic striping and signage, PROWAG compliant curb ramps, pedestrian signal heads and push buttons • Lower construction costs when compared to widening along CR 604 (Roosevelt Avenue) The disadvantages to the Preliminary Preferred Alternative at this signalized intersection are as follows: • Design Exceptions Required • Existing substandard conditions to remain • Minimal lane widths to remain – along CR 604 (Roosevelt Avenue) – specifically the left turn lanes at 10.5 feet • Utility Poles remain directly behind the curb along CR 604 (Roosevelt Avenue) • Not all Middlesex County Traffic Signal Standards would be met • WB-67 design vehicle turning paths cannot be accommodated • Existing roadway profile and cross slopes remain through mill and pave sections 5.2. CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension (Abbi Road) For the proposed signalized intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension the Preliminary Preferred Alternative converts the CR 604 (Roosevelt Avenue) approaches from the existing shared left-through-right lanes into exclusive left turn and shared through-right lanes. In addition, the Carteret Avenue approach and the Carteret Avenue Extension / Abbi Road approach will be converted from the existing shared left-through-right lanes to exclusive left turn and a shared through-right lanes. Further, the existing Abbi Road (Carteret Avenue Extension) approach is proposed to be realigned to connect to the Borough of Carteret’s Project which will extend Carteret Avenue from CR 604 (Roosevelt Avenue) to Carteret Industrial Avenue at the Waterfront Access Road intersection. It should be noted that the Borough of Carteret has requested exclusive left turn lanes on all approaches at this new signalized intersection, no widening on CR 603 (Roosevelt Avenue) and to maintain the existing median on the Carteret Avenue eastbound approach. 39 In accordance with the Borough’s request we have developed the Preliminary Preferred Alternative which proposes exclusive left turn lanes, maintains both the existing curb lines along CR 604 (Roosevelt Avenue) and the existing median on the Carteret Avenue eastbound approach as requested. Under this alternative the proposed travel lane widths will be a minimum of 11 feet and the proposed left turn lane widths will be a minimum of 10.5 feet. With the addition of left turn lanes on all approaches, no widening on CR 604 (Roosevelt Avenue) and maintaining the existing Carteret Avenue median, the WB-67 design vehicle turning paths cannot be accommodated. Currently, there are Commercial Motor Vehicle Restrictions in place along Roosevelt Avenue and Carteret Avenue which restrict vehicles over 4 tons from utilizing these roadways. Under the Preferred Alternative all turning movements at the proposed signalized intersection have been designed to accommodate the S-Bus-40 and SU-40 design vehicles without conflicts with the exception of the eastbound and westbound right turns from Carteret Avenue to Roosevelt Avenue which can accommodate the S-Bus-40 and SU-30 design vehicles. Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. The existing unsignalized stop-controlled intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road intersection is proposed to be modified by installing a traffic signal with APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. Carteret Avenue is also proposed to be extended through Abbi Road to the intersection of Carteret Industrial Avenue and Waterfront Access Road under the Borough’s Carteret Avenue Extension Project. The modification of the northbound and southbound lane configurations from the existing shared left-through-right lanes to exclusive left turn and shared through-right lanes are reflected in the Preliminary Preferred Alternative. The modification of the eastbound, and westbound lane configurations from the existing shared left-through-right to exclusive left turn and shared through-right lanes are also reflected in the Preliminary Preferred Alternative. 5.2.1. Advantages and Disadvantages The advantages to the Preliminary Preferred Alternative at this unsignalized intersection are as follows: • Minimal Right-of-Way acquisitions along CR 604 Roosevelt Avenue and Carteret Avenue • Resurfacing of roadway without total full depth pavement reconstruction along CR 604 Roosevelt Avenue and Carteret Avenue • Improved Pedestrian Facilities 40 • 5-foot ADA compliant sidewalks throughout project limits • Installation of a Traffic Signal • Exclusive left turn lanes to be installed on all approaches • No roadway widening aside minor curb radius improvements and the Borough of Carteret’s Commuter Ferry project which extends Carteret Avenue to the Waterfront Access Road • Signalized intersection has been designed to accommodate the S Bus 40 and SU 40 design vehicles without conflicts with the exception of the eastbound and westbound right turns from Carteret Avenue to Roosevelt Avenue which can accommodate the S Bus 40 and SU 30 design vehicles. • Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. • Existing center median on Carteret Avenue to remain • Conformance to the MUTCD at the new signalized intersection • Gutter drainage improvements to a minimum standard slope of 0.50% where full height curb is proposed • Less impacts to existing utilities along CR 604 (Roosevelt Avenue) without widening • Upgraded traffic striping and signage, PROWAG compliant curb ramps, pedestrian signal heads and push buttons • Lower construction costs when compared to widening along CR 604 (Roosevelt Avenue) The disadvantages to the Preliminary Preferred Alternative at this unsignalized intersection are as follows: • Design Exceptions Required • Existing substandard conditions to remain • Minimal lane widths to remain – along CR 604 (Roosevelt Avenue) – specifically the left turn lanes at 10.5 feet • Utility Poles remain directly behind the curb along CR 604 (Roosevelt Avenue) • Not all Middlesex County Traffic Signal Standards would be met 41 • WB- 67 design vehicle turning paths cannot be accommodated • Existing roadway profile and cross slopes remain through mill and pave sections • Removal of three (3) trees within median island and loss of parking along Carteret Avenue 5.3. Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road For the proposed signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road, the Preliminary Preferred Alternative converts the existing shared lane approaches on Carteret Industrial Avenue northbound and southbound to a 12’ exclusive left turn lane, a 13’ wide shared through-right turn lane, and a 6’ wide shoulder for each direction. For the new Carteret Avenue Extension eastbound approach, which will connect to the Borough of Carteret’s Carteret Avenue Extension Project and the Waterfront Access Road, the approach is proposed to have a 12’ wide receiving lane, an 11’ exclusive left turn lane, and a 12’ wide shared through-right turn lane. The Waterfront Access Road approach is proposed to be widened to accommodate a 12’ wide receiving lane, an 11’ exclusive left turn lane, and a 12’ wide shared through-right turn lane. These proposed lane modifications are reflected in the Preliminary Preferred Alternative. It should be noted that the Borough requested that the feasibility of maintaining the existing warehouse truck access driveway adjacent to the Waterfront Access Road as an ingress only driveway be reviewed and consideration be given to shifting the proposed Traffic Signals and curb ramps approximately 50’ to the south in an effort to maintain the driveway. We have performed in-depth analyses to evaluate the potential of maintaining the warehouse driveway adjacent to the improved Waterfront Access Road as ingress only. Based on our analyses we have concluded that with the installation of a new traffic signal at this location the existing warehouse access driveway should not be maintained for ingress only or egress at its current location following reasons: • Truck turning movements into the existing warehouse access driveway will conflict with the proposed ADA pedestrian access routes at the new traffic signal. • The truck turning paths for southbound left and northbound right turn movements from Carteret Industrial Avenue into the existing access driveway will conflict with both the proposed Waterfront Access Road curb returns and the proposed traffic signal equipment locations. • With the introduction of dedicated left turn lanes on Industrial Avenue operating simultaneously under a protected left turn lead phase, the southbound left turning path for trucks entering the existing access driveway will conflict with the northbound left turning paths for vehicles entering the Carteret Avenue Extension. • As suggested, we reviewed shifting the traffic signals and the curb ramps 50’ to 42 the south and found that the ingress truck turning paths would remain in conflict with the proposed Waterfront Access Road curb returns and the proposed traffic signal equipment locations. • Maintaining the warehouse ingress driveway is expected to increase the potential for collisions between pedestrians and turning truck movements which should be avoided. • The close proximity of the existing warehouse driveway to the improved Waterfront Access Road within the intersection which is proposed to be signalized will cause unexpected conflicts for motorists and pedestrians that may result in an increase potential for collisions. • Alternative access to the existing warehouse site is available at the second existing site driveway located at the intersection of Industrial Avenue and Middlesex Avenue. • The proposed signalized intersection has been designed to facilitate pedestrian and commuter vehicle access to the Carteret Waterfront and the proposed Commuter Ferry Terminal. Accordingly, pedestrian and commuter vehicle traffic should be separated from truck traffic access to the existing warehouse. It should be noted that we have developed an access alternative which provides a direct connection from Carteret Avenue northbound to the existing warehouse site via a free- flowing right turn ramp configuration located to the south in advance of the proposed signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road. This access alternative is depicted conceptually on the Preliminary Preferred Alternative Construction Plan and is subject to review and concurrence from both the Borough of Carteret and the property owner. Should the Borough, the property owner and the County concur with this access alternative we intend to fully develop the free-flowing warehouse access right turn ramp design under the subsequent design phase. The existing unsignalized stop-controlled intersection of Carteret Industrial Avenue and Waterfront Access Road is proposed to be modified by installing a traffic signal with APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. A fourth leg will be added to the intersection as Carteret Avenue is proposed to be extended through Abbi Road under the Borough’s Carteret Avenue Extension Project to connect to the signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road. Under the Preferred Alternative all turning movements at the proposed signalized intersection have been designed to accommodate the Bus 45 and SU 40 design vehicles without conflicts. Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. 43 5.3.1. Advantages and Disadvantages The advantages to the Preliminary Preferred Alternative at this unsignalized intersection are as follows: • Improved Pedestrian Facilities • 5-foot ADA compliant sidewalks • Installation of a Traffic Signal • Exclusive left turn lanes to be installed on all approaches • No roadway widening along Carteret Industrial Avenue aside from curb radius improvements and the Borough of Carteret’s Commuter Ferry project which extends Carteret Avenue to the Waterfront Access Road • Signalized intersection has been designed to accommodate the S-Bus-45 and SU-40 design vehicles without conflicts • Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible • Existing Warehouse Truck Access Driveway adjacent to the Waterfront Access Road proposed to be relocated • Conformance to the MUTCD at the new signalized intersection • Gutter drainage improvements to a minimum standard slope of 0.50% where full height curb is proposed • Upgraded traffic striping and signage, PROWAG compliant curb ramps, pedestrian signal heads and push buttons The disadvantages to the Preliminary Preferred Alternative at this unsignalized intersection are as follows: • WB-67 design vehicle turning paths cannot be accommodated • Increased construction costs associated with the pavement reconstruction and widening increased curb, sidewalk and driveway reconstruction, storm sewer relocations, utility relocations • Significant utility relocation coordination efforts and the potential for construction delays associated with the number of utility poles which require relocation • Significant Right-of-Way Acquisitions Required 44 6. Storm Drainage 6.1. Existing Storm Drainage The concept plans show existing and proposed inverts and castings elevation for storm sewer and sanitary sewer system. The plans shall show all inlets and manholes to be reset as needed during the construction, including milling and resurfacing operations to provide positive drainage. Existing drainage issues shall be improved. Existing drainage ditches should be eliminated if possible. New Storm water regulations shall be complied with as applicable. 6.2. Preliminary Preferred Alternative 6.2.1. Drainage Under existing conditions, Carteret Industrial Avenue consists of asphalt pavement with concrete vertical curb along both sides of the roadway. The existing runoff along, and directly adjacent to, the roadway is generally collected by the storm sewer system on Carteret Industrial Avenue. The existing runoff is collected by Type B and E inlets, four (4) of which are situated within the project limits – three (3) Type B inlets, and one (1) Type E inlet. Once collected, the runoff is conveyed offsite via the storm sewer system through a 15 in. dia. reinforced concrete pipe (RCP). Under proposed conditions, Carteret Industrial Avenue will consist of asphalt pavement with concrete vertical curb along both sides of the roadway in order to maintain existing drainage patterns. Additional roadway improvements are proposed, which includes the extension of Carteret Avenue to Waterfront Access Road, intersecting Carteret Industrial Avenue. Due to the proposed intersection, improvements to the existing storm sewer system are proposed in order to address the drainage at same. Furthermore, Waterfront Access Road is proposed to be improved, which includes a new low point near the intersection with Carteret Industrial Avenue. A new storm sewer crossing is proposed, which will connect to the storm sewer system on Carteret Industrial Avenue. The proposed storm sewer improvements include new Type B inlets at the proposed intersection, new manhole structures, and will connect to the existing storm sewer system via 15 in. diameter reinforced concrete pipes. In addition, the improvements to the storm sewer system will maintain the existing storm sewer connection conveying runoff from offsite at the location of the proposed intersection. The Pulaski Avenue and Carteret Avenue intersections with Roosevelt Avenue (CR 604) do not have storm sewer systems under their existing conditions; therefore, no storm sewer improvements are proposed at the intersections. The proposed roadway and intersections improvements have been designed in a manner that closely maintains existing drainage patterns. 45 6.2.2. Stormwater Management Any and all storm sewer improvements proposed under the Preliminary Preferred Alternative will conform to the latest stormwater management rules set forth in N.J.A.C. 7:8, dated March 1, 2021. CME anticipates that the overall intersection improvements will not meet the definition of a major development set forth in N.J.A.C. 7:8 as it is our understanding that the sequence of construction will be the installation of Carteret Avenue Extension first by the Borough of Carteret to be followed by the installation of the intersection improvements under this project. CME anticipates that the intersection improvements will not total more than ¼ acre of new impervious surfaces and will total more than 1 acre of total disturbance. This is currently under review in coordination with the Borough’s Carteret Avenue Extension Project. CME understands that any stormwater management facilities required under the Borough’s Carteret Avenue Extension project will consider any storm sewer improvements proposed under this alternative. The existing stormwater management basin located at the northwest corner of the Carteret Industrial Avenue and Carteret Avenue Extension/Waterfront Access Road Intersection will require modifications under the Borough of Carteret’s Carteret Avenue Extension Roadway Project. 7. Sidewalks, Curbs, and Driveways 7.1. Existing The roadways within our project limits consists of a hot mix asphalt normal crown section with concrete curb. Concrete sidewalk exists along both sides of CR 604 (Roosevelt Avenue), both sides of Pulaski Avenue, the eastbound side of Middlesex Avenue, both sides of Carteret Avenue, the eastbound side of Abbi Road, the Southbound side of Carteret Industrial Avenue, and the Westbound side of Waterfront Access Road. While some of the sidewalks appear to be in fair condition, based on field observations and smart leveling assessments performed, the majority of the existing sidewalks are not are not in compliance with the current ADA / PROWAG guidelines. Pedestrian crosswalks exist across all four approaches of the existing signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue and all four approaches to the existing unsignalized intersection of CR 604 (Roosevelt Avenue), Carteret Avenue, and Abbi Drive. Marked pedestrian crosswalks do not exist at the intersection of Carteret Industrial Avenue and Waterfront Access Road, however there is one (1) existing curb ramp with a depressed curb on the northern intersection approach which leads to an existing sidewalk with full face existing curb which terminates prior to the rail crossing. It should be noted that there is existing sidewalk that currently extends beyond available Right-of-Way into private property. As directed by the County Right-of-Way easements and acquisitions will be prepared to accommodate the proposed design. We are of the understanding that the County requires that any proposed replacement sidewalk outside the Right-of-Way will need to be acquired by the Borough of Carteret even if the sidewalk currently exists. 46 7.2. Preliminary Preferred Alternative Sidewalks between proposed ramps and curb returns are proposed at the intersection corners to provide new PROWAG compliant curb ramps with detectable warning surfaces, depressed curbs and marked crosswalks for all pedestrian movements. Sidewalk is proposed on the Carteret Avenue Extension eastbound side between CR 604 (Roosevelt Avenue) and Carteret Industrial Highway. Sidewalk is not proposed on the Middlesex Avenue westbound side due to the lack of pedestrian demand on this side as there are no openings or pedestrian generators on this side of Middlesex Avenue. Sidewalk is not proposed on the Carteret Avenue Extension westbound side due to the presence of the existing utility and stormwater management facility constraints. Proposed sidewalk under the Preliminary Preferred Alternative Improvements including 5-foot sidewalk with a 3-foot buffer, are intended to achieve ADA / PROWAG compliance within the overall project limits. Under the Preferred Alternative, all sidewalks and curb ramps will be reconstructed to meet ADA / PROWAG compliance within the project limits. In accordance with County standards all proposed sidewalk will be 5 feet wide. Concrete Curb flush with the pavement is proposed to be implemented at the curb ramps. Curb returns and sidewalks will be installed and/or replaced at the intersection returns as necessary to provide for the installation of new ADA / PROWAG compliant curb ramps with detectable warning surfaces. Full depth pavement restoration will be installed where the replacement curb is proposed. The Preliminary Preferred Alternative has been designed to utilize the County standard 9” x 16” concrete vertical curb with 4” reveal. However, in areas of proposed milling and paving or where the existing curb reveal exceeds 4”, transitions will be provided to match existing curb reveal at the project limits. In areas of milling and paving the existing curb reveal will be maintained. On CR 604 (Roosevelt Avenue) the existing curb reveal to be maintained is 5 inches. 8. Pavement The Preliminary Preferred Alternative pavement design proposes milling and paving of CR 604 (Roosevelt Avenue), Middlesex Avenue and Pulaski Avenue through the limits of the project, milling and paving with full depth pavement reconstruction sections along Carteret Industrial Avenue and Waterfront Access Road through the limits of the project, and new full depth pavement construction on the Carteret Avenue Extension approaches. Pavement coring and geotechnical boring program was conducted and the results have been included in the Technical Appendix. It should be noted that sufficient pavement depth has been observed through the data collected to confirm the feasibility of the proposed milling and paving sections. The environmental sampling program is currently underway and will be incorporated into the subsequent design phase. 47 9. Bicycle Lane Accommodation 9.1. Existing Roosevelt Avenue and Carteret Industrial Avenue currently do not provide bicycle accommodations of any kind within the limits of the project. 9.2. Preliminary Preferred Alternative This alternative does not include upgrades to provide bicycle accommodations. There are no existing bicycle lanes on any of the roadways in the immediate vicinity outside of the project limits. Considering the direction received from the Borough of Carteret not to widen CR 604 (Roosevelt Avenue) the outside lanes will be maintained at a minimum of 11 wide. Carteret Industrial Avenue will be restriped to include 13’ outside lanes with 6’ outside shoulders. It should be noted, however, that Carteret Industrial Avenue is a designated truck route for Carteret and that no additional provisions to encourage bicycle travel on this road are expected. 10. Property Impacts and Necessary Acquisition 10.1. Preliminary Preferred Alternative The Preliminary Preferred Alternative was developed with the intention to minimize right- of-way acquisition along CR 604 Roosevelt Avenue. Significant Right-of-Way acquisitions and easements will be necessary for the Carteret Avenue Extension and from Conrail for the Waterfront Access Road. The Borough will be responsible for the Right-of-Way acquisition in accordance with the agreement between the County of Middlesex and the Borough of Carteret. As directed by the County, all existing public improvements to remain and proposed public improvements that will require maintenance (e.g. traffic signals, control boxes, guide rail, etc.) shall have a minimum of 5’ of clearance between the structure and the ROW or Permanent Easement Lines. Sidewalks and other improvements require a 2’ clearance. It should be noted that in areas where existing sidewalk which currently extends beyond the Right-of-Way is proposed to be reconstructed Right-of-Way or easement acquisition will be needed as directed by the County and has been included. The improvements associated with the Preliminary Preferred Alternative require Right-of- Way or Easement acquisition at the following properties: • Block 7310, Lot 8 • Block 7310, Lot 9 • Block 7310, Lot 10 • Block 6803, Lot 10 48 • Block 6803, Lot 9 • Block 6803, Lot 8 • Block 7401, Lot 1 • Block 7402, Lot 1 • Block 7402, Lot 4 • Block 302, Lot 6 • Block 6805, Lot 29 • Block 4740, Lot 61 • Block 6805, Lot 28 • Block 6805, Lot 27 • Block 6805, Lot 26 • Block 302, Lot 4 • Block 304, Lot 1 • Block 100, Lot 3 11. Permits and Approvals 11.1. Preliminary Preferred Alternative The proposed intersection improvements are not located within any features or areas regulated by the NJDEP, Division of Land Use Regulation. Therefore, NJDEP Permits are not expected to be required for this concept. There are no NJDOT roadways in the vicinity of this project. It is anticipated that NJDOT Permits will not be required for this project. It is assumed that the proposed work under this concept will require securing Soil Erosion and Sediment Control certification from the Freehold Soil Conservation District, as the anticipated limit of disturbance for the three intersections will total more than 5,000 square feet. It should be noted that the proposed work under this concept will be limited to the work at the three intersections along this project and that the proposed work under the Borough’s Carteret Avenue Extension Project will have a separate application to the Freehold Soil Conservation District to be prepared by the Borough of Carteret. 49 Due to the presence of railroad lines crossing the Waterfront Access Road approach to the intersection of Waterfront Access Road and Carteret Industrial Avenue, the need for a Diagnostic Team Meeting had been previously anticipated. Our office has been in discussion with Mr. Todd Hirt at NJDOT Bureau of Structural and Railroad Engineering Services regarding the existing railroad line. Mr. Hirt indicated that Conrail has acknowledged that the existing rail lines have been abandoned. As a follow up, we have been in contact with Conrail to discuss the removal of the tracks and our proposed construction of the roadway improvements. Further, it is our understanding that the Borough’s Carteret Avenue Extension Project includes the redesign of the existing basin and permits that may be necessary for that project. Any permits that may be necessary related to the basin will be pursued by the Borough of Carteret under their project. Summary of Permits Required for the Preliminary Preferred Alternative The following anticipated permits are required for the Preliminary Preferred Alternative: • Freehold Soil Conservation District Certification of Soil Erosion and Sediment Control Plans. • Middlesex County Road Opening Permit 12. Utilities Existing utility information has been collected through our field survey efforts and the mark ups provided by the utility companies. The existing utility information is depicted on the utility relocation plans along with proposed test pit locations and facilities which are anticipated to require relocations. The existing facilities are denoted in accordance with the APWA uniform Color Code. utility letters will be sent to the utility companies in accordance with the scope of work requesting test pits be performed at the locations shown on the utility relocation plans. Additional utility information will be added to the plans as it is received from the utility companies. The preliminary impacts to existing utilities are identified on each utility relocation plan. It is our intention to conduct a meeting with all the utility companies having facilities within the limits of the project to discuss the potential impacts when a preliminary preferred alternative is approved by the Borough and the County and the preliminary plans are finalized. 13. Design Exceptions Please be advised that we have reviewed the above referenced Project relative to the published AASHTO design criteria contained in "A Policy on Geometric Design of Highways and Streets 2018, 7th Edition". Based on said criteria, CR 604 (Roosevelt Avenue), Middlesex Avenue, and Carteret Industrial Avenue can be classified in the urban minor arterial street category as it “provides service for trips of moderate length at a somewhat lower level of travel mobility than principal arterials.” Pulaski Avenue, Carteret Avenue, and Waterfront Access Road are classified as local roadways. Accordingly, the following is provided in accordance with the 2019 NJDOT Design Exception Manual and the Middlesex County Standards. The design exceptions noted 50 herein are existing conditions, which were improved to the extent possible within the scope of work for this Project. 13.1. Preliminary Preferred Alternative The following design exceptions will be required under the Preliminary Preferred Alternative: Middlesex County requires intersection design to comply with the WB-67 truck turning design vehicle. It should be noted that the truck traffic is 6% in the AM Peak Hour and 2% in the PM Peak Hour along CR 604 (Roosevelt Avenue). It should also be noted that there is an existing truck restriction as codified in Borough Ordinance 254-26 on Roosevelt Avenue from the southern intersection with Carteret Industrial Avenue to the Municipal Border between the Township of Woodbridge and the Borough of Carteret. Therefore, only the traffic signal equipment was placed behind the turning paths of the WB-67 design vehicle. At the signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue all turning movements have been designed to accommodate the S Bus 40 and SU 40 design vehicles. At the signalized intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension (Abbi Road) all turning movements have been designed to accommodate the S Bus 40 and SU 40 design vehicles with the exception of the eastbound and westbound right turns from Carteret Avenue to Roosevelt Avenue which can accommodate the S Bus 40 and SU 30 design vehicles. At the signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road has been designed to accommodate the Bus 45 and SU 40 design vehicles. Bicycle compatibility was excluded under this Preliminary Preferred Alternative. The existing CR 604 (Roosevelt Avenue) contains insufficient width to accommodate bicycles and the proposed milling and pavement operations would not change the width of the roadways. Further, it should be noted that the Borough has provided clear direction indicating that there will be no widening on CR 604 (Roosevelt Avenue). It should be noted that no bicycle lanes were observed to be marked or signed in on the project roadways in the immediate outside vicinity of the project limits. AASHTO states “although establishing a clear zone commensurate with the suggested values in the Roadside Design Guide may not be practical due to right-of-way constraints, consideration should be given to establishing a reduced clear zone, or incorporating as many clear zone concepts as practical, such as removing roadside objects or making them crashworthy.” The required clear zone for based upon the NJDOT criteria for a design speed of 30 mph is 14’ to 16’. However, due to existing adjacent residential properties, existing utility poles and mailboxes will remain within the clear zone under proposed conditions. MUTCD Section 4E.08 Paragraph 4, Item C, indicates that pedestrian pushbuttons should be located, “…between the edge of the crosswalk line (extended) farthest from the center of the intersection and the side of a curb ramp (if present), but not greater than 5 feet from said crosswalk line.” 51 For the Intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue, the placement of several traffic signal poles have been located based on existing conditions and the need to maintain operations of the existing traffic signal during construction. For each of these poles, placement of the pedestrian pushbutton between the exterior crosswalk line and the side of a curb ramp would have encroached on the landing areas in the sidewalk. For the Intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue and Abbi Road / Carteret Avenue Extension, there is one proposed curb ramp where a fire hydrant is currently located on the southwest corner of the intersection. The fire hydrant is proposed to be relocated. 14. Estimated Construction Cost The following Estimated Construction Costs are based upon recent bids received on projects similar in magnitude and scope. Preliminary Preferred Alternative: $4,720,000.00 The following items are excluded from the above Estimated Construction Costs: • Right-of-Way Acquisition • Utility Relocation • Construction Inspection and Testing 15. Conclusions and Recommendations The recommended Preliminary Preferred Alternative has been designed to minimize right-of-way acquisition and property impacts along CR 604 (Roosevelt Avenue), replace the existing traffic signal equipment at the signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue while installing new traffic signals at the intersection of CR 604 (Roosevelt Avenue) with Carteret Avenue / Carteret Avenue Extension and the intersection of Carteret Industrial Avenue with Carteret Avenue Extension / Waterfront Access Road. The proposed traffic signal improvements at the three (3) intersections have been designed to meet current MUTCD, NJDOT Standards, and the Public Right-Of-Way Accessibility Guidelines (PROWAG) while increasing pedestrian connectivity where feasible. The recommended Preliminary Preferred Alternative pavement design proposes milling and paving of CR 604 (Roosevelt Avenue), Middlesex Avenue and Pulaski Avenue through the limits of the project, milling and paving sections with full depth pavement reconstruction along Carteret Industrial Avenue and Waterfront Access Road through the limits of the project, and new full depth pavement construction on the Carteret Avenue Extension approaches. While some of the sidewalk appears to be in fair condition, based on field observations and smart leveling assessments performed, the majority of the existing sidewalks are not ADA compliant. Under the recommended Preferred Alternative, all sidewalks and curb ramps will be reconstructed to meet ADA compliance within the project limits. In accordance with County standards all 52 proposed sidewalk will be 5 feet wide. Concrete Curb flush with the pavement is proposed to be implemented at the curb ramps. Curb returns and sidewalks will be installed and/or replaced at the intersection returns as necessary to provide for the installation of new PROWAG compliant curb ramps with detectable warning surfaces. Full depth pavement restoration will be installed where the replacement curb is proposed. CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue The existing traffic signal at CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue is proposed receive a full traffic signal replacement under the recommended Preliminary Preferred Alternative. The new traffic signal equipment will include the addition of APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. For the signalized intersection of CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue, it is proposed to maintain all existing geometric lane configurations, which currently consist of one (1) exclusive left turn lane and one (1) shared through-right lane at the CR 604 (Roosevelt Avenue) approaches and one (1) shared left-through-right lane on the Pulaski Avenue and Middlesex Avenue approaches. It should be noted that the existing cross section on Roosevelt Avenue south of Pulaski Avenue / Middlesex Avenue contains a 12.4’ +/- receiving lane, a 9.4’ +/- left turn lane, and an 11.0’ +/- shared through-right turn lane. Similarly, the existing cross section on Roosevelt Avenue north of Pulaski Avenue / Middlesex Avenue contains an 11.5’ +/- receiving lane, a 10.5’ +/- left turn lane, and an 11.5’ +/- shared through-right turn lane. The Borough of Carteret has indicated not to widen Roosevelt Avenue. In accordance with the Borough’s request we have developed the Preliminary Preferred Alternative which maintains the existing curb lines along CR 604 (Roosevelt Avenue). Under this Preliminary Preferred Alternative, the proposed travel lane widths along CR 604 (Roosevelt Avenue) will be a minimum of 11 feet and the proposed left turn lane widths will be a minimum of 10.5 feet. It should be noted that with no widening on Roosevelt Avenue the WB- 67 design vehicle turning paths cannot be accommodated. Currently, there are Commercial Motor Vehicle Restrictions in place along Roosevelt Avenue and Middlesex Avenue which restrict vehicles over 4 tons from utilizing these roadways. Under the Preliminary Preferred Alternative all turning movements at the signalized intersection have been designed to accommodate the S Bus 40 and SU 40 design vehicles. Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. The existing exclusive left turn lanes along CR 604 (Roosevelt Avenue) are modified to 50-foot storage lengths in accordance with the analyses performed. CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension For the proposed signalized intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension the Preliminary Preferred Alternative converts the CR 604 (Roosevelt Avenue) approaches from the existing shared left-through-right lanes into exclusive left turn and shared through-right lanes. In addition, the Carteret Avenue approach and the Carteret Avenue 53 Extension / Abbi Road approach will be converted from the existing shared left-through-right lanes to exclusive left turn and a shared through-right lanes. Further, the existing Abbi Road (Carteret Avenue Extension) approach is proposed to be realigned to connect to the Borough of Carteret’s Project which will extend Carteret Avenue from CR 604 (Roosevelt Avenue) to Carteret Industrial Avenue at the Waterfront Access Road intersection. It should be noted that the Borough of Carteret has requested exclusive left turn lanes on all approaches at this new signalized intersection, no widening on CR 603 (Roosevelt Avenue) and to maintain the existing median on the Carteret Avenue eastbound approach. In accordance with the Borough’s request we have developed the Preliminary Preferred Alternative which proposes exclusive left turn lanes, maintains both the existing curb lines along CR 604 (Roosevelt Avenue) and the existing median on the Carteret Avenue eastbound approach as requested. Under this alternative the proposed travel lane widths will be a minimum of 11 feet and the proposed left turn lane widths will be a minimum of 10.5 feet. With the addition of left turn lanes on all approaches, no widening on CR 604 (Roosevelt Avenue) and maintaining the existing Carteret Avenue median, the WB- 67 design vehicle turning paths cannot be accommodated. Currently, there are Commercial Motor Vehicle Restrictions in place along Roosevelt Avenue and Carteret Avenue which restrict vehicles over 4 tons from utilizing these roadways. Under the Preferred Alternative all turning movements at the proposed signalized intersection have been designed to accommodate the S Bus 40 and SU 40 design vehicles without conflicts with the exception of the eastbound and westbound right turns from Carteret Avenue to Roosevelt Avenue which can accommodate the S Bus 40 and SU 30 design vehicles. Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. The existing unsignalized stop-controlled intersection of CR 604 (Roosevelt Avenue) and Carteret Avenue / Abbi Road intersection is proposed to be modified by installing a traffic signal with APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. Carteret Avenue is also proposed to be extended through Abbi Road to the intersection of Carteret Industrial Avenue and Waterfront Access Road under the Borough’s Carteret Avenue Extension Project. The modification of the northbound and southbound lane configurations from the existing shared left-through-right lanes to exclusive left turn and shared through-right lanes are reflected in the Preliminary Preferred Alternative. The modification of the eastbound, and westbound lane configurations from the existing shared left-through-right to exclusive left turn and shared through- right lanes are also reflected in the Preliminary Preferred Alternative. Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road For the proposed signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road, the Preliminary Preferred Alternative converts the existing shared lane approaches on Carteret Industrial Avenue northbound and southbound to a 12’ exclusive left turn lane, a 13’ wide shared through-right turn lane, and a 6’ wide shoulder for each direction. For the new Carteret Avenue Extension eastbound approach, which will connect to the 54 Borough of Carteret’s Carteret Avenue Extension Project and the Waterfront Access Road, the approach is proposed to have a 12’ wide receiving lane, an 11’ exclusive left turn lane, and a 12’ wide shared through-right turn lane. The Waterfront Access Road approach is proposed to be widened to accommodate a 12’ wide receiving lane, an 11’ exclusive left turn lane, and a 12’ wide shared through-right turn lane. These proposed lane modifications are reflected in the Preliminary Preferred Alternative. It should be noted that the Borough requested that the feasibility of maintaining the existing warehouse truck access driveway adjacent to the Waterfront Access Road as an ingress only driveway be reviewed and consideration be given to shifting the proposed Traffic Signals and curb ramps approximately 50’ to the south in an effort to maintain the driveway. We have performed in-depth analyses to evaluate the potential of maintaining the warehouse driveway adjacent to the improved Waterfront Access Road as ingress only. Based on our analyses we have concluded that with the installation of a new traffic signal at this location the existing warehouse access driveway should not be maintained for ingress only or egress at its current location. It should be noted that we have developed an access alternative which provides a direct connection from Carteret Avenue northbound to the existing warehouse site via a free-flowing right turn ramp configuration located to the south in advance of the proposed signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road. This access alternative is depicted conceptually on the Preliminary Preferred Alternative Construction Plan and is subject to review and concurrence from both the Borough of Carteret and the property owner. Should the Borough, the property owner and the County concur with this access alternative we intend to fully develop the free-flowing warehouse access right turn ramp design under the subsequent design phase. The existing unsignalized stop-controlled intersection of Carteret Industrial Avenue and Waterfront Access Road is proposed to be modified by installing a traffic signal with APS pedestrian push buttons, vehicle detectors, emergency vehicle preemption units, pedestrian signal heads, foundations, controller, meter cabinet, traffic signal poles, mast arms, 12” traffic signal heads to conform to the latest Middlesex County and MUTCD standards, junction boxes, conduit, wiring and other equipment as required. A fourth leg will be added to the intersection as Carteret Avenue is proposed to be extended through Abbi Road under the Borough’s Carteret Avenue Extension Project to connect to the signalized intersection of Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road. Under the Preferred Alternative all turning movements at the proposed signalized intersection have been designed to accommodate the Bus 45 and SU 40 design vehicles without conflicts. Corner radii are improved to meet current AASHTO Standards for the referenced design vehicles as necessary and feasible. The Preliminary preferred Alternative has been designed to utilize the County standard 9” x 16” concrete vertical curb with 4” reveal. However, in areas of proposed milling and paving or where the existing curb reveal exceeds 4”, transitions will be provided to match existing curb reveal at the project limits. In areas of milling and paving the existing curb reveal will be maintained. On CR 604 (Roosevelt Avenue) the existing curb reveal to be maintained is 5 inches. It should be noted that there is existing sidewalk that currently extends beyond available Right- of-Way into private property. As directed by the County Right-of-Way easements and acquisitions have been prepared to accommodate the proposed design. We are of the understanding that the 55 County requires that any proposed sidewalk outside the ROW will need to be acquired by the Borough of Carteret even if the sidewalk currently exists. Once the County and the Borough have reviewed the Preliminary Phase Submission we are prepared to address comments as necessary. TECHNICAL APPENDIX FOR PRELIMINARY ENGINEERING AND STORM DRAINAGE REPORT FOR Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal • Project Location Map • Traffic Volumes • Levels of Service and Delays • Timing Directives • Existing Capacity Analyses • Proposed Capacity Analyses • Trip Generation Table prepared by Borough’s Traffic Consultant • Trip Distribution Diagrams • Warrant Analyses • Drainage Area Maps • Existing Storm Sewer Analyses • Proposed Storm Sewer Analyses • Soil Borings Logs and Test Coring Data Project Location Map For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal Car t e r e t A v e n u e Rooseve l t A v e n u e Port Reading Avenue M i d d l e s e x A v e n u e Prolo g i s W a y Carter e t W a t e r f r o n t Acces s In d u s t r i a l H i g h w a y Ro o s e v e l t A v e n u e Wa s h i n g t o n A v e n u e W a s h i n g t o n A v e n u e Roose v e l t A v e n u e Indu s t r i a l H i g h w a y Ro o s e v e l t A v e n u e Mid d l e s e x Ave n u e In d u s t r i a l H i g h w a y 95 MIDDLESEX 604 COUNTY MIDDLESEX 604 COUNTY MIDDLESEX 604 COUNTY MIDDLESEX 604 COUNTY MIDDLESEX 604 COUNTY MIDDLESEX 602 COUNTY MIDDLESEX 602 COUNTY MIDDLESEX 602 COUNTY MIDDLESEX 602 COUNTY Township of Woodbridge Borough of Carteret See Insert INSERT Central Point for Carteret Waterfront 5-Mile Radius Pul a s k i Ave n u e Ivanitski Terrace (One Way Eastbound) Traffic Signal Intersection 22 LEGEND PROJECT LOCATION MAP MIDDLESEX COUNTY 527 287 Toll Road Local Road Approx. Municipal Boundary County Road NJ State Highway Interstate Highway US Highway Proposed Carteret Extension 5-Mile Radius Circle Existing Railroad Line INTERSECTION 3 - CARTERET INDUSTRIAL AVENUE& WATERFRONT ACCESS ROAD INTERSECTION 2 - CR 604 (ROOSEVELT AVENUE, CARTERET AVENUE, ABBI ROAD/CARTERET AVENUE EXTENSION INTERSECTION 1 - CR 604 (ROOSEVELT AVENUE), PULASKI AVENUE, MIDDLESEX AVENUE Traffic Volumes For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal T MC#1 Ro o se ve lt Ave n u e and Mid d le se x Ave nue … - T MC T u e S e p 2 2, 2 02 0 Full Le n g th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Mo to r cy cle s , Lig h ts , S ing le -Un it T rucks , Ar ticulate d T r ucks , Bus e s , Pe d e s tr ians ) All Mo ve m e n t s I D: 7 83 608 , Locat ion : 40 .57 27 22 , -74 .22 209 1 Pr ov ide d b y: Am e r co m Co r p or ation 12 59 Rou te 46 Eas t , Par s ipp any , NJ, 07 05 4, US Le g P u la s ki Ave n u e Mid d le s e x Ave n u e Ro o 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0 1 1 0 2 3 3 4 9 2 0 5 4 1 0 5 4 1 0 5 5 0 116 8 :15 AM 2 2 2 0 6 2 2 2 4 0 8 0 1 4 5 3 0 4 9 0 6 5 1 3 0 6 0 0 12 3 8 :3 0 AM 0 2 6 0 8 1 4 2 7 0 13 0 1 4 9 3 0 5 3 0 8 4 7 2 0 5 7 0 13 1 8 :4 5 AM 1 0 1 0 2 1 4 1 4 0 9 0 0 4 7 0 0 4 7 0 4 3 7 0 0 4 1 0 9 9 Ho u rly T o tal 5 5 11 0 2 1 4 10 6 16 0 3 2 3 5 19 0 8 0 2 0 3 1 18 18 9 6 0 2 13 0 4 6 9 2 :0 0 PM 0 2 3 0 5 2 4 2 4 0 10 5 9 6 6 7 0 8 2 5 10 7 2 3 0 8 5 0 18 2 2 :15 PM 1 1 5 0 7 2 8 0 9 0 17 0 1 4 8 3 0 5 2 1 8 6 7 1 0 7 6 0 15 2 2 :3 0 PM 1 0 4 0 5 2 14 1 15 0 3 0 0 2 6 3 4 0 6 9 0 6 7 2 1 0 7 9 0 18 3 2 :4 5 PM 0 0 3 0 3 1 8 0 4 0 12 0 2 5 5 12 0 6 9 1 7 6 9 3 0 7 9 0 16 3 Ho u rly T o tal 2 3 15 0 2 0 7 3 4 3 3 2 0 6 9 5 14 2 3 2 2 6 0 2 7 2 7 3 1 2 8 0 8 0 3 19 0 6 8 0 3 :0 0 PM 0 0 6 0 6 1 13 1 9 0 2 3 1 1 6 7 8 0 7 6 1 7 9 9 6 0 112 0 2 17 3 :15 PM 2 1 3 0 6 3 13 1 5 0 19 3 2 7 4 7 0 8 3 0 5 9 2 1 0 9 8 1 2 0 6 3 :3 0 PM 2 0 5 0 7 4 4 2 4 0 10 0 2 7 0 5 0 7 7 1 2 8 3 0 0 8 5 1 17 9 3 :4 5 PM 1 2 3 0 6 0 8 0 4 0 12 1 1 6 1 7 0 6 9 1 8 7 3 1 0 8 2 1 16 9 Ho u rly T o tal 5 3 17 0 2 5 8 3 8 4 2 2 0 6 4 5 6 2 7 2 2 7 0 3 0 5 3 2 2 3 4 7 8 0 3 7 7 3 7 7 1 4 :0 0 PM 3 0 5 0 8 3 5 1 9 0 15 0 1 8 2 6 0 8 9 0 8 7 7 1 0 8 6 0 19 8 4 :15 PM 1 1 2 0 4 3 9 1 6 0 16 2 1 7 7 7 0 8 5 0 1 7 3 2 0 7 6 0 18 1 4 :3 0 PM 1 2 4 0 7 0 4 1 12 0 17 4 2 7 5 7 0 8 4 0 4 8 3 0 0 8 7 0 19 5 4 :4 5 PM 3 0 5 1 9 0 5 0 3 0 8 0 2 9 9 4 0 10 5 1 2 8 0 1 0 8 3 0 2 0 5 Ho u rly T o tal 8 3 16 1 2 8 6 2 3 3 3 0 0 5 6 6 6 3 3 3 2 4 0 3 6 3 1 15 3 13 4 0 3 3 2 0 7 7 9 5 :0 0 PM 2 3 6 0 11 1 8 1 5 0 14 3 2 9 5 3 0 10 0 0 2 8 9 1 0 9 2 1 2 17 5 :15 PM 2 1 4 0 7 3 7 0 14 0 2 1 3 2 7 8 8 0 8 8 1 8 10 1 0 0 10 9 0 2 2 5 5 :3 0 PM 3 0 1 0 4 5 5 3 13 0 2 1 1 5 8 4 10 0 9 9 2 7 8 4 0 0 9 1 0 2 15 5 :4 5 PM 2 3 3 0 8 1 7 3 5 0 15 1 3 9 7 6 0 10 6 0 5 8 1 1 0 8 7 0 2 16 Ho u rly T o tal 9 7 14 0 3 0 10 2 7 7 3 7 0 7 1 8 12 3 5 4 2 7 0 3 9 3 3 2 2 3 5 5 2 0 3 7 9 1 8 7 3 T o ta l 3 3 2 4 9 0 1 14 8 3 8 15 2 2 6 15 8 0 3 3 6 2 9 5 2 18 2 5 13 5 0 2 0 12 2 1 14 8 18 0 3 3 5 0 19 8 6 6 4 4 8 2 % Appr o a c h 2 2 .3 %16 .2 %6 0 .8 %0 .7 %--4 5 .2 %7 .7 %4 7 .0 %0 %--2 .6 %9 0 .7 %6 .7 %0 %--7 .5 %9 0 .8 %1.8 %0 %--- % T o ta l 0 .7 %0 .5 %2 .0 %0 %3 .3 %-3 .4 %0 .6 %3 .5 %0 %7 .5 %-1.2 %4 0 .7 %3 .0 %0 %4 4 .9 %-3 .3 %4 0 .2 %0 .8 %0 %4 4 .3 %-- Mo to r c yc le s 0 0 0 0 0 -1 0 0 0 1 -0 9 0 0 9 -0 4 0 0 4 -14 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 .7 %0 %0 %0 %0 .3 %-0 %0 .5 %0 %0 %0 .4 %-0 %0 .2 %0 %0 %0 .2 %-0 .3 % Lig hts 3 3 2 2 8 7 1 14 3 -14 4 2 5 15 3 0 3 2 2 -5 0 17 5 7 12 7 0 19 3 4 -14 4 17 4 4 3 3 0 19 2 1 -4 3 2 0 % Lig hts 10 0 %9 1.7 %9 6 .7 %10 0 %9 6 .6 %-9 4 .7 %9 6 .2 %9 6 .8 %0 %9 5 .8 %-9 6 .2 %9 6 .3 %9 4 .1%0 %9 6 .1%-9 7 .3 %9 6 .7 %9 4 .3 %0 %9 6 .7 %-9 6 .4 % S ing le -Unit T r u c ks 0 2 0 0 2 -7 1 2 0 10 -1 17 7 0 2 5 -4 2 1 1 0 2 6 -6 3 % S ing le -Unit T r u c ks 0 %8 .3 %0 %0 %1.4 %-4 .6 %3 .8 %1.3 %0 %3 .0 %-1.9 %0 .9 %5 .2 %0 %1.2 %-2 .7 %1.2 %2 .9 %0 %1.3 %-1.4 % Ar tic u la te d T r u c ks 0 0 1 0 1 -0 0 2 0 2 -0 2 0 0 2 -0 0 0 0 0 -5 % Ar tic u la te d T r u c ks 0 %0 %1.1%0 %0 .7 %-0 %0 %1.3 %0 %0 .6 %-0 %0 .1%0 %0 %0 .1%-0 %0 %0 %0 %0 %-0 .1% Bu s e s 0 0 2 0 2 -0 0 1 0 1 -1 4 0 1 0 4 2 -0 3 4 1 0 3 5 -8 0 % Bu s e s 0 %0 %2 .2 %0 %1.4 %-0 %0 %0 .6 %0 %0 .3 %-1.9 %2 .2 %0 .7 %0 %2 .1%-0 %1.9 %2 .9 %0 %1.8 %-1.8 % Pe d e s tr ia n s -----3 8 -----2 9 -----2 1 -----6 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s trian s and Bicycle s o n Cros s walk. L: Le ft, R: Rig h t, T : T h r u , U: U-T u r n 1 of 6 T MC#1 Ro o se ve lt Ave nu e an d Mid d le s e x Ave n u e … - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 0 8 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 40 02 Tota l: 40 57 Total: 643 Total: 262 Ou t: 2016 Out: 2045 Out: 307 Out: 114 In: 1986 In : 2012 In: 336 In: 148 1803 26 1825 24 148 35 1 58 1 52 135 52 33 90 1 1 5 7 22 16 5 16 22 2 of 6 T MC#1 Ro o se ve lt Ave nue and Mid d le s e x Ave nu e … - T MC T ue S e p 22, 20 2 0 AM Pe ak (7:15 AM - 8 :1 5 AM) All Clas s e s (Mo t o r cycle s , Lig h t s , S in g le -Un it T r u cks , Ar ticulate d T r u cks , Bus e s , Pe d e s t r ian s ) All Move m e nts ID: 7836 0 8 , Lo cation: 4 0 .5 7 2 7 2 2, -74.222091 Pr o vid e d b y : Am e r co m Cor p o r ation 1 2 5 9 Route 46 Eas t, Par s ippan y , NJ, 07054, US Le g Pu la s ki Ave n u e Mid d le s e x Ave n u e Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U Ap p Pe d *L T R U App P e d *L T R U Ap p Pe d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 7 :15 AM 0 0 2 0 2 1 4 1 4 0 9 0 4 5 8 1 0 6 3 2 2 4 7 1 0 5 0 2 12 4 7 :3 0 AM 0 0 3 0 3 0 3 1 2 0 6 1 2 6 3 1 0 6 6 2 4 5 3 1 0 5 8 0 13 3 7 :4 5 AM 2 1 1 0 4 0 4 0 3 0 7 0 3 7 7 7 0 8 7 1 4 4 9 4 0 5 7 0 15 5 8 :0 0 AM 2 1 2 0 5 0 0 1 1 0 2 3 3 4 9 2 0 5 4 1 0 5 4 1 0 5 5 0 116 T o ta l 4 2 8 0 14 1 11 3 10 0 2 4 4 12 2 4 7 11 0 2 7 0 6 10 2 0 3 7 0 2 2 0 2 5 2 8 % Appr o a c h 2 8 .6 %14 .3 %5 7 .1%0 %--4 5 .8 %12 .5 %4 1.7 %0 %--4 .4 %9 1.5 %4 .1%0 %--4 .5 %9 2 .3 %3 .2 %0 %--- % T o ta l 0 .8 %0 .4 %1.5 %0 %2 .7 %-2 .1%0 .6 %1.9 %0 %4 .5 %-2 .3 %4 6 .8 %2 .1%0 %5 1.1%-1.9 %3 8 .4 %1.3 %0 %4 1.7 %-- P HF 0 .5 0 0 0 .5 0 0 0 .6 6 7 -0 .7 0 0 -0 .6 8 8 0 .7 5 0 0 .6 2 5 -0 .6 6 7 -0 .7 5 0 0 .8 0 2 0 .3 9 3 -0 .7 7 6 -0 .6 2 5 0 .9 4 0 0 .4 3 8 -0 .9 4 8 -0 .8 5 2 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 2 0 0 2 -0 0 0 0 0 -2 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .8 %0 %0 %0 .7 %-0 %0 %0 %0 %0 %-0 .4 % Lig hts 4 2 7 0 13 -11 2 9 0 2 2 -12 2 3 3 9 0 2 5 4 -9 19 3 6 0 2 0 8 -4 9 7 % Lig hts 10 0 %10 0 %8 7 .5 %0 %9 2 .9 %-10 0 %6 6 .7 %9 0 .0 %0 %9 1.7 %-10 0 %9 4 .3 %8 1.8 %0 %9 4 .1%-9 0 .0 %9 5 .1%8 5 .7 %0 %9 4 .5 %-9 4 .1% S in g le -Un it T ru c ks 0 0 0 0 0 -0 1 0 0 1 -0 4 2 0 6 -1 2 0 0 3 -10 % S in g le -Un it T ru c ks 0 %0 %0 %0 %0 %-0 %3 3 .3 %0 %0 %4 .2 %-0 %1.6 %18 .2 %0 %2 .2 %-10 .0 %1.0 %0 %0 %1.4 %-1.9 % Ar tic ula te d T ru c ks 0 0 0 0 0 -0 0 1 0 1 -0 0 0 0 0 -0 0 0 0 0 -1 % Ar tic ula te d T ru c ks 0 %0 %0 %0 %0 %-0 %0 %10 .0 %0 %4 .2 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 .2 % Bu s e s 0 0 1 0 1 -0 0 0 0 0 -0 8 0 0 8 -0 8 1 0 9 -18 % Bu s e s 0 %0 %12 .5 %0 %7 .1%-0 %0 %0 %0 %0 %-0 %3 .2 %0 %0 %3 .0 %-0 %3 .9 %14 .3 %0 %4 .1%-3 .4 % Pe d e s tria n s -----1 -----4 -----6 -----2 % Pe d e s tria n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s tr ians an d Bicycle s o n Cr o s s walk. L: Le ft , R: Rig ht, T : T hr u , U: U-T ur n 3 of 6 T MC#1 Ro o se ve lt Ave nu e an d Mid d le s e x Ave n u e … - T MC T u e S e p 22 , 2 0 20 AM Pe ak (7:1 5 AM - 8:1 5 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 0 8 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 481 Tota l: 492 Total: 47 Total: 36 Out: 261 Out: 222 Out: 23 Out: 22 In : 220 In: 270 In: 24 In: 14 203 3 247 2 10 7 10 11 11 12 4 8 2 4 5 1 1 4 of 6 T MC#1 Ro o se ve lt Ave nue and Mid d le s e x Ave n u e … - T MC T ue S e p 22, 2 02 0 PM Pe ak (5 PM - 6 PM) - O v e r all Pe ak Ho u r All Clas s e s (Motor cy cle s , Lig h ts , S ing le -Un it T r ucks , Ar ticu late d T r ucks , Bu s e s , Pe de s tr ian s ) All Mo v e m e n ts I D: 7 8 36 0 8, Lo catio n : 4 0.5 7 272 2, -7 4 .2 2 209 1 Pr o vid e d b y: Am e r co m Cor po r atio n 1 259 Ro ute 46 Eas t, Par s ip pan y, NJ, 0 7 05 4 , US Le g Pu la s ki Ave n u e Mid d le s e x Ave n u e Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U Ap p Pe d *L T R U App P e d *L T R U Ap p Pe d *L T R U Ap p Pe d *In t 2 0 2 0 -0 9 -2 2 5 :0 0 P M 2 3 6 0 11 1 8 1 5 0 14 3 2 9 5 3 0 10 0 0 2 8 9 1 0 9 2 1 2 17 5 :15 P M 2 1 4 0 7 3 7 0 14 0 2 1 3 2 7 8 8 0 8 8 1 8 10 1 0 0 10 9 0 2 2 5 5 :3 0 P M 3 0 1 0 4 5 5 3 13 0 2 1 1 5 8 4 10 0 9 9 2 7 8 4 0 0 9 1 0 2 15 5 :4 5 P M 2 3 3 0 8 1 7 3 5 0 15 1 3 9 7 6 0 10 6 0 5 8 1 1 0 8 7 0 2 16 T o ta l 9 7 14 0 3 0 10 2 7 7 3 7 0 7 1 8 12 3 5 4 2 7 0 3 9 3 3 2 2 3 5 5 2 0 3 7 9 1 8 7 3 % App ro a c h 3 0 .0 %2 3 .3 %4 6 .7 %0 %--3 8 .0 %9 .9 %5 2 .1%0 %--3 .1%9 0 .1%6 .9 %0 %--5 .8 %9 3 .7 %0 .5 %0 %--- % T o ta l 1.0 %0 .8 %1.6 %0 %3 .4 %-3 .1%0 .8 %4 .2 %0 %8 .1%-1.4 %4 0 .5 %3 .1%0 %4 5 .0 %-2 .5 %4 0 .7 %0 .2 %0 %4 3 .4 %-- P HF 0 .7 5 0 0 .5 8 3 0 .5 8 3 -0 .6 8 2 -0 .8 4 4 0 .5 8 3 0 .6 6 1 -0 .8 4 5 -0 .6 0 0 0 .9 12 0 .6 7 5 -0 .9 2 7 -0 .6 8 8 0 .8 7 9 0 .5 0 0 -0 .8 6 9 -0 .9 7 0 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 1 0 0 1 -1 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .3 %0 %0 %0 .3 %-0 .1% Lig hts 9 7 14 0 3 0 -2 6 7 3 6 0 6 9 -12 3 5 1 2 7 0 3 9 0 -2 2 3 4 6 2 0 3 7 0 -8 5 9 % Lig hts 10 0 %10 0 %10 0 %0 %10 0 %-9 6 .3 %10 0 %9 7 .3 %0 %9 7 .2 %-10 0 %9 9 .2 %10 0 %0 %9 9 .2 %-10 0 %9 7 .5 %10 0 %0 %9 7 .6 %-9 8 .4 % S ing le -Unit T r uc ks 0 0 0 0 0 -1 0 0 0 1 -0 1 0 0 1 -0 3 0 0 3 -5 % S ing le -Unit T r uc ks 0 %0 %0 %0 %0 %-3 .7 %0 %0 %0 %1.4 %-0 %0 .3 %0 %0 %0 .3 %-0 %0 .8 %0 %0 %0 .8 %-0 .6 % Ar tic ula te d T r uc ks 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Ar tic ula te d T r uc ks 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Bus e s 0 0 0 0 0 -0 0 1 0 1 -0 2 0 0 2 -0 5 0 0 5 -8 % Bus e s 0 %0 %0 %0 %0 %-0 %0 %2 .7 %0 %1.4 %-0 %0 .6 %0 %0 %0 .5 %-0 %1.4 %0 %0 %1.3 %-0 .9 % Pe d e s tr ia n s -----10 -----8 -----3 -----1 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe d e s tr ian s and Bicy cle s on C r o s s walk. L: Le ft, R: Rig h t, T : T h r u , U: U-T ur n 5 of 6 T MC#1 Ro o se ve lt Ave nu e an d Mid d le s e x Ave n u e … - T MC T u e S e p 22 , 2 0 20 PM Pe ak (5 PM - 6 PM) - O v e r all Pe ak Hou r All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 0 8 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 779 Tota l: 789 Total: 127 Total: 51 Ou t: 40 0 Ou t: 396 Out: 56 Out: 21 In : 379 In: 393 In: 71 In: 30 355 7 354 7 22 2 37 27 27 12 9 14 1 5 3 3 6 4 6 of 6 T MC#2 Pe t e r J S ica Ind us t rial Hig hway an d Mi… - T MC T ue S e p 22, 202 0 Fu ll Le ng th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Mo tor cycle s , Lig hts , S in g le -Unit T r ucks , Ar ticu late d T r u cks , Bus e s , Pe de s tr ians ) All Mo ve m e n ts I D: 7 836 13, Locatio n: 4 0 .571 535 , -7 4.21 9 82 5 Pr ov id e d b y: Am e r co m Co r p or ation 1 259 Route 46 Eas t, Par s ippan y , NJ, 07 054 , US Le g Mid d le s e x Ave n u e D r ive wa y Pe te r J Sic a Hig h wa y Pe te r J Sica Hig h way D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App P e d *L T R U App Pe d *L T R U App P e d *L T R U App P e d *In t 2 0 2 0 -0 9 -2 2 6 :0 0 AM 0 1 6 0 7 0 2 0 1 0 3 0 4 4 4 0 0 4 8 0 4 7 1 1 0 7 6 0 13 4 6 :15 AM 3 0 1 0 4 0 1 0 1 0 2 0 1 6 3 2 0 6 6 0 1 5 8 1 0 6 0 0 13 2 6 :3 0 AM 2 0 9 0 11 0 1 0 0 0 1 0 1 5 9 0 0 6 0 0 2 4 4 0 0 4 6 0 118 6 :4 5 AM 6 2 9 0 17 1 0 0 0 0 0 0 4 5 5 0 0 5 9 1 3 8 4 1 0 8 8 0 16 4 Ho u r ly T o ta l 11 3 2 5 0 3 9 1 4 0 2 0 6 0 10 2 2 1 2 0 2 3 3 1 10 2 5 7 3 0 2 7 0 0 5 4 8 7 :0 0 AM 1 1 6 0 8 0 0 2 1 0 3 1 2 6 1 0 0 6 3 2 7 5 3 0 0 6 0 0 13 4 7 :15 AM 0 0 3 0 3 1 0 0 2 0 2 1 3 4 2 1 0 4 6 1 7 6 5 2 0 7 4 1 12 5 7 :3 0 AM 1 0 5 0 6 0 1 0 2 0 3 2 1 3 1 0 0 3 2 5 4 6 2 2 0 6 8 0 10 9 7 :4 5 AM 2 0 5 0 7 0 0 0 0 0 0 0 2 5 9 2 0 6 3 1 10 7 9 2 0 9 1 0 16 1 Ho u r ly T o ta l 4 1 19 0 2 4 1 1 2 5 0 8 4 8 19 3 3 0 2 0 4 9 2 8 2 5 9 6 0 2 9 3 1 5 2 9 8 :0 0 AM 2 0 1 0 3 0 0 0 3 0 3 0 1 4 7 2 0 5 0 3 6 5 7 2 0 6 5 0 12 1 8 :15 AM 3 1 6 0 10 2 1 0 5 0 6 0 5 4 8 1 0 5 4 0 3 4 8 1 0 5 2 0 12 2 8 :3 0 AM 3 1 11 0 15 3 1 0 1 0 2 0 8 5 3 2 0 6 3 0 9 7 5 2 0 8 6 0 16 6 8 :4 5 AM 1 0 4 0 5 0 0 0 0 0 0 0 5 3 8 1 0 4 4 0 5 6 8 2 0 7 5 0 12 4 Ho u r ly T o ta l 9 2 2 2 0 3 3 5 2 0 9 0 11 0 19 18 6 6 0 2 11 3 2 3 2 4 8 7 0 2 7 8 0 5 3 3 2 :0 0 P M 7 1 10 0 18 0 2 1 2 0 5 0 2 8 8 2 0 9 2 0 2 6 2 4 0 6 8 0 18 3 2 :15 P M 7 1 6 0 14 0 1 1 4 0 6 1 5 7 1 2 0 7 8 0 7 6 4 6 0 7 7 1 17 5 2 :3 0 P M 1 1 5 0 7 1 0 0 4 0 4 0 18 8 5 0 0 10 3 0 4 8 0 8 0 9 2 0 2 0 6 2 :4 5 P M 2 0 11 0 13 0 1 0 3 0 4 0 4 6 8 1 0 7 3 2 0 6 6 4 0 7 0 0 16 0 Ho u r ly T o ta l 17 3 3 2 0 5 2 1 4 2 13 0 19 1 2 9 3 12 5 0 3 4 6 2 13 2 7 2 2 2 0 3 0 7 1 7 2 4 3 :0 0 P M 1 2 9 0 12 1 1 0 1 0 2 0 16 7 3 2 0 9 1 0 3 5 7 5 0 6 5 2 17 0 3 :15 P M 6 0 5 0 11 0 1 1 1 0 3 0 7 8 2 1 0 9 0 0 5 5 0 5 0 6 0 0 16 4 3 :3 0 P M 2 1 2 0 5 0 2 0 2 0 4 0 6 8 1 4 0 9 1 1 3 6 2 1 0 6 6 0 16 6 3 :4 5 P M 1 0 8 0 9 0 2 0 2 0 4 0 8 6 6 3 0 7 7 0 1 4 1 1 0 4 3 0 13 3 Ho u r ly T o ta l 10 3 2 4 0 3 7 1 6 1 6 0 13 0 3 7 3 0 2 10 0 3 4 9 1 12 2 10 12 0 2 3 4 2 6 3 3 4 :0 0 P M 5 0 7 0 12 0 4 0 3 0 7 0 10 8 1 0 0 9 1 0 5 3 7 3 0 4 5 0 15 5 4 :15 P M 3 0 2 0 5 0 0 0 4 0 4 0 8 6 1 4 0 7 3 0 1 4 2 3 0 4 6 0 12 8 4 :3 0 P M 5 0 4 0 9 2 2 2 4 0 8 0 6 7 9 2 0 8 7 0 3 5 7 4 1 6 5 0 16 9 4 :4 5 P M 4 0 0 0 4 2 1 2 5 0 8 0 1 4 8 0 0 4 9 0 4 3 9 6 0 4 9 0 110 Ho u r ly T o ta l 17 0 13 0 3 0 4 7 4 16 0 2 7 0 2 5 2 6 9 6 0 3 0 0 0 13 17 5 16 1 2 0 5 0 5 6 2 5 :0 0 P M 5 0 5 0 10 0 2 3 11 0 16 0 3 7 2 0 0 7 5 1 5 4 2 3 0 5 0 0 15 1 5 :15 P M 4 0 6 0 10 0 2 1 6 0 9 0 10 5 7 1 0 6 8 0 3 5 4 4 0 6 1 0 14 8 5 :3 0 P M 4 0 5 0 9 1 0 1 5 0 6 0 11 8 2 0 0 9 3 0 2 5 7 3 0 6 2 0 17 0 5 :4 5 P M 4 0 3 0 7 0 0 1 5 0 6 0 7 5 8 0 0 6 5 0 3 4 6 5 0 5 4 0 13 2 Ho u r ly T o ta l 17 0 19 0 3 6 1 4 6 2 7 0 3 7 0 3 1 2 6 9 1 0 3 0 1 1 13 19 9 15 0 2 2 7 0 6 0 1 T o ta l 8 5 12 15 4 0 2 5 1 14 2 8 15 7 8 0 12 1 5 15 9 17 5 2 3 3 0 19 4 4 17 112 16 2 0 8 1 1 18 14 4 4 13 0 % Appr o a c h 3 3 .9 %4 .8 %6 1.4 %0 %--2 3 .1%12 .4 %6 4 .5 %0 %--8 .2 %9 0 .1%1.7 %0 %--6 .2 %8 9 .3 %4 .5 %0 .1%--- % T o ta l 2 .1%0 .3 %3 .7 %0 %6 .1%-0 .7 %0 .4 %1.9 %0 %2 .9 %-3 .8 %4 2 .4 %0 .8 %0 %4 7 .1%-2 .7 %3 9 .2 %2 .0 %0 %4 3 .9 %-- Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 1 1 0 2 -0 1 1 0 2 -4 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .1%3 .0 %0 %0 .1%-0 %0 .1%1.2 %0 %0 .1%-0 .1% Lig hts 6 6 12 13 8 0 2 16 -11 15 4 0 0 6 6 -15 3 9 7 0 15 0 113 8 -5 4 8 2 0 7 4 1 9 4 9 -2 3 6 9 % Lig hts 7 7 .6 %10 0 %8 9 .6 %0 %8 6 .1%-3 9 .3 %10 0 %5 1.3 %0 %5 4 .5 %-9 6 .2 %5 5 .4 %4 5 .5 %0 %5 8 .5 %-4 8 .2 %5 0 .6 %9 1.4 %10 0 %5 2 .3 %-5 7 .4 % S ing le -Un it T r uc ks 16 0 12 0 2 8 -10 0 12 0 2 2 -5 3 4 2 7 0 3 5 4 -19 3 2 3 4 0 3 4 6 -7 5 0 % S ing le -Un it T r uc ks 18 .8 %0 %7 .8 %0 %11.2 %-3 5 .7 %0 %15 .4 %0 %18 .2 %-3 .1%19 .5 %2 1.2 %0 %18 .2 %-17 .0 %19 .9 %4 .9 %0 %19 .1%-18 .2 % Ar tic u la te d T r uc ks 3 0 3 0 6 -7 0 2 6 0 3 3 -1 4 3 8 10 0 4 4 9 -3 9 4 7 4 1 0 5 14 -10 0 2 % Ar tic u la te d T r uc ks 3 .5 %0 %1.9 %0 %2 .4 %-2 5 .0 %0 %3 3 .3 %0 %2 7 .3 %-0 .6 %2 5 .0 %3 0 .3 %0 %2 3 .1%-3 4 .8 %2 9 .3 %1.2 %0 %2 8 .3 %-2 4 .3 % Bus e s 0 0 1 0 1 -0 0 0 0 0 -0 1 0 0 1 -0 2 1 0 3 -5 % Bus e s 0 %0 %0 .6 %0 %0 .4 %-0 %0 %0 %0 %0 %-0 %0 .1%0 %0 %0 .1%-0 %0 .1%1.2 %0 %0 .2 %-0 .1% Pe d e s tr ian s -----14 -----5 -----17 -----4 % Pe d e s tr ian s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe d e s tr ians and Bicy cle s on Cros s walk. L: Le ft, R: Rig ht, T : T h r u , U: U-T u r n 1 of 6 T MC#2 Pe t e r J S ica Ind us t rial Hig h way an d Mi… - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 1 3 , Lo catio n: 4 0 .5 7 1 53 5 , -7 4.2 19 8 2 5 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Driveway [S] P eter J Si ca H ighw ay [W] Middlesex Avenue Tota l: 37 30 Tota l: 37 46 Total: 278 Total: 506 Out: 191 6 Out: 1802 Out: 157 Out: 255 In : 1814 In: 194 4 In: 121 In: 251 1620 15 1752 12 1 112 81 78 28 33 159 85 154 2 2 5 14 3 8 6 2 of 6 T MC#2 Pe t e r J S ica Ind us t rial Hig h way and Mi… - T MC T u e S e p 2 2, 20 2 0 AM Pe ak (7 :45 AM - 8:45 AM) All Clas s e s (Moto r cy cle s , Lig hts , S ing le -Unit T r ucks , Ar ticulate d T r u cks , Bus e s , Pe d e s t rian s ) All Move m e nts I D: 78 3 61 3, Locat ion : 4 0 .5 715 35 , -74 .21 98 2 5 Pr ov ide d b y: Am e r co m Co r p or ation 12 5 9 R o ute 46 Eas t , Par s ipp an y , NJ, 0 70 5 4, US Le g Mid d le s e x Ave n u e D r ive wa y Pe te r J Sic a Hig h way Pe te r J S ic a Hig h wa y D ir e ctio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U Ap p Pe d *L T R U App P e d *L T R U Ap p Pe d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 7 :4 5 AM 2 0 5 0 7 0 0 0 0 0 0 0 2 5 9 2 0 6 3 1 10 7 9 2 0 9 1 0 16 1 8 :0 0 AM 2 0 1 0 3 0 0 0 3 0 3 0 1 4 7 2 0 5 0 3 6 5 7 2 0 6 5 0 12 1 8 :15 AM 3 1 6 0 10 2 1 0 5 0 6 0 5 4 8 1 0 5 4 0 3 4 8 1 0 5 2 0 12 2 8 :3 0 AM 3 1 11 0 15 3 1 0 1 0 2 0 8 5 3 2 0 6 3 0 9 7 5 2 0 8 6 0 16 6 T o ta l 10 2 2 3 0 3 5 5 2 0 9 0 11 0 16 2 0 7 7 0 2 3 0 4 2 8 2 5 9 7 0 2 9 4 0 5 7 0 % Ap pr o a c h 2 8 .6 %5 .7 %6 5 .7 %0 %--18 .2 %0 %8 1.8 %0 %--7 .0 %9 0 .0 %3 .0 %0 %--9 .5 %8 8 .1%2 .4 %0 %--- % T o ta l 1.8 %0 .4 %4 .0 %0 %6 .1%-0 .4 %0 %1.6 %0 %1.9 %-2 .8 %3 6 .3 %1.2 %0 %4 0 .4 %-4 .9 %4 5 .4 %1.2 %0 %5 1.6 %-- P HF 0 .8 3 3 0 .5 0 0 0 .5 2 3 -0 .5 8 3 -0 .5 0 0 -0 .4 5 0 -0 .4 5 8 -0 .5 0 0 0 .8 7 7 0 .8 7 5 -0 .9 13 -0 .7 0 0 0 .8 2 0 0 .8 7 5 -0 .8 0 8 -0 .8 5 8 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 1 0 1 -0 0 0 0 0 -1 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %14 .3 %0 %0 .4 %-0 %0 %0 %0 %0 %-0 .2 % Lig hts 7 2 19 0 2 8 -1 0 2 0 3 -15 10 4 5 0 12 4 -2 1 13 5 6 0 16 2 -3 17 % Lig hts 7 0 .0 %10 0 %8 2 .6 %0 %8 0 .0 %-5 0 .0 %0 %2 2 .2 %0 %2 7 .3 %-9 3 .8 %5 0 .2 %7 1.4 %0 %5 3 .9 %-7 5 .0 %5 2 .1%8 5 .7 %0 %5 5 .1%-5 5 .6 % S ing le -Unit T r uc ks 3 0 3 0 6 -1 0 1 0 2 -1 3 1 0 0 3 2 -0 3 5 0 0 3 5 -7 5 % S ing le -Unit T r uc ks 3 0 .0 %0 %13 .0 %0 %17 .1%-5 0 .0 %0 %11.1%0 %18 .2 %-6 .3 %15 .0 %0 %0 %13 .9 %-0 %13 .5 %0 %0 %11.9 %-13 .2 % Artic ula te d T r uc ks 0 0 1 0 1 -0 0 6 0 6 -0 7 2 1 0 7 3 -7 8 7 1 0 9 5 -17 5 % Artic ula te d T r uc ks 0 %0 %4 .3 %0 %2 .9 %-0 %0 %6 6 .7 %0 %5 4 .5 %-0 %3 4 .8 %14 .3 %0 %3 1.7 %-2 5 .0 %3 3 .6 %14 .3 %0 %3 2 .3 %-3 0 .7 % Bus e s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 2 0 0 2 -2 % Bus e s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .8 %0 %0 %0 .7 %-0 .4 % P e d e s tr ia n s -----5 -----0 -----4 -----0 % P e d e s tr ia n s -----10 0 %-----------10 0 %------- *Pe de s tr ian s an d Bicy cle s on Cr os s walk. L: Le ft, R: Rig h t, T : T hr u , U: U-T u r n 3 of 6 T MC#2 Pe t e r J S ica Ind us t rial Hig h way an d Mi… - T MC T u e S e p 22 , 2 0 20 AM Pe ak (7:4 5 AM - 8:4 5 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 1 3 , Lo catio n: 4 0 .5 7 1 53 5 , -7 4.2 19 8 2 5 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Driveway [S] P eter J Si ca H ighw ay [W] Middlesex Avenue Tota l: 520 Tota l: 514 Total: 58 Total: 48 Out: 2 26 Out: 284 Out: 23 Out: 37 In: 294 In: 230 In: 35 In: 11 259 207 2 28 7 9 2 7 16 10 23 4 3 2 4 of 6 T MC#2 Pe t e r J S ica Ind u s t rial Hig hway and Mi… - T MC T ue S e p 2 2 , 2 0 2 0 PM Pe ak (2 PM - 3 PM) - O ve r all Pe ak Hour All Clas s e s (Motor cy cle s , Lig hts , S in g le -Un it T r u cks , Ar ticulat e d T r ucks , Bu s e s , Pe d e s tr ian s ) All Move m e n ts I D: 7 8 3 6 1 3 , Lo catio n : 40.5715 3 5 , -7 4 .2 1 9 825 Pr ovide d by: Am e r com Cor p o r ation 1 2 5 9 Ro u te 4 6 Eas t, Pars ip p an y , NJ, 0 7 0 5 4, US Le g Mid d le s e x Ave n u e D r ive wa y Pe te r J S ica Hig h way P e te r J Sic a Hig h way D ir e c tio n Eas tb o u n d We s tb o u n d No r th b o u n d S o u th b o u n d T im e L T R U App Pe d *L T R U Ap p Pe d *L T R U App Pe d *L T R U App P e d *Int 2 0 2 0 -0 9 -2 2 2 :0 0 PM 7 1 10 0 18 0 2 1 2 0 5 0 2 8 8 2 0 9 2 0 2 6 2 4 0 6 8 0 18 3 2 :15 PM 7 1 6 0 14 0 1 1 4 0 6 1 5 7 1 2 0 7 8 0 7 6 4 6 0 7 7 1 17 5 2 :3 0 PM 1 1 5 0 7 1 0 0 4 0 4 0 18 8 5 0 0 10 3 0 4 8 0 8 0 9 2 0 2 0 6 2 :4 5 PM 2 0 11 0 13 0 1 0 3 0 4 0 4 6 8 1 0 7 3 2 0 6 6 4 0 7 0 0 16 0 T o ta l 17 3 3 2 0 5 2 1 4 2 13 0 19 1 2 9 3 12 5 0 3 4 6 2 13 2 7 2 2 2 0 3 0 7 1 7 2 4 % Appr o a c h 3 2 .7 %5 .8 %6 1.5 %0 %--2 1.1%10 .5 %6 8 .4 %0 %--8 .4 %9 0 .2 %1.4 %0 %--4 .2 %8 8 .6 %7 .2 %0 %--- % T o ta l 2 .3 %0 .4 %4 .4 %0 %7 .2 %-0 .6 %0 .3 %1.8 %0 %2 .6 %-4 .0 %4 3 .1%0 .7 %0 %4 7 .8 %-1.8 %3 7 .6 %3 .0 %0 %4 2 .4 %-- P HF 0 .6 0 7 0 .7 5 0 0 .7 2 7 -0 .7 2 2 -0 .5 0 0 0 .5 0 0 0 .8 13 -0 .7 9 2 -0 .4 0 3 0 .8 8 6 0 .6 2 5 -0 .8 4 0 -0 .4 6 4 0 .8 5 0 0 .6 8 8 -0 .8 3 4 -0 .8 7 9 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Lig hts 12 3 2 8 0 4 3 -1 2 7 0 10 -2 8 16 0 3 0 19 1 -2 12 7 2 2 0 15 1 -3 9 5 % Lig hts 7 0 .6 %10 0 %8 7 .5 %0 %8 2 .7 %-2 5 .0 %10 0 %5 3 .8 %0 %5 2 .6 %-9 6 .6 %5 1.3 %6 0 .0 %0 %5 5 .2 %-15 .4 %4 6 .7 %10 0 %0 %4 9 .2 %-5 4 .6 % S ing le -Unit T r uc ks 4 0 4 0 8 -1 0 2 0 3 -1 5 5 1 0 5 7 -6 6 2 0 0 6 8 -13 6 % S ing le -Unit T r uc ks 2 3 .5 %0 %12 .5 %0 %15 .4 %-2 5 .0 %0 %15 .4 %0 %15 .8 %-3 .4 %17 .6 %2 0 .0 %0 %16 .5 %-4 6 .2 %2 2 .8 %0 %0 %2 2 .1%-18 .8 % Ar tic u la te d T r uc ks 1 0 0 0 1 -2 0 4 0 6 -0 9 7 1 0 9 8 -5 8 3 0 0 8 8 -19 3 % Ar tic u la te d T r uc ks 5 .9 %0 %0 %0 %1.9 %-5 0 .0 %0 %3 0 .8 %0 %3 1.6 %-0 %3 1.1%2 0 .0 %0 %2 8 .3 %-3 8 .5 %3 0 .5 %0 %0 %2 8 .7 %-2 6 .7 % Bus e s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Bus e s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Pe d e s tr ia n s -----1 -----1 -----2 -----1 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s tr ians an d Bicy cle s on Cr os s walk. L: Le ft, R: Rig ht, T : T hr u , U: U-T u r n 5 of 6 T MC#2 Pe t e r J S ica Ind us t rial Hig h way an d Mi… - T MC T u e S e p 22 , 2 0 20 PM Pe ak (2 PM - 3 PM) - O v e r all Pe ak Hou r All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 1 3 , Lo catio n: 4 0 .5 7 1 53 5 , -7 4.2 19 8 2 5 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Driveway [S] P eter J Si ca H ighw ay [W] Middlesex Avenue Tota l: 649 Tota l: 654 Total: 40 Total: 105 Out: 342 Out: 308 Out: 21 Out: 53 In: 30 7 In: 346 In: 19 In: 52 272 2 312 3 13 22 13 4 5 29 17 32 1 1 11 1 6 of 6 T MC#3 Pe t e r J S ica In d u s t rial Hig h way and Ve … - T MC T u e S e p 2 2, 20 2 0 Fu ll Le n g t h (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 18 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r a n s Pie r Ac c e s s Ro a d P e te r J Sic a Hig h wa y P e te r J Sic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d S o u th b o u n d T im e L R U Ap p Pe d *T R U Ap p P e d *L T U App Pe d *Int 2 0 2 0 -0 9 -2 2 6 :0 0 AM 0 1 0 1 0 6 4 1 0 6 5 0 3 6 3 0 6 6 0 13 2 6 :15 AM 0 0 0 0 0 4 0 2 0 4 2 0 1 6 7 0 6 8 0 110 6 :3 0 AM 0 2 0 2 0 3 6 0 0 3 6 0 5 7 2 0 7 7 0 115 6 :4 5 AM 0 1 0 1 0 5 6 2 0 5 8 0 5 8 9 0 9 4 0 15 3 Ho u r ly T o ta l 0 4 0 4 0 19 6 5 0 2 0 1 0 14 2 9 1 0 3 0 5 0 5 10 7 :0 0 AM 0 0 0 0 0 5 1 2 0 5 3 0 0 7 0 0 7 0 0 12 3 7 :15 AM 0 1 0 1 0 5 2 0 0 5 2 0 6 5 3 0 5 9 0 112 7 :3 0 AM 2 3 0 5 0 5 0 3 0 5 3 0 3 8 3 0 8 6 0 14 4 7 :4 5 AM 2 0 0 2 0 4 1 1 0 4 2 0 2 6 6 0 6 8 0 112 Ho u r ly T o ta l 4 4 0 8 0 19 4 6 0 2 0 0 0 11 2 7 2 0 2 8 3 0 4 9 1 8 :0 0 AM 1 2 0 3 0 5 7 3 0 6 0 0 1 6 9 0 7 0 1 13 3 8 :15 AM 1 1 0 2 0 5 6 1 0 5 7 0 2 7 8 0 8 0 1 13 9 8 :3 0 AM 0 1 0 1 0 5 0 0 0 5 0 0 1 7 3 0 7 4 0 12 5 8 :4 5 AM 1 3 0 4 0 3 9 1 0 4 0 0 1 6 3 0 6 4 0 10 8 Ho u r ly T o ta l 3 7 0 10 0 2 0 2 5 0 2 0 7 0 5 2 8 3 0 2 8 8 2 5 0 5 2 :0 0 PM 6 5 0 11 0 7 3 1 0 7 4 0 3 6 2 0 6 5 0 15 0 2 :15 PM 5 5 0 10 0 8 4 5 0 8 9 0 2 5 4 0 5 6 0 15 5 2 :3 0 PM 1 3 0 4 0 8 3 2 0 8 5 0 1 6 5 0 6 6 0 15 5 2 :4 5 PM 1 2 0 3 0 6 8 3 0 7 1 0 1 4 3 0 4 4 0 118 Ho u r ly T o ta l 13 15 0 2 8 0 3 0 8 11 0 3 19 0 7 2 2 4 0 2 3 1 0 5 7 8 3 :0 0 PM 1 1 0 2 0 8 7 2 0 8 9 0 4 4 2 0 4 6 0 13 7 3 :15 PM 6 3 0 9 0 6 8 2 0 7 0 0 7 4 1 0 4 8 0 12 7 3 :3 0 PM 5 4 0 9 0 8 3 3 0 8 6 0 4 6 1 0 6 5 0 16 0 3 :4 5 PM 3 5 0 8 0 5 5 1 0 5 6 0 2 4 4 0 4 6 0 110 Ho u r ly T o ta l 15 13 0 2 8 0 2 9 3 8 0 3 0 1 0 17 18 8 0 2 0 5 0 5 3 4 4 :0 0 PM 4 16 0 2 0 0 8 8 1 0 8 9 0 4 4 8 0 5 2 5 16 1 4 :15 PM 4 2 0 6 0 6 5 3 0 6 8 0 1 5 7 0 5 8 0 13 2 4 :3 0 PM 2 3 0 5 0 8 8 4 0 9 2 0 3 6 0 0 6 3 0 16 0 4 :4 5 PM 3 8 0 11 0 6 2 7 0 6 9 0 7 5 4 0 6 1 1 14 1 Ho u r ly T o ta l 13 2 9 0 4 2 0 3 0 3 15 0 3 18 0 15 2 19 0 2 3 4 6 5 9 4 5 :0 0 PM 5 7 1 13 1 7 3 2 0 7 5 1 8 4 0 0 4 8 0 13 6 5 :15 PM 5 5 0 10 0 7 8 5 0 8 3 0 5 3 3 0 3 8 0 13 1 5 :3 0 PM 3 4 0 7 0 7 0 5 0 7 5 0 2 3 2 0 3 4 0 116 5 :4 5 PM 1 4 0 5 0 5 5 3 0 5 8 0 4 2 0 0 2 4 0 8 7 Ho u r ly T o ta l 14 2 0 1 3 5 1 2 7 6 15 0 2 9 1 1 19 12 5 0 14 4 0 4 7 0 T o ta l 6 2 9 2 1 15 5 1 17 7 2 6 5 0 18 3 7 1 8 8 16 0 2 0 16 9 0 8 3 6 8 2 % Ap pr o a c h 4 0 .0 %5 9 .4 %0 .6 %--9 6 .5 %3 .5 %0 %--5 .2 %9 4 .8 %0 %--- % T o ta l 1.7 %2 .5 %0 %4 .2 %-4 8 .1%1.8 %0 %4 9 .9 %-2 .4 %4 3 .5 %0 %4 5 .9 %-- Mo to r c yc le s 0 0 0 0 -0 2 0 2 -0 0 0 0 -2 % Mo to r c yc le s 0 %0 %0 %0 %-0 %3 .1%0 %0 .1%-0 %0 %0 %0 %-0 .1% Lig hts 6 0 9 0 1 15 1 -10 9 8 6 2 0 116 0 -8 7 7 7 2 0 8 5 9 -2 17 0 % Lig hts 9 6 .8 %9 7 .8 %10 0 %9 7 .4 %-6 2 .0 %9 5 .4 %0 %6 3 .1%-9 8 .9 %4 8 .2 %0 %5 0 .8 %-5 8 .9 % S in g le -Unit T r u c ks 1 1 0 2 -2 5 7 1 0 2 5 8 -1 3 2 2 0 3 2 3 -5 8 3 % S in g le -Unit T r u c ks 1.6 %1.1%0 %1.3 %-14 .5 %1.5 %0 %14 .0 %-1.1%2 0 .1%0 %19 .1%-15 .8 % Ar tic ula te d T r u c ks 1 1 0 2 -4 15 0 0 4 15 -0 5 0 5 0 5 0 5 -9 2 2 % Ar tic ula te d T r u c ks 1.6 %1.1%0 %1.3 %-2 3 .4 %0 %0 %2 2 .6 %-0 %3 1.5 %0 %2 9 .9 %-2 5 .0 % B u s e s 0 0 0 0 -2 0 0 2 -0 3 0 3 -5 % B u s e s 0 %0 %0 %0 %-0 .1%0 %0 %0 .1%-0 %0 .2 %0 %0 .2 %-0 .1% Pe d e s tr ia n s ----1 ----1 ----8 % Pe d e s tr ia n s ----10 0 %----10 0 %----10 0 %- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 1 of 6 T MC#3 Pe t e r J S ica In d ust rial Hig h way an d Ve … - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 1 8 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 35 54 Tota l: 35 01 Total: 309 Out: 1864 Out: 1664 Out: 154 In: 1690 In: 1 837 In: 155 1602 1772 88 92 1 62 65 7 1 1 1 2 of 6 T MC#3 Pe t e r J S ica In d u s t rial Hig h way and Ve … - T MC T u e S e p 2 2, 20 2 0 AM Pe ak (6 :45 AM - 7 :4 5 AM) All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 18 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r an s P ie r Ac c e s s Ro ad Pe te r J S ic a Hig h wa y P e te r J S ic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d S o u th b o u n d T im e L R U Ap p P e d *T R U App Pe d *L T U Ap p P e d *In t 2 0 2 0 -0 9 -2 2 6 :4 5 AM 0 1 0 1 0 5 6 2 0 5 8 0 5 8 9 0 9 4 0 15 3 7 :0 0 AM 0 0 0 0 0 5 1 2 0 5 3 0 0 7 0 0 7 0 0 12 3 7 :15 AM 0 1 0 1 0 5 2 0 0 5 2 0 6 5 3 0 5 9 0 112 7 :3 0 AM 2 3 0 5 0 5 0 3 0 5 3 0 3 8 3 0 8 6 0 14 4 T o ta l 2 5 0 7 0 2 0 9 7 0 2 16 0 14 2 9 5 0 3 0 9 0 5 3 2 % App r o a c h 2 8 .6 %7 1.4 %0 %--9 6 .8 %3 .2 %0 %--4 .5 %9 5 .5 %0 %--- % T o ta l 0 .4 %0 .9 %0 %1.3 %-3 9 .3 %1.3 %0 %4 0 .6 %-2 .6 %5 5 .5 %0 %5 8 .1%-- P HF 0 .2 5 0 0 .4 17 -0 .3 5 0 -0 .9 3 3 0 .5 8 3 -0 .9 3 1 -0 .5 8 3 0 .8 2 9 -0 .8 2 2 -0 .8 6 9 Mo to r c yc le s 0 0 0 0 -0 0 0 0 -0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 %0 %0 %-0 % Lig h ts 2 4 0 6 -9 9 7 0 10 6 -14 16 3 0 17 7 -2 8 9 % Lig h ts 10 0 %8 0 .0 %0 %8 5 .7 %-4 7 .4 %10 0 %0 %4 9 .1%-10 0 %5 5 .3 %0 %5 7 .3 %-5 4 .3 % S ing le -Un it T r uc ks 0 0 0 0 -3 6 0 0 3 6 -0 3 7 0 3 7 -7 3 % S ing le -Un it T r uc ks 0 %0 %0 %0 %-17 .2 %0 %0 %16 .7 %-0 %12 .5 %0 %12 .0 %-13 .7 % Ar tic u la te d T r uc ks 0 1 0 1 -7 4 0 0 7 4 -0 9 4 0 9 4 -16 9 % Ar tic u la te d T r uc ks 0 %2 0 .0 %0 %14 .3 %-3 5 .4 %0 %0 %3 4 .3 %-0 %3 1.9 %0 %3 0 .4 %-3 1.8 % Bus e s 0 0 0 0 -0 0 0 0 -0 1 0 1 -1 % Bus e s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 .3 %0 %0 .3 %-0 .2 % Pe d e s tr ia n s ----0 ----0 ----0 % Pe d e s tr ia n s ---------------- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 3 of 6 T MC#3 Pe t e r J S ica In d ust rial Hig h way an d Ve … - T MC T u e S e p 22 , 2 0 20 AM Pe ak (6:4 5 AM - 7:4 5 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 1 8 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 523 Tota l: 513 Total: 28 Out: 214 Out: 297 Out: 21 In: 30 9 In: 21 6 In: 7 295 209 14 5 2 7 4 of 6 T MC#3 Pe t e r J S ica In d u s t rial Hig h way and Ve … - T MC T u e S e p 2 2, 20 2 0 PM Pe ak (4 PM - 5 PM) - O v e r all Pe ak Ho u r All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 18 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r an s P ie r Ac c e s s Ro ad Pe te r J Sic a Hig h wa y Pe te r J S ic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d So u th b o u n d T im e L R U Ap p P e d *T R U Ap p P e d *L T U Ap p P e d *In t 2 0 2 0 -0 9 -2 2 4 :0 0 P M 4 16 0 2 0 0 8 8 1 0 8 9 0 4 4 8 0 5 2 5 16 1 4 :15 P M 4 2 0 6 0 6 5 3 0 6 8 0 1 5 7 0 5 8 0 13 2 4 :3 0 P M 2 3 0 5 0 8 8 4 0 9 2 0 3 6 0 0 6 3 0 16 0 4 :4 5 P M 3 8 0 11 0 6 2 7 0 6 9 0 7 5 4 0 6 1 1 14 1 T o ta l 13 2 9 0 4 2 0 3 0 3 15 0 3 18 0 15 2 19 0 2 3 4 6 5 9 4 % App r o a c h 3 1.0 %6 9 .0 %0 %--9 5 .3 %4 .7 %0 %--6 .4 %9 3 .6 %0 %--- % T o ta l 2 .2 %4 .9 %0 %7 .1%-5 1.0 %2 .5 %0 %5 3 .5 %-2 .5 %3 6 .9 %0 %3 9 .4 %-- P HF 0 .8 13 0 .4 5 3 -0 .5 2 5 -0 .8 6 1 0 .5 3 6 -0 .8 6 4 -0 .5 3 6 0 .9 13 -0 .9 2 9 -0 .9 2 2 Mo to r c yc le s 0 0 0 0 -0 0 0 0 -0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 %0 %0 %-0 % Lig h ts 13 2 9 0 4 2 -2 6 2 15 0 2 7 7 -15 113 0 12 8 -4 4 7 % Lig h ts 10 0 %10 0 %0 %10 0 %-8 6 .5 %10 0 %0 %8 7 .1%-10 0 %5 1.6 %0 %5 4 .7 %-7 5 .3 % S ing le -Un it T r uc ks 0 0 0 0 -18 0 0 18 -0 3 7 0 3 7 -5 5 % S ing le -Un it T r uc ks 0 %0 %0 %0 %-5 .9 %0 %0 %5 .7 %-0 %16 .9 %0 %15 .8 %-9 .3 % Ar tic u la te d T r uc ks 0 0 0 0 -2 3 0 0 2 3 -0 6 9 0 6 9 -9 2 % Ar tic u la te d T r uc ks 0 %0 %0 %0 %-7 .6 %0 %0 %7 .2 %-0 %3 1.5 %0 %2 9 .5 %-15 .5 % Bus e s 0 0 0 0 -0 0 0 0 -0 0 0 0 -0 % Bus e s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 %0 %0 %-0 % Pe d e s tr ia n s ----0 ----0 ----6 % Pe d e s tr ia n s --------------10 0 %- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 5 of 6 T MC#3 Pe t e r J S ica In d ust rial Hig h way an d Ve … - T MC T u e S e p 22 , 2 0 20 PM Pe ak (4 PM - 5 PM) - O v e r all Pe ak Hou r All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 1 8 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 566 Tota l: 550 Total: 72 Out: 332 Out: 2 32 Out: 30 In: 2 34 In: 318 In: 42 219 303 15 29 13 15 6 6 of 6 T MC#4 Pe t e r J S ica In d us t rial Hig h way and Ro … - T MC T u e S e p 22, 2 0 20 Full Le n g th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Moto r cycle s , Lig hts , S ing le -Unit T r ucks , Ar ticu late d T r u cks , Bus e s , Pe de s trians ) All Move m e nts I D: 78 3 6 22, Lo cat ion: 40 .5 7 642 , -74.2 1 6919 Pr ovid e d by: Am e r com Co r p o r atio n 1 259 Ro u te 46 Eas t, Par s ip pany, NJ, 07 0 54, US Le g Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e P e te r J Sic a Hig h way Pe te r J S ic a Hig h wa y D ir e ctio n Eas tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App Pe d *L T R U Ap p Pe d *L T R U App Pe d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 6 :0 0 AM 2 7 7 0 0 3 4 0 0 3 2 0 5 0 0 4 5 0 0 4 5 0 1 7 2 18 0 9 1 0 17 5 6 :15 AM 3 2 5 0 1 3 8 0 4 1 2 0 7 0 1 6 8 0 0 6 9 0 0 6 5 2 0 0 8 5 0 19 9 6 :3 0 AM 4 2 11 0 0 5 3 0 0 2 3 0 5 0 0 6 0 1 0 6 1 0 0 5 7 2 7 0 8 4 0 2 0 3 6 :4 5 AM 4 9 19 1 0 6 9 1 1 1 0 0 2 0 1 5 8 1 0 6 0 0 1 9 7 2 1 0 119 0 2 5 0 Ho u r ly T o ta l 15 0 4 2 1 1 19 4 1 5 7 7 0 19 0 2 2 3 1 2 0 2 3 5 0 2 2 9 1 8 6 0 3 7 9 0 8 2 7 7 :0 0 AM 4 4 5 0 0 4 9 0 0 0 0 0 0 0 4 5 8 1 0 6 3 0 2 7 1 15 0 8 8 0 2 0 0 7 :15 AM 5 4 8 0 0 6 2 0 1 1 2 0 4 0 1 4 7 1 0 4 9 0 1 6 6 2 7 0 9 4 0 2 0 9 7 :3 0 AM 3 6 7 1 0 4 4 0 3 3 1 0 7 0 1 4 2 2 0 4 5 0 1 7 6 3 9 0 116 0 2 12 7 :4 5 AM 3 6 5 0 0 4 1 0 2 6 3 0 11 0 1 5 3 1 0 5 5 0 1 110 3 4 0 14 5 0 2 5 2 Ho u r ly T o ta l 17 0 2 5 1 0 19 6 0 6 10 6 0 2 2 0 7 2 0 0 5 0 2 12 0 5 3 2 3 115 0 4 4 3 0 8 7 3 8 :0 0 AM 3 5 5 0 0 4 0 0 2 3 1 0 6 0 1 5 4 0 0 5 5 0 3 6 7 3 3 0 10 3 0 2 0 4 8 :15 AM 2 4 3 2 0 2 9 0 0 4 0 0 4 0 2 6 0 0 0 6 2 0 3 7 9 3 7 0 119 0 2 14 8 :3 0 AM 4 1 2 1 0 4 4 0 1 1 4 0 6 0 1 5 9 0 0 6 0 0 1 8 3 3 6 0 12 0 0 2 3 0 8 :4 5 AM 3 8 2 0 0 4 0 1 0 2 3 0 5 0 1 3 9 3 0 4 3 0 1 7 6 18 0 9 5 0 18 3 Ho u r ly T o ta l 13 8 12 3 0 15 3 1 3 10 8 0 2 1 0 5 2 12 3 0 2 2 0 0 8 3 0 5 12 4 0 4 3 7 0 8 3 1 2 :0 0 P M 4 5 4 2 0 5 1 0 2 5 6 0 13 0 3 8 7 3 0 9 3 0 0 7 0 3 3 0 10 3 0 2 6 0 2 :15 P M 3 6 2 2 0 4 0 0 1 5 3 0 9 0 4 6 4 0 0 6 8 0 1 7 4 4 4 0 119 0 2 3 6 2 :3 0 P M 3 7 4 2 0 4 3 0 2 8 0 0 10 0 7 9 1 3 0 10 1 0 2 7 9 3 9 0 12 0 0 2 7 4 2 :4 5 P M 2 9 6 0 0 3 5 0 3 6 0 0 9 0 1 7 5 0 0 7 6 0 1 7 5 3 1 0 10 7 0 2 2 7 Ho u r ly T o ta l 14 7 16 6 0 16 9 0 8 2 4 9 0 4 1 0 15 3 17 6 0 3 3 8 0 4 2 9 8 14 7 0 4 4 9 0 9 9 7 3 :0 0 P M 4 0 2 1 0 4 3 0 0 10 2 0 12 0 2 7 4 1 0 7 7 0 0 5 7 4 6 0 10 3 0 2 3 5 3 :15 P M 3 6 4 2 0 4 2 0 1 7 1 0 9 0 2 9 0 3 0 9 5 0 0 5 6 4 3 0 9 9 0 2 4 5 3 :3 0 P M 3 6 3 2 0 4 1 0 1 13 0 0 14 0 1 8 2 1 0 8 4 0 1 6 2 4 1 0 10 4 0 2 4 3 3 :4 5 P M 3 2 2 1 0 3 5 0 0 6 1 0 7 0 5 6 5 0 0 7 0 0 0 4 4 5 7 0 10 1 0 2 13 Ho u r ly T o ta l 14 4 11 6 0 16 1 0 2 3 6 4 0 4 2 0 10 3 11 5 0 3 2 6 0 1 2 19 18 7 0 4 0 7 0 9 3 6 4 :0 0 P M 3 3 3 2 0 3 8 0 1 5 2 0 8 0 2 8 5 2 0 8 9 0 1 4 1 3 7 0 7 9 0 2 14 4 :15 P M 3 9 0 4 0 4 3 1 1 11 0 0 12 0 2 7 5 1 0 7 8 0 0 4 5 5 1 0 9 6 0 2 2 9 4 :3 0 P M 4 0 2 1 0 4 3 0 2 13 3 0 18 0 3 8 0 0 0 8 3 0 0 6 0 4 7 0 10 7 0 2 5 1 4 :4 5 P M 4 0 1 0 0 4 1 0 0 4 1 0 5 0 2 6 5 3 0 7 0 0 1 4 8 4 3 0 9 2 0 2 0 8 Ho u r ly T o ta l 15 2 6 7 0 16 5 1 4 3 3 6 0 4 3 0 9 3 0 5 6 0 3 2 0 0 2 19 4 17 8 0 3 7 4 0 9 0 2 5 :0 0 P M 4 8 3 4 0 5 5 0 1 8 0 0 9 0 6 9 7 1 0 10 4 0 0 4 8 5 6 0 10 4 0 2 7 2 5 :15 P M 5 1 3 0 0 5 4 0 0 9 1 0 10 0 3 7 0 1 0 7 4 0 0 5 6 6 7 0 12 3 0 2 6 1 5 :3 0 P M 3 3 1 3 0 3 7 0 2 4 1 0 7 0 3 8 7 1 0 9 1 0 0 5 8 5 9 0 117 0 2 5 2 5 :4 5 P M 3 7 1 1 0 3 9 0 1 2 1 0 4 0 4 6 6 0 0 7 0 0 0 6 8 5 6 0 12 4 0 2 3 7 Ho u r ly T o ta l 16 9 8 8 0 18 5 0 4 2 3 3 0 3 0 0 16 3 2 0 3 0 3 3 9 0 0 2 3 0 2 3 8 0 4 6 8 0 10 2 2 T o ta l 10 7 0 12 0 3 2 1 12 2 3 3 3 2 14 3 4 3 0 2 18 0 6 4 18 9 6 3 0 0 19 9 0 0 2 2 18 6 0 10 7 5 0 2 9 5 7 0 6 3 8 8 % Appr o a c h 8 7 .5 %9 .8 %2 .6 %0 .1%--14 .7 %6 5 .6 %19 .7 %0 %--3 .2 %9 5 .3 %1.5 %0 %--0 .7 %6 2 .9 %3 6 .4 %0 %--- % T o ta l 16 .8 %1.9 %0 .5 %0 %19 .1%-0 .5 %2 .2 %0 .7 %0 %3 .4 %-1.0 %2 9 .7 %0 .5 %0 %3 1.2 %-0 .3 %2 9 .1%16 .8 %0 %4 6 .3 %-- Mo to r c yc le s 5 2 0 0 7 -0 2 0 0 2 -0 0 0 0 0 -0 1 2 0 3 -12 % Mo to r c yc le s 0 .5 %1.7 %0 %0 %0 .6 %-0 %1.4 %0 %0 %0 .9 %-0 %0 %0 %0 %0 %-0 %0 .1%0 .2 %0 %0 .1%-0 .2 % Lig hts 10 3 0 116 3 0 1 117 7 -2 0 13 7 3 2 0 18 9 -6 2 10 4 3 18 0 112 3 -14 9 7 2 10 5 5 0 2 0 4 1 -4 5 3 0 % Lig hts 9 6 .3 %9 6 .7 %9 3 .8 %10 0 %9 6 .2 %-6 2 .5 %9 5 .8 %7 4 .4 %0 %8 6 .7 %-9 6 .9 %5 5 .0 %6 0 .0 %0 %5 6 .4 %-6 3 .6 %5 2 .3 %9 8 .1%0 %6 9 .0 %-7 0 .9 % S in g le -Unit T r uc ks 2 4 2 2 0 2 8 -4 3 8 0 15 -1 3 8 9 1 0 3 9 1 -4 3 7 8 15 0 3 9 7 -8 3 1 % S in g le -Unit T r uc ks 2 .2 %1.7 %6 .3 %0 %2 .3 %-12 .5 %2 .1%18 .6 %0 %6 .9 %-1.6 %2 0 .5 %3 .3 %0 %19 .6 %-18 .2 %2 0 .3 %1.4 %0 %13 .4 %-13 .0 % Artic u la te d T r uc ks 2 0 0 0 2 -8 0 3 0 11 -1 4 6 3 11 0 4 7 5 -4 5 0 4 1 0 5 0 9 -9 9 7 % Artic u la te d T r uc ks 0 .2 %0 %0 %0 %0 .2 %-2 5 .0 %0 %7 .0 %0 %5 .0 %-1.6 %2 4 .4 %3 6 .7 %0 %2 3 .9 %-18 .2 %2 7 .1%0 .1%0 %17 .2 %-15 .6 % Bus e s 9 0 0 0 9 -0 1 0 0 1 -0 1 0 0 1 -0 5 2 0 7 -18 % Bus e s 0 .8 %0 %0 %0 %0 .7 %-0 %0 .7 %0 %0 %0 .5 %-0 %0 .1%0 %0 %0 .1%-0 %0 .3 %0 .2 %0 %0 .2 %-0 .3 % Pe d e s tr ian s -----3 -----0 -----0 -----0 % Pe d e s tr ian s -----10 0 %------------------- *Pe de s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig ht, T : T hr u, U: U-T ur n 1 of 6 T MC#4 Pe t e r J S ica Ind us t rial Hig h way an d Ro … - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (6 AM-9 AM, 2 PM-6 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 2 2 , Lo catio n: 4 0 .5 7 6 42 , -7 4 .2 1 69 1 9 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Roosevelt Avenue [S] P eter J Si ca H ighw ay [W] Roosevelt Avenue Tota l: 59 66 Tota l: 39 14 Total: 390 Total: 2506 Out: 3 009 Out: 192 4 Out: 172 Out: 1283 In: 2 957 In: 1990 In: 218 In: 1223 1860 1 43 1896 120 22 1075 43 32 30 64 1070 32 1 2 1 2 of 6 T MC#4 Pe t e r J S ica In d us t rial Hig hway an d Ro … - T MC T ue S e p 2 2 , 2 02 0 AM Pe ak (7 :4 5 AM - 8:45 AM) All Clas s e s (Moto r cycle s , Lig h ts , S ing le -Un it T r u cks , Ar ticu late d T r u cks , Bus e s , Pe d e s t r ians ) All Move m e n ts I D: 78 36 2 2, Lo catio n: 4 0.57 6 42 , -74 .2 16 919 Pr o vide d by : Am e r co m Co r po r atio n 12 59 R ou te 46 Eas t, Par s ipp any , NJ, 0 7 05 4, US Le g Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e P e te r J Sic a Hig h way P e te r J Sic a Hig h way D ire ctio n Ea s tb o u n d We s tb o u n d No rth b o u n d S o u th b o u n d T im e L T R U App Pe d *L T R U App Pe d *L T R U App Pe d *L T R U App Pe d *Int 2 0 2 0 -0 9 -2 2 7 :4 5 AM 3 6 5 0 0 4 1 0 2 6 3 0 11 0 1 5 3 1 0 5 5 0 1 110 3 4 0 14 5 0 2 5 2 8 :0 0 AM 3 5 5 0 0 4 0 0 2 3 1 0 6 0 1 5 4 0 0 5 5 0 3 6 7 3 3 0 10 3 0 2 0 4 8 :15 AM 2 4 3 2 0 2 9 0 0 4 0 0 4 0 2 6 0 0 0 6 2 0 3 7 9 3 7 0 119 0 2 14 8 :3 0 AM 4 1 2 1 0 4 4 0 1 1 4 0 6 0 1 5 9 0 0 6 0 0 1 8 3 3 6 0 12 0 0 2 3 0 T o ta l 13 6 15 3 0 15 4 0 5 14 8 0 2 7 0 5 2 2 6 1 0 2 3 2 0 8 3 3 9 14 0 0 4 8 7 0 9 0 0 % App r o a c h 8 8 .3 %9 .7 %1.9 %0 %--18 .5 %5 1.9 %2 9 .6 %0 %--2 .2 %9 7 .4 %0 .4 %0 %--1.6 %6 9 .6 %2 8 .7 %0 %--- % T o ta l 15 .1%1.7 %0 .3 %0 %17 .1%-0 .6 %1.6 %0 .9 %0 %3 .0 %-0 .6 %2 5 .1%0 .1%0 %2 5 .8 %-0 .9 %3 7 .7 %15 .6 %0 %5 4 .1%-- P HF 0 .8 2 9 0 .7 5 0 0 .3 7 5 -0 .8 7 5 -0 .6 2 5 0 .5 8 3 0 .5 0 0 -0 .6 14 -0 .6 2 5 0 .9 4 2 0 .2 5 0 -0 .9 3 5 -0 .6 6 7 0 .7 7 0 0 .9 4 6 -0 .8 4 0 -0 .8 9 3 Mo to r c yc le s 2 0 0 0 2 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -2 % Mo to r c yc le s 1.5 %0 %0 %0 %1.3 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 .2 % Lig hts 12 6 15 3 0 14 4 -3 14 5 0 2 2 -5 9 4 1 0 10 0 -5 19 9 13 4 0 3 3 8 -6 0 4 % Lig hts 9 2 .6 %10 0 %10 0 %0 %9 3 .5 %-6 0 .0 %10 0 %6 2 .5 %0 %8 1.5 %-10 0 %4 1.6 %10 0 %0 %4 3 .1%-6 2 .5 %5 8 .7 %9 5 .7 %0 %6 9 .4 %-6 7 .1% S ing le -Unit T ruc ks 5 0 0 0 5 -0 0 2 0 2 -0 4 1 0 0 4 1 -2 3 7 5 0 4 4 -9 2 % S ing le -Unit T ruc ks 3 .7 %0 %0 %0 %3 .2 %-0 %0 %2 5 .0 %0 %7 .4 %-0 %18 .1%0 %0 %17 .7 %-2 5 .0 %10 .9 %3 .6 %0 %9 .0 %-10 .2 % Artic u la te d T ruc ks 0 0 0 0 0 -2 0 1 0 3 -0 9 1 0 0 9 1 -1 10 1 0 0 10 2 -19 6 % Artic u la te d T ruc ks 0 %0 %0 %0 %0 %-4 0 .0 %0 %12 .5 %0 %11.1%-0 %4 0 .3 %0 %0 %3 9 .2 %-12 .5 %2 9 .8 %0 %0 %2 0 .9 %-2 1.8 % Bus e s 3 0 0 0 3 -0 0 0 0 0 -0 0 0 0 0 -0 2 1 0 3 -6 % Bus e s 2 .2 %0 %0 %0 %1.9 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .6 %0 .7 %0 %0 .6 %-0 .7 % P e d e s tr ia n s -----0 -----0 -----0 -----0 % P e d e s tr ia n s ------------------------- *Pe de s tr ian s and Bicy cle s on Cr o s s walk. L: Le ft, R: Rig h t, T : T hr u , U: U-T ur n 3 of 6 T MC#4 Pe t e r J S ica Ind us t rial Hig h way an d Ro … - T MC T u e S e p 22 , 2 0 20 AM Pe ak (7:4 5 AM - 8:4 5 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 2 2 , Lo catio n: 4 0 .5 7 6 42 , -7 4 .2 1 69 1 9 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Roosevelt Avenue [S] P eter J Si ca H ighw ay [W] Roosevelt Avenue Tota l: 857 Tota l: 579 Total: 51 Total: 313 Out: 370 Out: 3 47 Out: 24 Out: 159 In: 487 In: 23 2 In: 27 In: 154 339 14 226 15 8 140 8 5 1 5 136 3 4 of 6 T MC#4 Pe t e r J S ica In d u st rial Hig hway an d Ro … - T MC T ue S e p 22 , 2 020 PM Pe ak (5 PM - 6 PM) - O v e r all Pe ak Ho u r All Clas s e s (Motor cycle s , Lig h ts , S ing le -Un it T r ucks , Ar ticulate d T r u cks , Bu s e s , Pe d e s tr ians ) All Mo v e m e nt s I D: 783 6 2 2, Lo cation: 4 0 .57 6 4 2, -74.216 9 1 9 Pr o v id e d b y : Am e r co m Co r p o r ation 1 2 5 9 Rou te 46 Eas t , Par s ip pany , NJ, 0 7 0 54, US Le g Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e Pe te r J Sic a Hig h way P e te r J S ica Hig h way D ir e ctio n Ea s tb o u n d We s tb o u n d No r th b o u n d S o u th b o u n d T im e L T R U App P e d *L T R U App P e d *L T R U App Pe d *L T R U App P e d *In t 2 0 2 0 -0 9 -2 2 5 :0 0 P M 4 8 3 4 0 5 5 0 1 8 0 0 9 0 6 9 7 1 0 10 4 0 0 4 8 5 6 0 10 4 0 2 7 2 5 :15 P M 5 1 3 0 0 5 4 0 0 9 1 0 10 0 3 7 0 1 0 7 4 0 0 5 6 6 7 0 12 3 0 2 6 1 5 :3 0 P M 3 3 1 3 0 3 7 0 2 4 1 0 7 0 3 8 7 1 0 9 1 0 0 5 8 5 9 0 117 0 2 5 2 5 :4 5 P M 3 7 1 1 0 3 9 0 1 2 1 0 4 0 4 6 6 0 0 7 0 0 0 6 8 5 6 0 12 4 0 2 3 7 T o ta l 16 9 8 8 0 18 5 0 4 2 3 3 0 3 0 0 16 3 2 0 3 0 3 3 9 0 0 2 3 0 2 3 8 0 4 6 8 0 10 2 2 % Appro a c h 9 1.4 %4 .3 %4 .3 %0 %--13 .3 %7 6 .7 %10 .0 %0 %--4 .7 %9 4 .4 %0 .9 %0 %--0 %4 9 .1%5 0 .9 %0 %--- % T o ta l 16 .5 %0 .8 %0 .8 %0 %18 .1%-0 .4 %2 .3 %0 .3 %0 %2 .9 %-1.6 %3 1.3 %0 .3 %0 %3 3 .2 %-0 %2 2 .5 %2 3 .3 %0 %4 5 .8 %-- P HF 0 .8 2 8 0 .6 6 7 0 .5 0 0 -0 .8 4 1 -0 .5 0 0 0 .6 3 9 0 .7 5 0 -0 .7 5 0 -0 .6 6 7 0 .8 2 5 0 .7 5 0 -0 .8 15 --0 .8 4 6 0 .8 8 8 -0 .9 4 4 -0 .9 3 9 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 1 0 1 -1 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 .4 %0 %0 .2 %-0 .1% Lig h ts 16 5 8 8 0 18 1 -2 2 3 3 0 2 8 -16 2 5 7 2 0 2 7 5 -0 112 2 3 6 0 3 4 8 -8 3 2 % Lig h ts 9 7 .6 %10 0 %10 0 %0 %9 7 .8 %-5 0 .0 %10 0 %10 0 %0 %9 3 .3 %-10 0 %8 0 .3 %6 6 .7 %0 %8 1.1%-0 %4 8 .7 %9 9 .2 %0 %7 4 .4 %-8 1.4 % S in g le -Unit T r uc ks 4 0 0 0 4 -0 0 0 0 0 -0 2 4 0 0 2 4 -0 4 0 1 0 4 1 -6 9 % S in g le -Unit T r uc ks 2 .4 %0 %0 %0 %2 .2 %-0 %0 %0 %0 %0 %-0 %7 .5 %0 %0 %7 .1%-0 %17 .4 %0 .4 %0 %8 .8 %-6 .8 % Artic ula te d T r uc ks 0 0 0 0 0 -2 0 0 0 2 -0 3 9 1 0 4 0 -0 7 7 0 0 7 7 -119 % Artic ula te d T r uc ks 0 %0 %0 %0 %0 %-5 0 .0 %0 %0 %0 %6 .7 %-0 %12 .2 %3 3 .3 %0 %11.8 %-0 %3 3 .5 %0 %0 %16 .5 %-11.6 % Bus e s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 1 0 0 1 -1 % Bus e s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .4 %0 %0 %0 .2 %-0 .1% P e d e s tr ia n s -----0 -----0 -----0 -----0 % P e d e s tr ia n s ------------------------- *Pe d e s t r ians and Bicy cle s on Cr o s s walk. L: Le ft, R: Rig ht, T : T hr u, U: U-T u r n 5 of 6 T MC#4 Pe t e r J S ica Ind us t rial Hig h way an d Ro … - T MC T u e S e p 22 , 2 0 20 PM Pe ak (5 PM - 6 PM) - O v e r all Pe ak Hou r All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 2 2 , Lo catio n: 4 0 .5 7 6 42 , -7 4 .2 1 69 1 9 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Roosevelt Avenue [S] P eter J Si ca H ighw ay [W] Roosevelt Avenue Tota l: 960 Tota l: 581 Total: 41 Total: 462 Out: 492 Out: 242 Out: 11 Out: 277 In: 468 In: 3 39 In: 30 In: 185 230 23 320 8 238 3 4 3 16 169 8 6 of 6 4 04 9 T MC#1 Ro o s e ve lt Ave n ue and Mid d le s e x Av… - T MC T u e S e p 2 2, 2020 Full Le n g t h (9 AM-2 PM) All C las s e s (Mo to rcy cle s , Lig h ts , S ing le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ians ) All Move m e nts I D: 7 8 3 6 3 2 , Locat io n : 40.5 7 2 7 2 2 , -7 4 .222091 Pr ovide d b y : Am e r co m Cor por ation 125 9 Route 4 6 Eas t, Par s ip p any, NJ, 0 7 0 5 4 , US Le g Pu las ki Ave n u e Mid d le s e x Ave n u e Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d S o u th b o u n d T im e L T R U App Pe d *L T R U App Pe d *L T R U App Pe d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 9 :0 0 AM 0 2 0 0 2 1 9 0 5 0 14 0 1 3 4 1 0 3 6 1 7 4 2 0 0 4 9 0 10 1 9 :15 AM 0 2 2 0 4 2 6 0 8 0 14 1 2 3 8 2 0 4 2 0 7 3 6 1 0 4 4 0 10 4 9 :3 0 AM 0 0 0 0 0 0 1 1 4 0 6 0 3 4 3 3 0 4 9 1 11 5 6 0 0 6 7 0 12 2 9 :4 5 AM 0 2 0 0 2 1 3 1 5 0 9 2 1 4 7 5 0 5 3 1 2 5 3 0 0 5 5 0 119 Ho u r ly T o ta l 0 6 2 0 8 4 19 2 2 2 0 4 3 3 7 16 2 11 0 18 0 3 2 7 18 7 1 0 2 15 0 4 4 6 10 :0 0 AM 0 2 2 0 4 2 3 0 7 0 10 1 2 4 0 3 0 4 5 1 4 5 7 1 0 6 2 0 12 1 10 :15 AM 0 0 3 0 3 0 4 0 1 0 5 2 2 3 8 6 0 4 6 0 2 5 6 0 0 5 8 0 112 10 :3 0 AM 0 1 4 0 5 0 6 0 7 0 13 1 1 3 9 3 0 4 3 1 7 5 4 1 0 6 2 0 12 3 10 :4 5 AM 3 0 0 0 3 1 5 1 6 0 12 0 1 4 5 6 0 5 2 0 6 5 3 2 0 6 1 0 12 8 Ho u r ly T o ta l 3 3 9 0 15 3 18 1 2 1 0 4 0 4 6 16 2 18 0 18 6 2 19 2 2 0 4 0 2 4 3 0 4 8 4 11:0 0 AM 2 0 3 0 5 2 5 3 5 0 13 3 1 4 4 2 0 4 7 1 8 5 6 1 0 6 5 4 13 0 11:15 AM 1 1 2 0 4 0 4 0 5 0 9 3 2 5 1 4 0 5 7 0 3 4 3 5 0 5 1 0 12 1 11:3 0 AM 2 0 1 0 3 0 5 0 4 0 9 1 1 6 0 3 0 6 4 0 8 5 3 4 0 6 5 0 14 1 11:4 5 AM 0 1 2 0 3 2 6 3 8 0 17 4 3 5 6 3 0 6 2 2 5 6 6 2 0 7 3 1 15 5 Ho u r ly T o ta l 5 2 8 0 15 4 2 0 6 2 2 0 4 8 11 7 2 11 12 0 2 3 0 3 2 4 2 18 12 0 2 5 4 5 5 4 7 12 :0 0 PM 4 0 1 0 5 5 9 1 8 0 18 1 3 6 2 5 0 7 0 0 3 6 3 1 0 6 7 0 16 0 12 :15 PM 2 2 3 0 7 4 2 2 4 0 8 1 1 4 8 6 0 5 5 3 4 5 8 4 0 6 6 0 13 6 12 :3 0 PM 0 1 1 0 2 2 2 0 4 0 6 0 0 5 5 5 0 6 0 0 9 4 6 2 0 5 7 0 12 5 12 :4 5 PM 0 2 2 0 4 3 5 1 11 0 17 1 2 5 4 4 0 6 0 2 5 5 1 3 0 5 9 0 14 0 Ho u r ly T o ta l 6 5 7 0 18 14 18 4 2 7 0 4 9 3 6 2 19 2 0 0 2 4 5 5 2 1 2 18 10 0 2 4 9 0 5 6 1 1:0 0 PM 1 4 0 0 5 2 5 0 7 0 12 0 1 4 9 4 0 5 4 2 7 6 2 0 0 6 9 2 14 0 1:15 PM 0 1 1 0 2 1 9 2 4 0 15 2 2 6 5 2 0 6 9 3 3 5 9 2 0 6 4 1 15 0 1:3 0 PM 2 3 4 0 9 1 10 5 9 0 2 4 2 3 6 3 9 0 7 5 2 8 5 9 1 0 6 8 0 17 6 1:4 5 PM 0 1 5 0 6 1 6 1 9 0 16 0 3 7 3 5 0 8 1 0 5 7 0 5 0 8 0 0 18 3 Ho u r ly T o ta l 3 9 10 0 2 2 5 3 0 8 2 9 0 6 7 4 9 2 5 0 2 0 0 2 7 9 7 2 3 2 5 0 8 0 2 8 1 3 6 4 9 T o ta l 17 2 5 3 6 0 7 8 3 0 10 5 2 1 12 1 0 2 4 7 2 5 3 5 10 0 4 8 1 0 112 0 2 0 114 10 9 3 3 5 0 12 4 2 8 2 6 8 7 % Ap pr o a c h 2 1.8 %3 2 .1%4 6 .2 %0 %--4 2 .5 %8 .5 %4 9 .0 %0 %--3 .1%8 9 .6 %7 .2 %0 %--9 .2 %8 8 .0 %2 .8 %0 %--- % T o ta l 0 .6 %0 .9 %1.3 %0 %2 .9 %-3 .9 %0 .8 %4 .5 %0 %9 .2 %-1.3 %3 7 .4 %3 .0 %0 %4 1.7 %-4 .2 %4 0 .7 %1.3 %0 %4 6 .2 %-- Mo to rc yc le s 0 0 0 0 0 -1 0 0 0 1 -0 1 0 0 1 -0 0 0 0 0 -2 % Mo to rc yc le s 0 %0 %0 %0 %0 %-1.0 %0 %0 %0 %0 .4 %-0 %0 .1%0 %0 %0 .1%-0 %0 %0 %0 %0 %-0 .1% Lig hts 17 2 4 3 5 0 7 6 -9 1 2 0 114 0 2 2 5 -3 5 9 5 7 7 3 0 10 6 5 -10 6 10 4 7 3 5 0 118 8 -2 5 5 4 % Lig hts 10 0 %9 6 .0 %9 7 .2 %0 %9 7 .4 %-8 6 .7 %9 5 .2 %9 4 .2 %0 %9 1.1%-10 0 %9 5 .3 %9 0 .1%0 %9 5 .1%-9 3 .0 %9 5 .8 %10 0 %0 %9 5 .7 %-9 5 .1% S ing le -Un it T r uc ks 0 1 0 0 1 -10 1 7 0 18 -0 2 8 4 0 3 2 -7 2 9 0 0 3 6 -8 7 % S ing le -Un it T r uc ks 0 %4 .0 %0 %0 %1.3 %-9 .5 %4 .8 %5 .8 %0 %7 .3 %-0 %2 .8 %4 .9 %0 %2 .9 %-6 .1%2 .7 %0 %0 %2 .9 %-3 .2 % Ar tic u la te d T r uc ks 0 0 0 0 0 -1 0 0 0 1 -0 3 2 0 5 -1 3 0 0 4 -10 % Ar tic u la te d T r uc ks 0 %0 %0 %0 %0 %-1.0 %0 %0 %0 %0 .4 %-0 %0 .3 %2 .5 %0 %0 .4 %-0 .9 %0 .3 %0 %0 %0 .3 %-0 .4 % Bus e s 0 0 1 0 1 -2 0 0 0 2 -0 15 2 0 17 -0 14 0 0 14 -3 4 % Bus e s 0 %0 %2 .8 %0 %1.3 %-1.9 %0 %0 %0 %0 .8 %-0 %1.5 %2 .5 %0 %1.5 %-0 %1.3 %0 %0 %1.1%-1.3 % Pe d e s tr ia n s -----3 0 -----2 5 -----2 0 -----8 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe d e s tr ians and Bicy cle s o n Cr os s walk. L: Le ft, R: Rig ht, T : T h ru , U: U-T ur n 1 of 8 4 0 4 9 T MC#1 Ro o s e ve lt Ave n u e an d Mid d le s e x Av… - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (9 AM-2 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 2 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 23 84 Tota l: 23 54 Total: 467 Total: 169 Out: 114 2 Out: 1234 Out: 220 Out: 91 In: 124 2 In: 11 20 In: 247 In: 78 1093 21 1004 25 114 35 1 21 1 05 81 35 17 36 5 3 17 8 12 8 17 13 2 of 8 4 0 4 9 T MC#1 Ro o se ve lt Ave n u e and Mid d le s e x Av… - T MC T ue S e p 2 2 , 20 2 0 AM Pe ak (10 AM - 11 AM) All Clas s e s (Moto r cycle s , Lig h t s , S in g le -Unit T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe de s tr ian s ) All Move m e nts I D: 78 3 632 , Locatio n: 4 0.5 7 272 2 , -74 .222 0 91 Pr ovid e d b y: Am e r com C o r p or atio n 12 5 9 Rou te 46 Eas t, Par s ip p an y , NJ, 070 5 4, US Le g Pu la s ki Ave n u e Mid d le s e x Ave n u e Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e ctio n Eas tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App P e d *L T R U Ap p Pe d *L T R U Ap p Pe d *L T R U App Pe d *In t 2 0 2 0 -0 9 -2 2 10 :0 0 AM 0 2 2 0 4 2 3 0 7 0 10 1 2 4 0 3 0 4 5 1 4 5 7 1 0 6 2 0 12 1 10 :15 AM 0 0 3 0 3 0 4 0 1 0 5 2 2 3 8 6 0 4 6 0 2 5 6 0 0 5 8 0 112 10 :3 0 AM 0 1 4 0 5 0 6 0 7 0 13 1 1 3 9 3 0 4 3 1 7 5 4 1 0 6 2 0 12 3 10 :4 5 AM 3 0 0 0 3 1 5 1 6 0 12 0 1 4 5 6 0 5 2 0 6 5 3 2 0 6 1 0 12 8 T o ta l 3 3 9 0 15 3 18 1 2 1 0 4 0 4 6 16 2 18 0 18 6 2 19 2 2 0 4 0 2 4 3 0 4 8 4 % Ap pr o a c h 2 0 .0 %2 0 .0 %6 0 .0 %0 %--4 5 .0 %2 .5 %5 2 .5 %0 %--3 .2 %8 7 .1%9 .7 %0 %--7 .8 %9 0 .5 %1.6 %0 %--- % T o ta l 0 .6 %0 .6 %1.9 %0 %3 .1%-3 .7 %0 .2 %4 .3 %0 %8 .3 %-1.2 %3 3 .5 %3 .7 %0 %3 8 .4 %-3 .9 %4 5 .5 %0 .8 %0 %5 0 .2 %-- P HF 0 .2 5 0 0 .3 7 5 0 .5 6 3 -0 .7 5 0 -0 .7 5 0 0 .2 5 0 0 .7 5 0 -0 .7 6 9 -0 .7 5 0 0 .9 0 0 0 .7 5 0 -0 .8 9 4 -0 .6 7 9 0 .9 6 5 0 .5 0 0 -0 .9 8 0 -0 .9 4 5 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Lig hts 3 2 8 0 13 -14 1 19 0 3 4 -6 15 5 18 0 17 9 -18 2 11 4 0 2 3 3 -4 5 9 % Lig hts 10 0 %6 6 .7 %8 8 .9 %0 %8 6 .7 %-7 7 .8 %10 0 %9 0 .5 %0 %8 5 .0 %-10 0 %9 5 .7 %10 0 %0 %9 6 .2 %-9 4 .7 %9 5 .9 %10 0 %0 %9 5 .9 %-9 4 .8 % S ing le -Unit T ruc ks 0 1 0 0 1 -4 0 2 0 6 -0 3 0 0 3 -0 6 0 0 6 -16 % S ing le -Unit T ruc ks 0 %3 3 .3 %0 %0 %6 .7 %-2 2 .2 %0 %9 .5 %0 %15 .0 %-0 %1.9 %0 %0 %1.6 %-0 %2 .7 %0 %0 %2 .5 %-3 .3 % Artic ula te d T ruc ks 0 0 0 0 0 -0 0 0 0 0 -0 1 0 0 1 -1 1 0 0 2 -3 % Artic ula te d T ruc ks 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .6 %0 %0 %0 .5 %-5 .3 %0 .5 %0 %0 %0 .8 %-0 .6 % Bus e s 0 0 1 0 1 -0 0 0 0 0 -0 3 0 0 3 -0 2 0 0 2 -6 % Bus e s 0 %0 %11.1%0 %6 .7 %-0 %0 %0 %0 %0 %-0 %1.9 %0 %0 %1.6 %-0 %0 .9 %0 %0 %0 .8 %-1.2 % Pe d e s tr ia n s -----3 -----4 -----2 -----0 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %------- *Pe d e s tr ians an d Bicycle s on Cr os s walk. L: Le ft, R: Rig h t, T : T hr u, U: U-T ur n 3 of 8 4 0 4 9 T MC#1 Ro o s e ve lt Ave n u e an d Mid d le s e x Av… - T MC T u e S e p 22 , 2 0 20 AM Pe ak (10 AM - 1 1 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 2 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 429 Tota l: 433 Total: 80 Total: 26 Out: 186 Out: 2 47 Out: 40 Out: 11 In: 24 3 In: 1 86 In: 40 In: 15 220 1 162 3 19 4 21 18 18 6 3 9 2 2 11 1 2 4 of 8 4 0 4 9 T MC#1 Ro o se ve lt Ave nu e and Mid d le s e x Av… - T MC T u e S e p 2 2 , 202 0 Mid d ay Pe ak (1 1 :30 AM - 1 2 :30 PM) All Clas s e s (Motor cy cle s , Lig hts , S ing le -Un it T r u cks , Ar ticulate d T r u cks , Bus e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8363 2 , Location : 40.5 7 2 722, -7 4 .2220 9 1 Pro v ide d b y : Am e r co m Co r po r at io n 1 259 Rou t e 46 Eas t, Pars ippan y, NJ, 0 7054, US Le g Pu la s ki Ave n u e Mid d le s e x Ave n u e Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App Pe d *L T R U App P e d *L T R U App Pe d *L T R U App Pe d *Int 2 0 2 0 -0 9 -2 2 11:3 0 AM 2 0 1 0 3 0 5 0 4 0 9 1 1 6 0 3 0 6 4 0 8 5 3 4 0 6 5 0 14 1 11:4 5 AM 0 1 2 0 3 2 6 3 8 0 17 4 3 5 6 3 0 6 2 2 5 6 6 2 0 7 3 1 15 5 12 :0 0 PM 4 0 1 0 5 5 9 1 8 0 18 1 3 6 2 5 0 7 0 0 3 6 3 1 0 6 7 0 16 0 12 :15 PM 2 2 3 0 7 4 2 2 4 0 8 1 1 4 8 6 0 5 5 3 4 5 8 4 0 6 6 0 13 6 T o ta l 8 3 7 0 18 11 2 2 6 2 4 0 5 2 7 8 2 2 6 17 0 2 5 1 5 2 0 2 4 0 11 0 2 7 1 1 5 9 2 % App ro a c h 4 4 .4 %16 .7 %3 8 .9 %0 %--4 2 .3 %11.5 %4 6 .2 %0 %--3 .2 %9 0 .0 %6 .8 %0 %--7 .4 %8 8 .6 %4 .1%0 %--- % T o ta l 1.4 %0 .5 %1.2 %0 %3 .0 %-3 .7 %1.0 %4 .1%0 %8 .8 %-1.4 %3 8 .2 %2 .9 %0 %4 2 .4 %-3 .4 %4 0 .5 %1.9 %0 %4 5 .8 %-- P HF 0 .5 0 0 0 .3 7 5 0 .5 8 3 -0 .6 4 3 -0 .6 11 0 .5 0 0 0 .7 5 0 -0 .7 2 2 -0 .6 6 7 0 .9 11 0 .7 0 8 -0 .8 9 6 -0 .6 2 5 0 .9 0 9 0 .6 8 8 -0 .9 2 8 -0 .9 2 5 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Lig hts 8 3 7 0 18 -2 1 6 2 3 0 5 0 -8 2 18 14 0 2 4 0 -2 0 2 2 8 11 0 2 5 9 -5 6 7 % Lig hts 10 0 %10 0 %10 0 %0 %10 0 %-9 5 .5 %10 0 %9 5 .8 %0 %9 6 .2 %-10 0 %9 6 .5 %8 2 .4 %0 %9 5 .6 %-10 0 %9 5 .0 %10 0 %0 %9 5 .6 %-9 5 .8 % S in g le -Unit T r uc ks 0 0 0 0 0 -0 0 1 0 1 -0 4 3 0 7 -0 9 0 0 9 -17 % S in g le -Unit T r uc ks 0 %0 %0 %0 %0 %-0 %0 %4 .2 %0 %1.9 %-0 %1.8 %17 .6 %0 %2 .8 %-0 %3 .8 %0 %0 %3 .3 %-2 .9 % Ar tic ula te d T r uc ks 0 0 0 0 0 -1 0 0 0 1 -0 2 0 0 2 -0 0 0 0 0 -3 % Ar tic ula te d T r uc ks 0 %0 %0 %0 %0 %-4 .5 %0 %0 %0 %1.9 %-0 %0 .9 %0 %0 %0 .8 %-0 %0 %0 %0 %0 %-0 .5 % Bus e s 0 0 0 0 0 -0 0 0 0 0 -0 2 0 0 2 -0 3 0 0 3 -5 % Bus e s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .9 %0 %0 %0 .8 %-0 %1.3 %0 %0 %1.1%-0 .8 % Pe d e s tr ia n s -----11 -----7 -----5 -----1 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s trians and Bicycle s on Cr o s s walk. L: Le ft , R: Rig h t , T : T hr u, U: U-T u r n 5 of 8 4 0 4 9 T MC#1 Ro o s e ve lt Ave n u e an d Mid d le s e x Av… - T MC T u e S e p 22 , 2 0 20 Mid d ay Pe ak (1 1:3 0 AM - 12 :30 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 2 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 529 Tota l: 520 Total: 92 Total: 43 Out: 25 8 Out: 269 Out: 40 Out: 25 In: 271 In: 2 51 In: 52 In: 18 240 6 226 3 20 11 24 22 17 8 8 7 1 5 2 32 7 4 6 of 8 4 0 4 9 T MC#1 Ro o s e ve lt Ave n ue and Mid d le s e x Av… - T MC T u e S e p 2 2 , 2 020 PM Pe ak (1 PM - 2 PM) - O ve r all Pe ak Hour All Clas s e s (Mo to r cycle s , Lig h t s , S ing le -Unit T r u cks , Articulate d T r u cks , Bu s e s , Pe de s tr ians ) All Mov e m e nts I D: 7 83632 , Lo catio n: 4 0 .57272 2 , -7 4.22 2 0 9 1 Pr ovid e d by: Am e r co m Co rp o r ation 1 2 59 Route 4 6 Eas t , Par s ip p any, NJ, 07054 , US Le g Pu las ki Ave n u e Mid d le s e x Ave n u e Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d S o u th b o u n d T im e L T R U App Pe d *L T R U Ap p P e d *L T R U App Pe d *L T R U App Pe d *Int 2 0 2 0 -0 9 -2 2 1:0 0 PM 1 4 0 0 5 2 5 0 7 0 12 0 1 4 9 4 0 5 4 2 7 6 2 0 0 6 9 2 14 0 1:15 PM 0 1 1 0 2 1 9 2 4 0 15 2 2 6 5 2 0 6 9 3 3 5 9 2 0 6 4 1 15 0 1:3 0 PM 2 3 4 0 9 1 10 5 9 0 2 4 2 3 6 3 9 0 7 5 2 8 5 9 1 0 6 8 0 17 6 1:4 5 PM 0 1 5 0 6 1 6 1 9 0 16 0 3 7 3 5 0 8 1 0 5 7 0 5 0 8 0 0 18 3 T o ta l 3 9 10 0 2 2 5 3 0 8 2 9 0 6 7 4 9 2 5 0 2 0 0 2 7 9 7 2 3 2 5 0 8 0 2 8 1 3 6 4 9 % Appr o a c h 13 .6 %4 0 .9 %4 5 .5 %0 %--4 4 .8 %11.9 %4 3 .3 %0 %--3 .2 %8 9 .6 %7 .2 %0 %--8 .2 %8 9 .0 %2 .8 %0 %--- % T o ta l 0 .5 %1.4 %1.5 %0 %3 .4 %-4 .6 %1.2 %4 .5 %0 %10 .3 %-1.4 %3 8 .5 %3 .1%0 %4 3 .0 %-3 .5 %3 8 .5 %1.2 %0 %4 3 .3 %-- P HF 0 .3 7 5 0 .5 6 3 0 .5 0 0 -0 .6 11 -0 .7 5 0 0 .4 0 0 0 .8 0 6 -0 .6 9 8 -0 .7 5 0 0 .8 5 6 0 .5 5 6 -0 .8 6 1 -0 .7 19 0 .8 9 3 0 .4 0 0 -0 .8 7 8 -0 .8 8 7 Mo to r c yc le s 0 0 0 0 0 -1 0 0 0 1 -0 0 0 0 0 -0 0 0 0 0 -1 % Mo to r c yc le s 0 %0 %0 %0 %0 %-3 .3 %0 %0 %0 %1.5 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 .2 % Lig h ts 3 9 10 0 2 2 -2 5 8 2 9 0 6 2 -9 2 4 3 17 0 2 6 9 -2 1 2 4 1 8 0 2 7 0 -6 2 3 % Lig h ts 10 0 %10 0 %10 0 %0 %10 0 %-8 3 .3 %10 0 %10 0 %0 %9 2 .5 %-10 0 %9 7 .2 %8 5 .0 %0 %9 6 .4 %-9 1.3 %9 6 .4 %10 0 %0 %9 6 .1%-9 6 .0 % S in g le -Unit T r uc ks 0 0 0 0 0 -3 0 0 0 3 -0 5 1 0 6 -2 6 0 0 8 -17 % S in g le -Unit T r uc ks 0 %0 %0 %0 %0 %-10 .0 %0 %0 %0 %4 .5 %-0 %2 .0 %5 .0 %0 %2 .2 %-8 .7 %2 .4 %0 %0 %2 .8 %-2 .6 % Ar tic ula te d T r uc ks 0 0 0 0 0 -0 0 0 0 0 -0 0 1 0 1 -0 1 0 0 1 -2 % Ar tic ula te d T r uc ks 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %5 .0 %0 %0 .4 %-0 %0 .4 %0 %0 %0 .4 %-0 .3 % Bus e s 0 0 0 0 0 -1 0 0 0 1 -0 2 1 0 3 -0 2 0 0 2 -6 % Bus e s 0 %0 %0 %0 %0 %-3 .3 %0 %0 %0 %1.5 %-0 %0 .8 %5 .0 %0 %1.1%-0 %0 .8 %0 %0 %0 .7 %-0 .9 % P e d e s tr ia n s -----5 -----4 -----7 -----3 % P e d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s t r ian s and Bicycle s on Cr os s walk. L: Le ft, R: Rig h t, T : T hr u, U: U-T ur n 7 of 8 4 0 4 9 T MC#1 Ro o s e ve lt Ave n u e an d Mid d le s e x Av… - T MC T u e S e p 22 , 2 0 20 PM Pe ak (1 PM - 2 PM) - O v e r all Pe ak Hou r All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 2 , Lo catio n: 4 0 .5 7 2 72 2 , -7 4.2 22 0 9 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Middlesex Avenue [S] R oosevel t Avenue [W] Pulaski Avenue Tota l: 563 Tota l: 569 Total: 119 Total: 47 Out: 28 2 Out: 2 90 Out: 52 Out: 25 In: 28 1 In: 2 79 In: 67 In: 22 250 8 250 9 23 8 29 30 20 9 3 10 2 1 3 1 5 2 3 2 8 of 8 4 0 4 9 T MC#3 Pe t e r J S ica In d us t rial Hig h way a… - T MC T u e S e p 2 2, 20 2 0 Fu ll Le n g t h (9 AM-2 PM) All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 34 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r a n s Pie r Ac c e s s Ro a d Pe te r J S ic a Hig h wa y P e te r J Sic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d S o u th b o u n d T im e L R U App P e d *T R U Ap p P e d *L T U App Pe d *Int 2 0 2 0 -0 9 -2 2 9 :0 0 AM 2 0 0 2 0 4 7 0 0 4 7 0 3 4 6 0 4 9 0 9 8 9 :15 AM 1 7 0 8 0 4 7 1 0 4 8 0 9 4 2 0 5 1 1 10 7 9 :3 0 AM 3 1 0 4 0 5 5 0 0 5 5 0 3 6 3 0 6 6 0 12 5 9 :4 5 AM 2 6 0 8 0 5 5 2 0 5 7 0 3 5 4 0 5 7 2 12 2 Ho u r ly T o ta l 8 14 0 2 2 0 2 0 4 3 0 2 0 7 0 18 2 0 5 0 2 2 3 3 4 5 2 10 :0 0 AM 1 1 0 2 0 5 7 2 0 5 9 0 1 5 6 0 5 7 0 118 10 :15 AM 0 5 0 5 0 5 6 2 0 5 8 0 5 4 9 0 5 4 0 117 10 :3 0 AM 2 5 0 7 0 4 6 4 0 5 0 2 5 4 8 0 5 3 0 110 10 :4 5 AM 3 3 0 6 0 6 0 3 0 6 3 0 5 5 7 0 6 2 0 13 1 Ho u r ly T o ta l 6 14 0 2 0 0 2 19 11 0 2 3 0 2 16 2 10 0 2 2 6 0 4 7 6 11:0 0 AM 3 5 0 8 0 6 3 4 0 6 7 0 2 4 3 0 4 5 0 12 0 11:15 AM 3 2 0 5 0 4 5 2 0 4 7 0 2 4 8 0 5 0 0 10 2 11:3 0 AM 1 3 0 4 0 7 0 6 0 7 6 0 2 4 7 1 5 0 0 13 0 11:4 5 AM 5 4 0 9 0 7 1 2 0 7 3 0 2 6 1 0 6 3 0 14 5 Ho u r ly T o ta l 12 14 0 2 6 0 2 4 9 14 0 2 6 3 0 8 19 9 1 2 0 8 0 4 9 7 12 :0 0 PM 5 0 0 5 0 4 9 5 0 5 4 0 8 4 9 0 5 7 0 116 12 :15 PM 3 1 0 4 0 7 9 3 0 8 2 0 5 5 5 0 6 0 0 14 6 12 :3 0 PM 2 2 0 4 0 7 2 1 0 7 3 0 4 5 3 0 5 7 0 13 4 12 :4 5 PM 1 9 0 10 0 7 3 5 0 7 8 0 3 7 3 0 7 6 0 16 4 Ho u r ly T o ta l 11 12 0 2 3 0 2 7 3 14 0 2 8 7 0 2 0 2 3 0 0 2 5 0 0 5 6 0 1:0 0 PM 2 4 0 6 1 8 6 6 0 9 2 1 3 7 1 0 7 4 1 17 2 1:15 PM 4 2 0 6 0 7 0 5 0 7 5 0 7 6 8 0 7 5 0 15 6 1:3 0 PM 13 6 0 19 0 9 0 3 0 9 3 0 2 7 3 0 7 5 0 18 7 1:4 5 PM 2 1 0 3 0 7 8 1 0 7 9 0 9 7 4 0 8 3 0 16 5 Ho u r ly T o ta l 2 1 13 0 3 4 1 3 2 4 15 0 3 3 9 1 2 1 2 8 6 0 3 0 7 1 6 8 0 T o ta l 5 8 6 7 0 12 5 1 12 6 9 5 7 0 13 2 6 3 8 3 113 0 1 12 14 4 2 6 6 5 % Appr o a c h 4 6 .4 %5 3 .6 %0 %--9 5 .7 %4 .3 %0 %--6 .8 %9 3 .1%0 .1%--- % T o ta l 2 .2 %2 .5 %0 %4 .7 %-4 7 .6 %2 .1%0 %4 9 .8 %-3 .1%4 2 .4 %0 %4 5 .6 %-- Mo to r c yc le s 0 0 0 0 -0 1 0 1 -0 0 0 0 -1 % Mo to r c yc le s 0 %0 %0 %0 %-0 %1.8 %0 %0 .1%-0 %0 %0 %0 %-0 % Lig h ts 5 5 6 6 0 12 1 -5 5 4 5 2 0 6 0 6 -8 3 4 2 0 0 5 0 3 -12 3 0 % Lig h ts 9 4 .8 %9 8 .5 %0 %9 6 .8 %-4 3 .7 %9 1.2 %0 %4 5 .7 %-10 0 %3 7 .2 %0 %4 1.4 %-4 6 .2 % S in g le -Unit T r u c ks 1 1 0 2 -2 6 7 3 0 2 7 0 -0 3 0 9 0 3 0 9 -5 8 1 % S in g le -Unit T r u c ks 1.7 %1.5 %0 %1.6 %-2 1.0 %5 .3 %0 %2 0 .4 %-0 %2 7 .3 %0 %2 5 .5 %-2 1.8 % Ar tic u la te d T r u c ks 2 0 0 2 -4 4 7 1 0 4 4 8 -0 4 0 0 1 4 0 1 -8 5 1 % Ar tic u la te d T r u c ks 3 .4 %0 %0 %1.6 %-3 5 .2 %1.8 %0 %3 3 .8 %-0 %3 5 .4 %10 0 %3 3 .0 %-3 1.9 % Bu s e s 0 0 0 0 -1 0 0 1 -0 1 0 1 -2 % Bu s e s 0 %0 %0 %0 %-0 .1%0 %0 %0 .1%-0 %0 .1%0 %0 .1%-0 .1% Pe d e s tr ia n s ----1 ----3 ----4 % Pe d e s tr ia n s ----10 0 %----10 0 %----10 0 %- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 1 of 8 4 0 4 9 T MC#3 Pe t e r J S ic a In d u s t rial Hig hway a… - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (9 AM-2 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 4 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 25 51 Tota l: 25 14 Total: 265 Out: 1337 Out: 1188 Out: 140 In: 12 14 In : 1326 In: 125 1130 1269 1 83 67 58 57 2 2 1 3 2 of 8 4 0 4 9 T MC#3 Pe t e r J S ica In d us t rial Hig h way a… - T MC T u e S e p 2 2, 20 2 0 AM Pe ak (9 :30 AM - 1 0 :3 0 AM) All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 34 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r a n s P ie r Ac c e s s Ro a d Pe te r J Sic a Hig h wa y P e te r J Sic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d S o u th b o u n d T im e L R U Ap p P e d *T R U App P e d *L T U Ap p P e d *In t 2 0 2 0 -0 9 -2 2 9 :3 0 AM 3 1 0 4 0 5 5 0 0 5 5 0 3 6 3 0 6 6 0 12 5 9 :4 5 AM 2 6 0 8 0 5 5 2 0 5 7 0 3 5 4 0 5 7 2 12 2 10 :0 0 AM 1 1 0 2 0 5 7 2 0 5 9 0 1 5 6 0 5 7 0 118 10 :15 AM 0 5 0 5 0 5 6 2 0 5 8 0 5 4 9 0 5 4 0 117 T o ta l 6 13 0 19 0 2 2 3 6 0 2 2 9 0 12 2 2 2 0 2 3 4 2 4 8 2 % Ap p r o a c h 3 1.6 %6 8 .4 %0 %--9 7 .4 %2 .6 %0 %--5 .1%9 4 .9 %0 %--- % T o ta l 1.2 %2 .7 %0 %3 .9 %-4 6 .3 %1.2 %0 %4 7 .5 %-2 .5 %4 6 .1%0 %4 8 .5 %-- P HF 0 .5 0 0 0 .5 4 2 -0 .5 9 4 -0 .9 7 8 0 .7 5 0 -0 .9 7 0 -0 .6 0 0 0 .8 8 1 -0 .8 8 6 -0 .9 6 4 Mo to r c yc le s 0 0 0 0 -0 0 0 0 -0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 %0 %0 %-0 % Lig hts 5 13 0 18 -7 5 5 0 8 0 -12 6 9 0 8 1 -17 9 % Lig hts 8 3 .3 %10 0 %0 %9 4 .7 %-3 3 .6 %8 3 .3 %0 %3 4 .9 %-10 0 %3 1.1%0 %3 4 .6 %-3 7 .1% S in g le -Un it T r u c ks 1 0 0 1 -4 7 1 0 4 8 -0 5 7 0 5 7 -10 6 % S in g le -Un it T r u c ks 16 .7 %0 %0 %5 .3 %-2 1.1%16 .7 %0 %2 1.0 %-0 %2 5 .7 %0 %2 4 .4 %-2 2 .0 % Ar tic ula te d T r u c ks 0 0 0 0 -10 0 0 0 10 0 -0 9 6 0 9 6 -19 6 % Ar tic ula te d T r u c ks 0 %0 %0 %0 %-4 4 .8 %0 %0 %4 3 .7 %-0 %4 3 .2 %0 %4 1.0 %-4 0 .7 % Bu s e s 0 0 0 0 -1 0 0 1 -0 0 0 0 -1 % Bu s e s 0 %0 %0 %0 %-0 .4 %0 %0 %0 .4 %-0 %0 %0 %0 %-0 .2 % P e d e s tr ia n s ----0 ----0 ----2 % P e d e s tr ia n s --------------10 0 %- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 3 of 8 4 0 4 9 T MC#3 Pe t e r J S ic a In d u s t rial Hig hway a… - T MC T u e S e p 22 , 2 0 20 AM Pe ak (9:3 0 AM - 10 :30 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 4 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 470 Tota l: 457 Total: 37 Out: 236 Out: 228 Out: 18 In: 23 4 In : 229 In: 19 222 223 12 13 6 6 1 1 4 of 8 4 0 4 9 T MC#3 Pe t e r J S ica In d us t rial Hig h way a… - T MC T u e S e p 2 2, 20 2 0 Mid d ay Pe ak (1 2 PM - 1 PM) All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 34 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r an s P ie r Ac c e s s Ro ad Pe te r J S ic a Hig h wa y Pe te r J S ic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d So u th b o u n d T im e L R U Ap p P e d *T R U Ap p P e d *L T U Ap p P e d *In t 2 0 2 0 -0 9 -2 2 12 :0 0 P M 5 0 0 5 0 4 9 5 0 5 4 0 8 4 9 0 5 7 0 116 12 :15 P M 3 1 0 4 0 7 9 3 0 8 2 0 5 5 5 0 6 0 0 14 6 12 :3 0 P M 2 2 0 4 0 7 2 1 0 7 3 0 4 5 3 0 5 7 0 13 4 12 :4 5 P M 1 9 0 10 0 7 3 5 0 7 8 0 3 7 3 0 7 6 0 16 4 T o ta l 11 12 0 2 3 0 2 7 3 14 0 2 8 7 0 2 0 2 3 0 0 2 5 0 0 5 6 0 % App r o a c h 4 7 .8 %5 2 .2 %0 %--9 5 .1%4 .9 %0 %--8 .0 %9 2 .0 %0 %--- % T o ta l 2 .0 %2 .1%0 %4 .1%-4 8 .8 %2 .5 %0 %5 1.3 %-3 .6 %4 1.1%0 %4 4 .6 %-- P HF 0 .5 5 0 0 .3 3 3 -0 .5 7 5 -0 .8 6 4 0 .7 0 0 -0 .8 7 5 -0 .6 2 5 0 .7 8 8 -0 .8 2 2 -0 .8 5 4 Mo to r c yc le s 0 0 0 0 -0 1 0 1 -0 0 0 0 -1 % Mo to r c yc le s 0 %0 %0 %0 %-0 %7 .1%0 %0 .3 %-0 %0 %0 %0 %-0 .2 % Lig h ts 11 12 0 2 3 -14 8 13 0 16 1 -2 0 8 7 0 10 7 -2 9 1 % Lig h ts 10 0 %10 0 %0 %10 0 %-5 4 .2 %9 2 .9 %0 %5 6 .1%-10 0 %3 7 .8 %0 %4 2 .8 %-5 2 .0 % S ing le -Un it T r uc ks 0 0 0 0 -6 0 0 0 6 0 -0 7 7 0 7 7 -13 7 % S ing le -Un it T r uc ks 0 %0 %0 %0 %-2 2 .0 %0 %0 %2 0 .9 %-0 %3 3 .5 %0 %3 0 .8 %-2 4 .5 % Ar tic u la te d T r uc ks 0 0 0 0 -6 5 0 0 6 5 -0 6 5 0 6 5 -13 0 % Ar tic u la te d T r uc ks 0 %0 %0 %0 %-2 3 .8 %0 %0 %2 2 .6 %-0 %2 8 .3 %0 %2 6 .0 %-2 3 .2 % Bus e s 0 0 0 0 -0 0 0 0 -0 1 0 1 -1 % Bus e s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 .4 %0 %0 .4 %-0 .2 % Pe d e s tr ia n s ----0 ----0 ----0 % Pe d e s tr ia n s ---------------- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 5 of 8 4 0 4 9 T MC#3 Pe t e r J S ic a In d u s t rial Hig hway a… - T MC T u e S e p 22 , 2 0 20 Mid d ay Pe ak (1 2 PM - 1 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 4 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 535 Tota l: 528 Total: 57 Out: 285 Out: 241 Out: 34 In: 250 In: 28 7 In: 23 230 273 20 12 11 14 6 of 8 4 0 4 9 T MC#3 Pe t e r J S ica In d us t rial Hig h way a… - T MC T u e S e p 2 2, 20 2 0 PM Pe ak (1 PM - 2 PM) - O v e r all Pe ak Ho u r All Clas s e s (Mo t o r cy cle s , Lig h t s , S in g le -Unit T r u cks , Ar ticu late d T r u cks , Bu s e s , Pe d e s tr ian s ) All Mo v e m e nts I D: 7 8 3 6 34 , Lo cation : 40 .5 7 3 2 0 5 , -7 4 .2 18 5 5 1 Pr o vid e d by : Am e r co m C o r p o r atio n 1 25 9 R o u te 4 6 Eas t , Par s ipp any , NJ, 0 70 5 4 , US Le g Ve te r a n s P ie r Ac c e s s Ro a d P e te r J S ic a Hig h wa y Pe te r J S ic a Hig h wa y D ir e c tio n We s tb o u n d No r th b o u n d So u th b o u n d T im e L R U App Pe d *T R U Ap p P e d *L T U Ap p P e d *In t 2 0 2 0 -0 9 -2 2 1:0 0 P M 2 4 0 6 1 8 6 6 0 9 2 1 3 7 1 0 7 4 1 17 2 1:15 P M 4 2 0 6 0 7 0 5 0 7 5 0 7 6 8 0 7 5 0 15 6 1:3 0 P M 13 6 0 19 0 9 0 3 0 9 3 0 2 7 3 0 7 5 0 18 7 1:4 5 P M 2 1 0 3 0 7 8 1 0 7 9 0 9 7 4 0 8 3 0 16 5 T o ta l 2 1 13 0 3 4 1 3 2 4 15 0 3 3 9 1 2 1 2 8 6 0 3 0 7 1 6 8 0 % Ap p r o a c h 6 1.8 %3 8 .2 %0 %--9 5 .6 %4 .4 %0 %--6 .8 %9 3 .2 %0 %--- % T o ta l 3 .1%1.9 %0 %5 .0 %-4 7 .6 %2 .2 %0 %4 9 .9 %-3 .1%4 2 .1%0 %4 5 .1%-- P HF 0 .4 0 4 0 .5 4 2 -0 .4 4 7 -0 .9 0 0 0 .6 2 5 -0 .9 11 -0 .5 8 3 0 .9 6 6 -0 .9 2 5 -0 .9 0 9 Mo to r c yc le s 0 0 0 0 -0 0 0 0 -0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 %0 %0 %-0 % Lig hts 2 0 13 0 3 3 -16 5 15 0 18 0 -2 1 13 1 0 15 2 -3 6 5 % Lig hts 9 5 .2 %10 0 %0 %9 7 .1%-5 0 .9 %10 0 %0 %5 3 .1%-10 0 %4 5 .8 %0 %4 9 .5 %-5 3 .7 % S in g le -Un it T r u c ks 0 0 0 0 -6 0 0 0 6 0 -0 6 9 0 6 9 -12 9 % S in g le -Un it T r u c ks 0 %0 %0 %0 %-18 .5 %0 %0 %17 .7 %-0 %2 4 .1%0 %2 2 .5 %-19 .0 % Ar tic ula te d T r u c ks 1 0 0 1 -9 9 0 0 9 9 -0 8 6 0 8 6 -18 6 % Ar tic ula te d T r u c ks 4 .8 %0 %0 %2 .9 %-3 0 .6 %0 %0 %2 9 .2 %-0 %3 0 .1%0 %2 8 .0 %-2 7 .4 % Bu s e s 0 0 0 0 -0 0 0 0 -0 0 0 0 -0 % Bu s e s 0 %0 %0 %0 %-0 %0 %0 %0 %-0 %0 %0 %0 %-0 % P e d e s tr ia n s ----1 ----1 ----1 % P e d e s tr ia n s ----10 0 %----10 0 %----10 0 %- *Pe d e s tr ian s an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T hr u , U: U-T u r n 7 of 8 4 0 4 9 T MC#3 Pe t e r J S ic a In d u s t rial Hig hway a… - T MC T u e S e p 22 , 2 0 20 PM Pe ak (1 PM - 2 PM) - O v e r all Pe ak Hou r All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 4 , Lo catio n: 4 0 .5 7 3 20 5 , -7 4.2 18 5 5 1 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Peter J S ica Hi ghway [E] Veterans Pier Access Road [S] P eter J Si ca H ighw ay Tota l: 644 Tota l: 646 Total: 70 Out: 33 7 Out: 307 Out: 36 In: 307 In: 339 In: 34 286 324 21 13 21 15 1 1 1 8 of 8 4 04 9 T MC#5 Ro o se ve lt Ave n ue an d Cart e re t Ave … - T MC T u e S e p 22, 2 020 Full Le n g th (6 AM-6 PM) All Clas s e s (Mo torcycle s , Lig hts , S ing le -Unit T r ucks , Ar ticu late d T r u cks , Bus e s , Pe d e s tr ian s ) All Mo ve m e nts I D: 78 3 638 , Location: 40.5 7 3498 , -7 4 .2210 25 Pr ov id e d by: Am e rcom Co r p or ation 1 2 59 Ro ute 4 6 Eas t, Par s ipp any , NJ, 0 705 4 , US Le g Ca r te r e t Ave n u e Ab b i D r ive Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e ctio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App Pe d *L T R U App P e d *L T R U Ap p Pe d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 6 :0 0 AM 2 0 7 0 9 0 2 0 3 0 5 0 2 3 3 2 0 3 7 0 0 2 1 2 0 2 3 0 7 4 6 :15 AM 3 0 2 0 5 1 2 0 3 0 5 0 5 4 1 0 0 4 6 0 2 2 9 1 0 3 2 0 8 8 6 :3 0 AM 4 0 10 0 14 1 3 0 1 0 4 0 2 4 4 1 0 4 7 0 1 4 4 1 0 4 6 0 111 6 :4 5 AM 7 0 7 0 14 2 1 0 5 0 6 0 8 6 0 1 0 6 9 1 1 3 6 1 0 3 8 1 12 7 Ho u r ly T o ta l 16 0 2 6 0 4 2 4 8 0 12 0 2 0 0 17 17 8 4 0 19 9 1 4 13 0 5 0 13 9 1 4 0 0 7 :0 0 AM 1 1 11 0 13 1 2 1 7 0 10 0 5 5 4 0 0 5 9 0 0 2 3 4 0 2 7 0 10 9 7 :15 AM 5 2 6 0 13 0 3 1 8 0 12 1 4 5 6 0 0 6 0 1 2 4 2 3 0 4 7 1 13 2 7 :3 0 AM 1 0 9 0 10 0 2 2 3 0 7 1 11 5 7 1 0 6 9 1 2 4 7 7 1 5 7 1 14 3 7 :4 5 AM 5 1 9 0 15 0 1 1 3 0 5 3 18 6 2 0 0 8 0 0 0 4 7 14 0 6 1 0 16 1 Ho u r ly T o ta l 12 4 3 5 0 5 1 1 8 5 2 1 0 3 4 5 3 8 2 2 9 1 0 2 6 8 2 4 15 9 2 8 1 19 2 2 5 4 5 8 :0 0 AM 1 0 9 1 11 1 0 1 6 0 7 4 5 4 7 0 0 5 2 0 2 4 6 12 0 6 0 0 13 0 8 :15 AM 5 0 7 1 13 7 3 0 2 0 5 2 10 4 2 2 0 5 4 0 3 4 9 11 0 6 3 2 13 5 8 :3 0 AM 2 0 16 0 18 2 1 1 2 0 4 1 13 4 2 1 0 5 6 3 1 4 1 3 0 4 5 0 12 3 8 :4 5 AM 5 0 6 1 12 2 2 1 2 0 5 0 9 4 3 0 0 5 2 0 1 3 5 8 0 4 4 0 113 Ho u r ly T o ta l 13 0 3 8 3 5 4 12 6 3 12 0 2 1 7 3 7 17 4 3 0 2 14 3 7 17 1 3 4 0 2 12 2 5 0 1 9 :0 0 AM 2 0 8 0 10 0 1 0 1 0 2 0 2 3 5 1 0 3 8 2 3 3 8 5 0 4 6 0 9 6 9 :15 AM 6 1 12 0 19 0 5 2 2 0 9 1 13 3 2 2 0 4 7 0 0 2 8 4 0 3 2 0 10 7 9 :3 0 AM 0 1 14 0 15 2 2 0 1 0 3 0 7 4 0 0 0 4 7 2 0 5 0 2 0 5 2 1 117 9 :4 5 AM 4 2 5 0 11 1 4 1 0 0 5 2 5 4 6 1 0 5 2 2 0 4 5 9 0 5 4 2 12 2 Ho u r ly T o ta l 12 4 3 9 0 5 5 3 12 3 4 0 19 3 2 7 15 3 4 0 18 4 6 3 16 1 2 0 0 18 4 3 4 4 2 10 :0 0 AM 2 2 14 1 19 0 1 2 3 0 6 2 11 3 3 2 0 4 6 4 2 4 7 6 0 5 5 0 12 6 10 :15 AM 4 1 12 0 17 0 4 0 1 0 5 2 6 2 8 3 0 3 7 1 1 4 2 4 0 4 7 0 10 6 10 :3 0 AM 4 0 11 1 16 0 1 0 1 0 2 0 5 4 1 3 0 4 9 0 1 4 9 4 0 5 4 0 12 1 10 :4 5 AM 9 0 16 0 2 5 5 4 0 4 0 8 0 8 4 2 0 0 5 0 0 2 4 3 13 0 5 8 1 14 1 Ho u r ly T o ta l 19 3 5 3 2 7 7 5 10 2 9 0 2 1 4 3 0 14 4 8 0 18 2 5 6 18 1 2 7 0 2 14 1 4 9 4 11:0 0 AM 4 1 14 1 2 0 3 0 1 1 0 2 0 10 4 1 2 0 5 3 3 2 4 9 3 0 5 4 1 12 9 11:15 AM 6 0 18 0 2 4 0 1 0 0 0 1 4 10 5 3 0 0 6 3 0 3 3 3 5 0 4 1 1 12 9 11:3 0 AM 2 0 18 0 2 0 0 1 3 4 0 8 1 12 4 8 3 0 6 3 5 1 4 8 9 0 5 8 0 14 9 11:4 5 AM 7 2 13 0 2 2 1 1 1 2 0 4 1 12 4 9 2 0 6 3 2 1 5 6 4 0 6 1 2 15 0 Ho u r ly T o ta l 19 3 6 3 1 8 6 4 3 5 7 0 15 6 4 4 19 1 7 0 2 4 2 10 7 18 6 2 1 0 2 14 4 5 5 7 12 :0 0 PM 7 0 16 0 2 3 1 3 0 0 0 3 1 12 6 2 1 0 7 5 0 0 4 9 6 0 5 5 0 15 6 12 :15 PM 7 3 16 0 2 6 2 2 1 4 0 7 0 12 4 2 0 0 5 4 1 1 4 5 5 0 5 1 0 13 8 12 :3 0 PM 2 2 5 0 9 5 1 0 1 0 2 0 11 4 8 1 0 6 0 1 0 5 1 6 0 5 7 0 12 8 12 :4 5 PM 4 1 15 2 2 2 4 1 0 5 0 6 1 13 5 3 1 0 6 7 0 1 4 5 12 0 5 8 3 15 3 Ho u r ly T o ta l 2 0 6 5 2 2 8 0 12 7 1 10 0 18 2 4 8 2 0 5 3 0 2 5 6 2 2 19 0 2 9 0 2 2 1 3 5 7 5 1:0 0 PM 8 3 18 0 2 9 3 4 2 3 0 9 0 11 4 1 6 0 5 8 0 5 4 6 6 0 5 7 0 15 3 1:15 PM 5 2 12 1 2 0 2 3 1 3 0 7 0 19 4 5 5 0 6 9 1 0 4 9 11 0 6 0 0 15 6 1:3 0 PM 10 2 15 2 2 9 2 5 0 2 0 7 0 13 5 4 4 0 7 1 0 2 5 0 9 0 6 1 1 16 8 1:4 5 PM 6 0 13 0 19 0 3 1 5 0 9 0 9 6 6 6 0 8 1 7 1 6 2 10 0 7 3 0 18 2 Ho u r ly T o ta l 2 9 7 5 8 3 9 7 7 15 4 13 0 3 2 0 5 2 2 0 6 2 1 0 2 7 9 8 8 2 0 7 3 6 0 2 5 1 1 6 5 9 2 :0 0 PM 6 0 17 0 2 3 1 2 1 3 0 6 1 11 5 7 3 0 7 1 0 3 6 5 11 0 7 9 0 17 9 2 :15 PM 4 1 18 0 2 3 0 1 1 0 0 2 1 16 4 0 2 0 5 8 3 2 5 8 6 0 6 6 2 14 9 2 :3 0 PM 7 1 18 0 2 6 5 0 1 2 0 3 1 18 5 8 2 0 7 8 1 1 6 5 7 0 7 3 2 18 0 2 :4 5 PM 3 2 2 1 0 2 6 1 2 2 5 0 9 0 10 4 6 1 0 5 7 3 1 5 3 9 0 6 3 3 15 5 Ho u r ly T o ta l 2 0 4 7 4 0 9 8 7 5 5 10 0 2 0 3 5 5 2 0 1 8 0 2 6 4 7 7 2 4 1 3 3 0 2 8 1 7 6 6 3 3 :0 0 PM 3 1 2 2 1 2 7 1 2 2 3 0 7 0 12 6 3 2 0 7 7 2 4 8 9 5 0 9 8 2 2 0 9 3 :15 PM 8 0 2 0 0 2 8 2 2 0 2 0 4 5 2 0 6 1 2 0 8 3 2 1 7 3 4 0 7 8 1 19 3 3 :3 0 PM 4 1 11 1 17 1 1 0 3 0 4 0 13 6 0 2 0 7 5 1 1 6 9 7 0 7 7 0 17 3 3 :4 5 PM 8 1 13 0 2 2 1 0 0 2 0 2 2 19 4 5 2 0 6 6 1 1 6 8 11 0 8 0 2 17 0 Ho u r ly T o ta l 2 3 3 6 6 2 9 4 5 5 2 10 0 17 7 6 4 2 2 9 8 0 3 0 1 6 7 2 9 9 2 7 0 3 3 3 5 7 4 5 4 :0 0 PM 9 1 15 0 2 5 3 1 2 1 0 4 0 2 3 6 7 2 0 9 2 4 3 6 7 15 0 8 5 1 2 0 6 4 :15 PM 9 2 8 0 19 4 0 0 0 0 0 4 11 7 1 3 0 8 5 0 3 6 8 8 0 7 9 1 18 3 4 :3 0 PM 2 2 14 0 18 0 2 0 5 0 7 2 2 0 6 7 3 0 9 0 0 7 7 3 11 0 9 1 1 2 0 6 4 :4 5 PM 4 5 11 0 2 0 0 1 1 4 0 6 0 2 2 8 0 1 0 10 3 1 4 6 9 12 0 8 5 0 2 14 Ho u r ly T o ta l 2 4 10 4 8 0 8 2 7 4 3 10 0 17 6 7 6 2 8 5 9 0 3 7 0 5 17 2 7 7 4 6 0 3 4 0 3 8 0 9 5 :0 0 PM 3 2 15 0 2 0 1 6 1 2 0 9 0 15 8 4 3 0 10 2 0 2 7 2 7 0 8 1 0 2 12 5 :15 PM 6 0 19 0 2 5 2 3 1 4 0 8 3 2 0 7 2 2 0 9 4 3 3 9 5 7 0 10 5 1 2 3 2 5 :3 0 PM 5 0 2 0 0 2 5 1 2 0 4 0 6 0 18 8 0 2 0 10 0 2 5 6 7 8 0 8 0 0 2 11 5 :4 5 PM 0 2 9 0 11 1 2 1 3 0 6 2 15 8 2 4 0 10 1 2 1 7 2 9 0 8 2 1 2 0 0 Ho u r ly T o ta l 14 4 6 3 0 8 1 5 13 3 13 0 2 9 5 6 8 3 18 11 0 3 9 7 7 11 3 0 6 3 1 0 3 4 8 2 8 5 5 T o ta l 2 2 1 4 8 6 15 13 8 9 7 7 2 9 6 3 6 13 1 0 2 6 3 4 8 5 5 6 2 5 13 8 7 0 3 15 6 6 2 8 3 2 5 0 8 3 3 7 1 2 9 2 9 3 4 7 2 4 5 % Ap pro a c h 2 4 .6 %5 .4 %6 8 .6 %1.4 %--3 6 .5 %13 .7 %4 9 .8 %0 %--17 .6 %7 9 .6 %2 .8 %0 %--2 .8 %8 5 .6 %11.5 %0 %--- % T o ta l 3 .1%0 .7 %8 .5 %0 .2 %12 .4 %-1.3 %0 .5 %1.8 %0 %3 .6 %-7 .7 %3 4 .7 %1.2 %0 %4 3 .6 %-1.1%3 4 .6 %4 .7 %0 %4 0 .4 %-- Mo to r c yc le s 0 1 2 0 3 -0 0 0 0 0 -2 9 0 0 11 -0 3 0 0 3 -17 % Mo to r c yc le s 0 %2 .1%0 .3 %0 %0 .3 %-0 %0 %0 %0 %0 %-0 .4 %0 .4 %0 %0 %0 .3 %-0 %0 .1%0 %0 %0 .1%-0 .2 % Lig hts 2 14 4 4 5 9 9 11 8 6 8 -9 3 3 5 12 6 0 2 5 4 -5 3 7 2 4 0 6 8 2 0 3 0 2 5 -8 1 2 4 14 3 2 4 1 2 8 2 0 -6 9 6 7 1 of 9 % Lig hts 9 6 .8 %9 1.7 %9 7 .4 %8 4 .6 %9 6 .8 %-9 6 .9 %9 7 .2 %9 6 .2 %0 %9 6 .6 %-9 6 .6 %9 5 .7 %9 4 .3 %0 %9 5 .8 %-9 7 .6 %9 6 .3 %9 6 .1%10 0 %9 6 .3 %-9 6 .2 % S ing le -Unit T ruc ks 7 3 9 0 19 -3 1 4 0 8 -10 4 4 4 0 5 8 -2 4 2 8 0 5 2 -13 7 % S ing le -Unit T ruc ks 3 .2 %6 .3 %1.5 %0 %2 .1%-3 .1%2 .8 %3 .1%0 %3 .0 %-1.8 %1.8 %4 .6 %0 %1.8 %-2 .4 %1.7 %2 .4 %0 %1.8 %-1.9 % Artic ula te d T ruc ks 0 0 0 0 0 -0 0 1 0 1 -1 4 0 0 5 -0 4 0 0 4 -10 % Artic ula te d T ruc ks 0 %0 %0 %0 %0 %-0 %0 %0 .8 %0 %0 .4 %-0 .2 %0 .2 %0 %0 %0 .2 %-0 %0 .2 %0 %0 %0 .1%-0 .1% Bus e s 0 0 5 2 7 -0 0 0 0 0 -6 5 0 1 0 5 7 -0 4 5 5 0 5 0 -114 % Bus e s 0 %0 %0 .8 %15 .4 %0 .8 %-0 %0 %0 %0 %0 %-1.1%2 .0 %1.1%0 %1.8 %-0 %1.8 %1.5 %0 %1.7 %-1.6 % Pe d e s tr ian s -----7 2 -----4 8 -----6 2 -----3 4 % Pe d e s tr ian s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- Le g Ca r te r e t Ave n u e Ab b i D r ive Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e ctio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App Pe d *L T R U App P e d *L T R U Ap p Pe d *L T R U Ap p Pe d *Int *Pe d e s tr ian s and Bicy cle s on Cr os s walk. L: Le ft, R: Rig ht, T : T h r u, U: U-T ur n 2 of 9 4 0 4 9 T MC#5 Ro o s e ve lt Ave nu e an d Cart e re t Ave … - T MC T u e S e p 22 , 2 0 20 Fu ll Le n g th (6 AM-6 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 8 , Lo catio n: 4 0 .5 7 3 49 8 , -7 4.2 21 0 2 5 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Abbi Drive [S] R oosevel t Avenue [W] Carteret Avenue Tota l: 57 95 Tota l: 63 75 Total: 481 Total: 1839 Out: 2866 Out: 3 219 Out: 218 Out: 942 In: 2 929 In: 3156 In: 263 In: 897 2508 36 2513 48 1 83 337 1 31 96 87 556 221 615 13 13 21 29 19 25 37 36 36 3 of 9 4 04 9 T MC#5 Ro o s e ve lt Ave nue an d Cart e re t Ave … - T MC T u e S e p 2 2, 2 02 0 AM Pe ak (7 :30 AM - 8 :30 AM) All Clas s e s (Mo to r cy cle s , Lig h ts , S ing le -Un it T rucks , Ar ticulate d T r ucks , Bus e s , Pe d e s tr ians ) All Mo ve m e n t s I D: 7 83 638 , Locat ion : 40 .57 34 98 , -74 .22 102 5 Pr ov ide d b y: Am e r co m Co r p or ation 12 59 Rou te 46 Eas t , Par s ipp any , NJ, 07 05 4, US Le g Car te re t Ave n u e Ab b i D rive Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Ea s tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App Pe d *L T R U App Pe d *L T R U App Pe d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 7 :3 0 AM 1 0 9 0 10 0 2 2 3 0 7 1 11 5 7 1 0 6 9 1 2 4 7 7 1 5 7 1 14 3 7 :4 5 AM 5 1 9 0 15 0 1 1 3 0 5 3 18 6 2 0 0 8 0 0 0 4 7 14 0 6 1 0 16 1 8 :0 0 AM 1 0 9 1 11 1 0 1 6 0 7 4 5 4 7 0 0 5 2 0 2 4 6 12 0 6 0 0 13 0 8 :15 AM 5 0 7 1 13 7 3 0 2 0 5 2 10 4 2 2 0 5 4 0 3 4 9 11 0 6 3 2 13 5 T o ta l 12 1 3 4 2 4 9 8 6 4 14 0 2 4 10 4 4 2 0 8 3 0 2 5 5 1 7 18 9 4 4 1 2 4 1 3 5 6 9 % Appr o a c h 2 4 .5 %2 .0 %6 9 .4 %4 .1%--2 5 .0 %16 .7 %5 8 .3 %0 %--17 .3 %8 1.6 %1.2 %0 %--2 .9 %7 8 .4 %18 .3 %0 .4 %--- % T o ta l 2 .1%0 .2 %6 .0 %0 .4 %8 .6 %-1.1%0 .7 %2 .5 %0 %4 .2 %-7 .7 %3 6 .6 %0 .5 %0 %4 4 .8 %-1.2 %3 3 .2 %7 .7 %0 .2 %4 2 .4 %-- P HF 0 .6 0 0 0 .2 5 0 0 .9 4 4 0 .5 0 0 0 .8 17 -0 .5 0 0 0 .5 0 0 0 .5 8 3 -0 .8 5 7 -0 .6 11 0 .8 3 9 0 .3 7 5 -0 .7 9 7 -0 .5 8 3 0 .9 6 4 0 .7 8 6 0 .2 5 0 0 .9 5 6 -0 .8 8 4 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 2 0 0 2 -0 0 0 0 0 -2 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %1.0 %0 %0 %0 .8 %-0 %0 %0 %0 %0 %-0 .4 % Lig hts 11 1 3 1 1 4 4 -6 4 14 0 2 4 -4 1 19 4 3 0 2 3 8 -7 17 7 4 2 1 2 2 7 -5 3 3 % Lig hts 9 1.7 %10 0 %9 1.2 %5 0 .0 %8 9 .8 %-10 0 %10 0 %10 0 %0 %10 0 %-9 3 .2 %9 3 .3 %10 0 %0 %9 3 .3 %-10 0 %9 3 .7 %9 5 .5 %10 0 %9 4 .2 %-9 3 .7 % S ing le -Unit T r u c ks 1 0 0 0 1 -0 0 0 0 0 -1 1 0 0 2 -0 4 1 0 5 -8 % S ing le -Unit T r u c ks 8 .3 %0 %0 %0 %2 .0 %-0 %0 %0 %0 %0 %-2 .3 %0 .5 %0 %0 %0 .8 %-0 %2 .1%2 .3 %0 %2 .1%-1.4 % Ar tic u la te d T r u c ks 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 2 0 0 2 -2 % Ar tic u la te d T r u c ks 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %1.1%0 %0 %0 .8 %-0 .4 % Bu s e s 0 0 3 1 4 -0 0 0 0 0 -2 11 0 0 13 -0 6 1 0 7 -2 4 % Bu s e s 0 %0 %8 .8 %5 0 .0 %8 .2 %-0 %0 %0 %0 %0 %-4 .5 %5 .3 %0 %0 %5 .1%-0 %3 .2 %2 .3 %0 %2 .9 %-4 .2 % Pe d e s tr ia n s -----8 -----10 -----1 -----3 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s trian s and Bicycle s o n Cros s walk. L: Le ft, R: Rig h t, T : T h r u , U: U-T u r n 4 of 9 4 0 4 9 T MC#5 Ro o s e ve lt Ave nu e an d Cart e re t Ave … - T MC T u e S e p 22 , 2 0 20 AM Pe ak (7:3 0 AM - 8:3 0 AM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 8 , Lo catio n: 4 0 .5 7 3 49 8 , -7 4.2 21 0 2 5 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Abbi Drive [S] R oosevel t Avenue [W] Carteret Avenue Tota l: 476 Tota l: 484 Total: 35 Total: 143 Ou t: 23 5 Out: 2 29 Out: 11 Out: 94 In : 241 In : 255 In: 24 In: 49 189 4 208 1 1 7 44 14 6 3 44 12 34 2 3 2 8 1 3 5 5 of 9 4 0 4 9 T MC#5 Ro o se ve lt Ave nu e and Cart e re t Ave … - T MC T ue S e p 22, 2020 Mid d ay Pe ak (1 1 :3 0 AM - 12:30 PM) All Clas s e s (Moto r cy cle s , Lig hts , S ing le -Unit T rucks , Ar ticu late d T r u cks , Bus e s , Pe de s tr ians ) All Mo v e m e nts ID: 783638, Locat io n : 4 0 .573498, -7 4 .221025 Pr o v ide d by: Am e r co m Co r p o r ation 1 2 5 9 R o u te 46 Eas t, Par s ippany, NJ, 07054, US Le g Ca rte r e t Ave n u e Ab b i D r ive Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e ctio n Ea s tb o u n d We s tb o u n d No r th b o u n d S o u th b o u n d T im e L T R U App Pe d *L T R U App Pe d *L T R U App Pe d *L T R U Ap p Pe d *In t 2 0 2 0 -0 9 -2 2 11:3 0 AM 2 0 18 0 2 0 0 1 3 4 0 8 1 12 4 8 3 0 6 3 5 1 4 8 9 0 5 8 0 14 9 11:4 5 AM 7 2 13 0 2 2 1 1 1 2 0 4 1 12 4 9 2 0 6 3 2 1 5 6 4 0 6 1 2 15 0 12 :0 0 P M 7 0 16 0 2 3 1 3 0 0 0 3 1 12 6 2 1 0 7 5 0 0 4 9 6 0 5 5 0 15 6 12 :15 P M 7 3 16 0 2 6 2 2 1 4 0 7 0 12 4 2 0 0 5 4 1 1 4 5 5 0 5 1 0 13 8 T o ta l 2 3 5 6 3 0 9 1 4 7 5 10 0 2 2 3 4 8 2 0 1 6 0 2 5 5 8 3 19 8 2 4 0 2 2 5 2 5 9 3 % Appr o a c h 2 5 .3 %5 .5 %6 9 .2 %0 %--3 1.8 %2 2 .7 %4 5 .5 %0 %--18 .8 %7 8 .8 %2 .4 %0 %--1.3 %8 8 .0 %10 .7 %0 %--- % T o ta l 3 .9 %0 .8 %10 .6 %0 %15 .3 %-1.2 %0 .8 %1.7 %0 %3 .7 %-8 .1%3 3 .9 %1.0 %0 %4 3 .0 %-0 .5 %3 3 .4 %4 .0 %0 %3 7 .9 %-- P HF 0 .8 2 1 0 .4 17 0 .8 7 5 -0 .8 7 5 -0 .5 8 3 0 .4 17 0 .6 2 5 -0 .6 8 8 -1.0 0 0 0 .8 10 0 .5 0 0 -0 .8 5 0 -0 .7 5 0 0 .8 8 4 0 .6 6 7 -0 .9 2 2 -0 .9 5 0 Mo to r c yc le s 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Mo to r c yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Lig hts 2 3 5 6 1 0 8 9 -7 4 10 0 2 1 -4 7 19 3 5 0 2 4 5 -3 19 0 2 4 0 2 17 -5 7 2 % Lig hts 10 0 %10 0 %9 6 .8 %0 %9 7 .8 %-10 0 %8 0 .0 %10 0 %0 %9 5 .5 %-9 7 .9 %9 6 .0 %8 3 .3 %0 %9 6 .1%-10 0 %9 6 .0 %10 0 %0 %9 6 .4 %-9 6 .5 % S in g le -Unit T ru c ks 0 0 2 0 2 -0 1 0 0 1 -1 4 1 0 6 -0 5 0 0 5 -14 % S in g le -Unit T ru c ks 0 %0 %3 .2 %0 %2 .2 %-0 %2 0 .0 %0 %0 %4 .5 %-2 .1%2 .0 %16 .7 %0 %2 .4 %-0 %2 .5 %0 %0 %2 .2 %-2 .4 % Artic ula te d T ru c ks 0 0 0 0 0 -0 0 0 0 0 -0 1 0 0 1 -0 0 0 0 0 -1 % Artic ula te d T ru c ks 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .5 %0 %0 %0 .4 %-0 %0 %0 %0 %0 %-0 .2 % Bu s e s 0 0 0 0 0 -0 0 0 0 0 -0 3 0 0 3 -0 3 0 0 3 -6 % Bu s e s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %1.5 %0 %0 %1.2 %-0 %1.5 %0 %0 %1.3 %-1.0 % Pe d e s tr ian s -----4 -----3 -----8 -----2 % Pe d e s tr ian s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s t r ian s and Bicy cle s on Cr o s s walk. L: Le ft, R: Rig ht, T : T hr u , U: U-T ur n 6 of 9 4 0 4 9 T MC#5 Ro o s e ve lt Ave nu e an d Cart e re t Ave … - T MC T u e S e p 22 , 2 0 20 Mid d ay Pe ak (1 1:3 0 AM - 12 :30 PM) All Clas s e s (Motor cycle s , Lig h t s , S in g le -Un it T r ucks , Ar ticu late d T r u cks , Bu s e s , Pe d e s t r ians ) All Mov e m e nts I D: 7 8 36 3 8 , Lo catio n: 4 0 .5 7 3 49 8 , -7 4.2 21 0 2 5 Pr o vid e d by : Am e r com C o r p o r at io n 1 25 9 Ro ute 4 6 Eas t, Par s ip p an y, NJ, 0 7 0 54 , US [N ] Roosevelt A venue [E] Abbi Drive [S] R oosevel t Avenue [W] Carteret Avenue Tota l: 459 Tota l: 523 Total: 36 Total: 168 Out: 234 Out: 268 Out: 14 Out: 77 In: 225 In : 255 In: 22 In: 91 198 5 201 5 3 24 10 7 6 48 23 63 2 2 1 2 6 2 2 7 of 9 4 0 4 9 T MC#5 Ro o s e ve lt Ave n ue an d Cart e re t Ave … - T MC T u e S e p 22, 2 0 2 0 PM Pe ak (4 :45 PM - 5 :45 PM) - O ve r all Pe ak Ho ur All Clas s e s (Moto r cy cle s , Lig h ts , S in g le -Un it T r u cks , Ar t iculate d T r ucks , Bu s e s , Pe de s tr ians ) All Mo v e m e n t s I D: 7836 3 8 , Lo catio n : 4 0 .5734 9 8 , -74.2 2102 5 Pr ovid e d by : Am e r com Cor por at io n 1259 Ro u te 46 Eas t , Par s ip p an y , NJ, 0 7 0 54, US Le g Ca r te r e t Ave n u e Ab b i D r ive Ro o s e ve lt Ave n u e Ro o s e ve lt Ave n u e D ir e c tio n Eas tb o u n d We s tb o u n d No r th b o u n d So u th b o u n d T im e L T R U App Pe d *L T R U App Pe d *L T R U App P e d *L T R U Ap p Pe d *Int 2 0 2 0 -0 9 -2 2 4 :4 5 P M 4 5 11 0 2 0 0 1 1 4 0 6 0 2 2 8 0 1 0 10 3 1 4 6 9 12 0 8 5 0 2 14 5 :0 0 P M 3 2 15 0 2 0 1 6 1 2 0 9 0 15 8 4 3 0 10 2 0 2 7 2 7 0 8 1 0 2 12 5 :15 P M 6 0 19 0 2 5 2 3 1 4 0 8 3 2 0 7 2 2 0 9 4 3 3 9 5 7 0 10 5 1 2 3 2 5 :3 0 P M 5 0 2 0 0 2 5 1 2 0 4 0 6 0 18 8 0 2 0 10 0 2 5 6 7 8 0 8 0 0 2 11 T o ta l 18 7 6 5 0 9 0 4 12 3 14 0 2 9 3 7 5 3 16 8 0 3 9 9 6 14 3 0 3 3 4 0 3 5 1 1 8 6 9 % App ro a c h 2 0 .0 %7 .8 %7 2 .2 %0 %--4 1.4 %10 .3 %4 8 .3 %0 %--18 .8 %7 9 .2 %2 .0 %0 %--4 .0 %8 6 .3 %9 .7 %0 %--- % T o ta l 2 .1%0 .8 %7 .5 %0 %10 .4 %-1.4 %0 .3 %1.6 %0 %3 .3 %-8 .6 %3 6 .4 %0 .9 %0 %4 5 .9 %-1.6 %3 4 .9 %3 .9 %0 %4 0 .4 %-- P HF 0 .7 5 0 0 .3 5 0 0 .8 13 -0 .9 0 0 -0 .5 0 0 0 .7 5 0 0 .8 7 5 -0 .8 0 6 -0 .8 5 2 0 .9 4 0 0 .6 6 7 -0 .9 6 8 -0 .7 0 0 0 .7 9 7 0 .7 0 8 -0 .8 3 6 -0 .9 3 6 Mo to rc yc le s 0 0 0 0 0 -0 0 0 0 0 -0 2 0 0 2 -0 1 0 0 1 -3 % Mo to rc yc le s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 .6 %0 %0 %0 .5 %-0 %0 .3 %0 %0 %0 .3 %-0 .3 % Lig hts 17 7 6 5 0 8 9 -12 3 14 0 2 9 -7 4 3 0 9 8 0 3 9 1 -14 2 9 5 3 3 0 3 4 2 -8 5 1 % Lig hts 9 4 .4 %10 0 %10 0 %0 %9 8 .9 %-10 0 %10 0 %10 0 %0 %10 0 %-9 8 .7 %9 7 .8 %10 0 %0 %9 8 .0 %-10 0 %9 7 .4 %9 7 .1%0 %9 7 .4 %-9 7 .9 % S in g le -Un it T r uc ks 1 0 0 0 1 -0 0 0 0 0 -0 2 0 0 2 -0 3 1 0 4 -7 % S in g le -Un it T r uc ks 5 .6 %0 %0 %0 %1.1%-0 %0 %0 %0 %0 %-0 %0 .6 %0 %0 %0 .5 %-0 %1.0 %2 .9 %0 %1.1%-0 .8 % Ar tic ula te d T r uc ks 0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 0 0 0 0 -0 % Ar tic ula te d T r uc ks 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-0 % Bus e s 0 0 0 0 0 -0 0 0 0 0 -1 3 0 0 4 -0 4 0 0 4 -8 % Bus e s 0 %0 %0 %0 %0 %-0 %0 %0 %0 %0 %-1.3 %0 .9 %0 %0 %1.0 %-0 %1.3 %0 %0 %1.1%-0 .9 % Pe d e s tr ia n s -----4 -----3 -----6 -----1 % Pe d e s tr ia n s -----10 0 %-----10 0 %-----10 0 %-----10 0 %- *Pe de s tr ians an d Bicy cle s o n Cr os s walk. L: Le ft, R: Rig h t , T : T h r u , U: U-T ur n 8 of 9 4049 TMC#5 Roosevelt Avenue and Carteret Ave… - TMC Tue Sep 22, 2020 PM Peak (4:45 PM - 5:45 PM) - Overall Peak Hour All Classes (Motorcycles, Lights, Single-Unit Trucks, Articulated Trucks, Buses, Pedestrians) All Movements ID: 783638, Location: 40.573498, -74.221025 Provided by: Amercom Corporation 1259 Route 46 East, Parsippany, NJ, 07054, US [N] Roosevelt Avenue [E] A b b i D r i v e [S] Roosevelt Avenue [W ] C a r t e r e t A v e n u e Total: 699 Total: 779 To t a l : 5 8 To t a l : 2 0 2 Out: 348 Out: 380 Ou t : 2 9 Ou t : 1 1 2 In: 351 In: 399 In: 2 9 In: 9 0 30 3 3 31 6 7 14 34 14 12 8 75 18 65 1 3 2 4 2 2 9 of 9 New Jersey Department of Transportation Short-term Hourly Traffic Volume for 08/07/2018 to 08/09/2018 Site names: County: Funct Class: Location: c18080,PETER J SICA INDUSTRIAL H 0.81,12011181__ MIDDLESEX Urban Minor Arterial Axle Factor Grp: Growth Factor Grp: rg1_4U rg1_4U rg1_4U rg1_4UBET ROOSEVELT AVE & RANDOLPH AVE Seasonal Factor Grp: Daily Factor Grp: Sun, Aug 5, 2018 Mon, Aug 6, 2018 Tue, Aug 7, 2018 Wed, Aug 8, 2018 Thu, Aug 9, 2018 Fri, Aug 10, 2018 Sat, Aug 11, 2018 Road N S Road N S Road N S Road N S Road N S Road N S Road N S 00:00 238 125 113 215 121 94 01:00 201 102 99 149 71 78 02:00 184 99 85 241 136 105 03:00 235 129 106 281 149 132 04:00 423 206 217 400 196 204 05:00 735 387 348 711 378 333 06:00 985 520 465 990 548 442 07:00 1,191 589 602 1,065 547 518 08:00 1,293 655 638 1,228 632 596 09:00 1,124 615 509 1,030 533 497 10:00 1,005 555 450 1,007 542 465 11:00 1,139 591 548 1,071 555 516 12:00 1,076 548 528 1,071 517 554 13:00 1,076 559 517 1,106 542 564 14:00 1,211 624 587 1,276 639 637 15:00 1,223 636 587 1,304 687 617 16:00 1,204 662 542 1,173 593 580 17:00 1,179 611 568 1,265 636 629 18:00 999 482 517 1,009 462 547 19:00 636 294 342 665 311 354 20:00 493 214 279 502 268 234 21:00 432 228 204 483 232 251 22:00 387 197 190 324 172 152 23:00 339 168 171 289 140 149 Total 9,179 4,675 4,504 19,225 9,803 9,422 9,459 4,925 4,534 AM Peak Vol 1,318 663 677 1,228 632 596 AM Peak Fct .918 .891 .91 .867 .893 .842 AM Peak Hr 7: 30 8: 30 7: 30 8: 00 8: 00 8: 00 PM Peak Vol 1,304 687 654 PM Peak Fct .942 .923 .924 PM Peak Hr 15: 00 15: 00 17: 30 ::: Seasonal Fct 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 Daily Fct .911 .911 .911 .860 .860 .860 .825 .825 .825 Axle Fct .490 .490 .490 .490 .490 .490 .490 .490 .490 Pulse Fct 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 ROAD AADT10/04/2018Created 10:46 AM PDIR AADT 8,129 DV03S: Page 1 of 1 8,540 16,669 NDIR AADT New Jersey Department of Transportation Short-term Hourly Traffic Volume for 08/07/2018 to 08/09/2018 Site names: County: Funct Class: Location: c18080,PETER J SICA INDUSTRIAL H 0.81,12011181__ MIDDLESEX Urban Minor Arterial Axle Factor Grp: Growth Factor Grp: rg1_4U rg1_4U rg1_4U rg1_4UBET ROOSEVELT AVE & RANDOLPH AVE Seasonal Factor Grp: Daily Factor Grp: Sun, Aug 5, 2018 Mon, Aug 6, 2018 Tue, Aug 7, 2018 Wed, Aug 8, 2018 Thu, Aug 9, 2018 Fri, Aug 10, 2018 Sat, Aug 11, 2018 Road N S Road N S Road N S Road N S Road N S Road N S Road N S 00:00 238 125 113 215 121 94 01:00 201 102 99 149 71 78 02:00 184 99 85 241 136 105 03:00 235 129 106 281 149 132 04:00 423 206 217 400 196 204 05:00 735 387 348 711 378 333 06:00 985 520 465 990 548 442 07:00 1,191 589 602 1,065 547 518 08:00 1,293 655 638 1,228 632 596 09:00 1,124 615 509 1,030 533 497 10:00 1,005 555 450 1,007 542 465 11:00 1,139 591 548 1,071 555 516 12:00 1,076 548 528 1,071 517 554 13:00 1,076 559 517 1,106 542 564 14:00 1,211 624 587 1,276 639 637 15:00 1,223 636 587 1,304 687 617 16:00 1,204 662 542 1,173 593 580 17:00 1,179 611 568 1,265 636 629 18:00 999 482 517 1,009 462 547 19:00 636 294 342 665 311 354 20:00 493 214 279 502 268 234 21:00 432 228 204 483 232 251 22:00 387 197 190 324 172 152 23:00 339 168 171 289 140 149 Total 9,179 4,675 4,504 19,225 9,803 9,422 9,459 4,925 4,534 AM Peak Vol 1,318 663 677 1,228 632 596 AM Peak Fct .918 .891 .91 .867 .893 .842 AM Peak Hr 7: 30 8: 30 7: 30 8: 00 8: 00 8: 00 PM Peak Vol 1,304 687 654 PM Peak Fct .942 .923 .924 PM Peak Hr 15: 00 15: 00 17: 30 ::: Seasonal Fct 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 Daily Fct .911 .911 .911 .860 .860 .860 .825 .825 .825 Axle Fct .490 .490 .490 .490 .490 .490 .490 .490 .490 Pulse Fct 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 ROAD AADT10/04/2018Created 10:46 AM PDIR AADT 8,129 DV03S: Page 1 of 1 8,540 16,669 NDIR AADT Page 1 Site Code: ATR#2nb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Northbound Direction Start 21-Sep-20 NB Hour Totals Channel 2 Hour Totals Combined Totals Time Mon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 * 129 * 0 12:15 *145 *0 12:30 * 180 * 0 12:45 *148 0 602 *0 0 0 0 602 01:00 * 134 * 0 01:15 *136 *0 01:30 * 140 * 0 01:45 *129 0 539 *0 0 0 0 539 02:00 * 152 * 0 02:15 *137 *0 02:30 * 164 * 0 02:45 *156 0 609 *0 0 0 0 609 03:00 * 163 * 0 03:15 *152 *0 03:30 * 157 * 0 03:45 *143 0 615 *0 0 0 0 615 04:00 * 160 * 0 04:15 *149 *0 04:30 * 108 * 0 04:45 *129 0 546 *0 0 0 0 546 05:00 * 179 * 0 05:15 *141 *0 05:30 * 187 * 0 05:45 *142 0 649 *0 0 0 0 649 06:00 * 122 * 0 06:15 *124 *0 06:30 * 135 * 0 06:45 *106 0 487 *0 0 0 0 487 07:00 * 83 * 0 07:15 *87 *0 07:30 * 86 * 0 07:45 *69 0 325 *0 0 0 0 325 08:00 * 97 * 0 08:15 *80 *0 08:30 * 64 * 0 08:45 *53 0 294 *0 0 0 0 294 09:00 * 48 * 0 09:15 *43 *0 09:30 * 43 * 0 09:45 *55 0 189 *0 0 0 0 189 10:00 * 31 * 0 10:15 *29 *0 10:30 * 67 * 0 10:45 *43 0 170 *0 0 0 0 170 11:00 * 55 * 0 11:15 *31 *0 11:30 * 40 * 0 11:45 *29 0 155 *0 0 0 0 155 Total 0 5180 0 0 0 5180 Percent 0.0% 100.0%0.0% 0.0%0.0% 100.0% Page 2 Site Code: ATR#2nb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Northbound Direction Start 22-Sep-20 NB Hour Totals Channel 2 Hour Totals Combined Totals Time Tue Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 45 117 0 0 12:15 44 126 0 0 12:30 64 175 0 0 12:45 47 140 200 558 0 0 0 0 200 558 01:00 45 135 0 0 01:15 39 117 0 0 01:30 35 153 0 0 01:45 45 131 164 536 0 0 0 0 164 536 02:00 33 171 0 0 02:15 28 144 0 0 02:30 38 145 0 0 02:45 25 157 124 617 0 0 0 0 124 617 03:00 56 167 0 0 03:15 49 152 0 0 03:30 65 164 0 0 03:45 85 137 255 620 0 0 0 0 255 620 04:00 62 141 0 0 04:15 43 143 0 0 04:30 47 123 0 0 04:45 56 123 208 530 0 0 0 0 208 530 05:00 93 197 0 0 05:15 93 151 0 0 05:30 100 170 0 0 05:45 127 130 413 648 0 0 0 0 413 648 06:00 98 135 0 0 06:15 146 128 0 0 06:30 145 145 0 0 06:45 100 94 489 502 2 0 2 0 491 502 07:00 122 71 0 0 07:15 116 89 0 0 07:30 109 87 0 0 07:45 127 59 474 306 0 0 0 0 474 306 08:00 120 105 0 0 08:15 138 89 0 0 08:30 125 63 0 0 08:45 131 54 514 311 0 0 0 0 514 311 09:00 166 43 0 0 09:15 162 46 0 0 09:30 131 40 0 0 09:45 152 54 611 183 0 0 0 0 611 183 10:00 88 28 0 0 10:15 102 30 0 0 10:30 109 58 0 0 10:45 96 44 395 160 0 0 0 0 395 160 11:00 128 58 0 0 11:15 83 31 0 0 11:30 89 41 0 0 11:45 115 33 415 163 0 0 0 0 415 163 Total 4262 5134 2 0 4264 5134 Percent 45.4% 54.6%100.0% 0.0%45.4% 54.6% Page 3 Site Code: ATR#2nb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Northbound Direction Start 23-Sep-20 NB Hour Totals Channel 2 Hour Totals Combined Totals Time Wed Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 44 112 0 0 12:15 39 128 0 0 12:30 69 206 0 0 12:45 43 168 195 614 0 0 0 0 195 614 01:00 47 138 0 0 01:15 42 126 0 0 01:30 36 132 0 0 01:45 46 122 171 518 0 0 0 0 171 518 02:00 29 149 0 0 02:15 30 141 0 0 02:30 36 142 0 0 02:45 22 156 117 588 0 0 0 0 117 588 03:00 50 160 0 0 03:15 54 150 0 0 03:30 71 164 0 0 03:45 78 162 253 636 0 0 0 0 253 636 04:00 57 150 0 0 04:15 45 132 0 0 04:30 45 106 0 0 04:45 49 117 196 505 0 0 0 0 196 505 05:00 106 176 0 0 05:15 106 144 0 0 05:30 102 191 0 0 05:45 123 145 437 656 0 0 0 0 437 656 06:00 93 104 0 0 06:15 155 109 0 0 06:30 124 133 0 0 06:45 100 107 472 453 0 0 0 0 472 453 07:00 134 94 0 0 07:15 135 83 0 0 07:30 126 86 0 0 07:45 130 74 525 337 0 0 0 0 525 337 08:00 125 99 0 0 08:15 151 70 0 0 08:30 148 73 0 0 08:45 150 59 574 301 0 0 0 0 574 301 09:00 148 48 0 0 09:15 115 47 0 0 09:30 166 37 0 0 09:45 106 60 535 192 0 0 0 0 535 192 10:00 110 32 0 0 10:15 132 28 0 0 10:30 102 69 0 0 10:45 112 40 456 169 0 0 0 0 456 169 11:00 107 57 0 0 11:15 135 32 0 0 11:30 136 39 0 0 11:45 138 26 516 154 0 0 0 0 516 154 Total 4447 5123 0 0 4447 5123 Percent 46.5% 53.5%0.0% 0.0%46.5% 53.5% Page 4 Site Code: ATR#2nb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Northbound Direction Start 24-Sep-20 NB Hour Totals Channel 2 Hour Totals Combined Totals Time Thu Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 39 *0 * 12:15 48 *0 * 12:30 61 *0 * 12:45 50 *198 0 0 *0 0 198 0 01:00 46 *0 * 01:15 40 *0 * 01:30 34 *0 * 01:45 48 *168 0 0 *0 0 168 0 02:00 30 *0 * 02:15 28 *0 * 02:30 38 *0 * 02:45 28 *124 0 0 *0 0 124 0 03:00 58 *0 * 03:15 54 *0 * 03:30 57 *0 * 03:45 96 *265 0 0 *0 0 265 0 04:00 69 *0 * 04:15 37 *0 * 04:30 50 *0 * 04:45 64 *220 0 0 *0 0 220 0 05:00 83 *0 * 05:15 102 *0 * 05:30 89 *0 * 05:45 120 *394 0 0 *0 0 394 0 06:00 91 *0 * 06:15 149 *0 * 06:30 141 *0 * 06:45 111 *492 0 0 *0 0 492 0 07:00 112 *0 * 07:15 144 *0 * 07:30 127 *0 * 07:45 155 *538 0 0 *0 0 538 0 08:00 121 *0 * 08:15 116 *0 * 08:30 123 *0 * 08:45 **360 0 **0 0 360 0 09:00 ********** 09:15 ********** 09:30 ********** 09:45 ********** 10:00 ********** 10:15 ********** 10:30 ********** 10:45 ********** 11:00 ********** 11:15 ********** 11:30 ********** 11:45 ********** Total 2759 0 0 0 2759 0 Percent 100.0% 0.0%0.0% 0.0%100.0% 0.0% Grand Total 11468 15437 2 0 11470 15437 Percent 42.6% 57.4%100.0% 0.0%42.6% 57.4% ADT ADT 2,345 AADT 2,345 Page 1 Site Code: ATR#2sb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Southbound Direction Start 21-Sep-20 SB Hour Totals Channel 2 Hour Totals Combined Totals Time Mon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 * 130 * 0 12:15 *145 *0 12:30 * 118 * 0 12:45 *109 0 502 *0 0 0 0 502 01:00 * 143 * 0 01:15 *123 *0 01:30 * 139 * 0 01:45 *144 0 549 *0 0 0 0 549 02:00 * 156 * 0 02:15 *150 *0 02:30 * 145 * 0 02:45 *136 0 587 *0 0 0 0 587 03:00 * 169 * 0 03:15 *126 *0 03:30 * 126 * 0 03:45 *114 0 535 *0 0 0 0 535 04:00 * 155 * 0 04:15 *174 *0 04:30 * 160 * 0 04:45 *154 0 643 *0 0 0 0 643 05:00 * 131 * 0 05:15 *145 *0 05:30 * 164 * 0 05:45 *163 0 603 *0 0 0 0 603 06:00 * 110 * 0 06:15 *121 *0 06:30 * 102 * 0 06:45 *105 0 438 *0 0 0 0 438 07:00 * 101 * 0 07:15 *104 *0 07:30 * 73 * 0 07:45 *95 0 373 *0 0 0 0 373 08:00 * 90 * 0 08:15 *102 *0 08:30 * 64 * 0 08:45 *64 0 320 *0 0 0 0 320 09:00 * 51 * 0 09:15 *56 *0 09:30 * 43 * 0 09:45 *52 0 202 *0 0 0 0 202 10:00 * 44 * 0 10:15 *43 *0 10:30 * 52 * 0 10:45 *38 0 177 *0 0 0 0 177 11:00 * 48 * 0 11:15 *54 *0 11:30 * 69 * 0 11:45 *27 0 198 *0 0 0 0 198 Total 0 5127 0 0 0 5127 Percent 0.0% 100.0%0.0% 0.0%0.0% 100.0% Page 2 Site Code: ATR#2sb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Southbound Direction Start 22-Sep-20 SB Hour Totals Channel 2 Hour Totals Combined Totals Time Tue Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 26 100 0 0 12:15 33 117 0 0 12:30 28 99 0 0 12:45 26 114 113 430 0 0 0 0 113 430 01:00 39 99 0 0 01:15 21 112 0 0 01:30 16 119 0 0 01:45 15 142 91 472 0 0 0 0 91 472 02:00 23 143 0 0 02:15 32 155 0 0 02:30 29 141 0 0 02:45 53 150 137 589 0 0 0 0 137 589 03:00 31 148 0 0 03:15 49 113 0 0 03:30 39 156 0 0 03:45 64 123 183 540 0 0 0 0 183 540 04:00 40 109 0 0 04:15 50 114 0 0 04:30 48 146 0 0 04:45 78 128 216 497 0 0 0 0 216 497 05:00 76 112 0 0 05:15 73 155 0 0 05:30 106 157 0 0 05:45 129 152 384 576 0 0 0 0 384 576 06:00 109 161 0 0 06:15 115 145 0 0 06:30 112 113 0 0 06:45 139 103 475 522 0 0 0 0 475 522 07:00 98 85 0 0 07:15 123 97 0 0 07:30 144 104 0 0 07:45 206 79 571 365 0 0 0 0 571 365 08:00 133 92 0 0 08:15 148 79 0 0 08:30 169 77 0 0 08:45 137 65 587 313 0 0 0 0 587 313 09:00 128 57 0 0 09:15 131 42 0 0 09:30 121 61 0 0 09:45 137 39 517 199 0 0 0 0 517 199 10:00 105 37 0 0 10:15 110 47 0 0 10:30 133 42 0 0 10:45 120 51 468 177 0 0 0 0 468 177 11:00 108 51 0 0 11:15 99 40 0 0 11:30 104 70 0 0 11:45 119 33 430 194 0 0 0 0 430 194 Total 4172 4874 0 0 4172 4874 Percent 46.1% 53.9%0.0% 0.0%46.1% 53.9% Page 3 Site Code: ATR#2sb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Southbound Direction Start 23-Sep-20 SB Hour Totals Channel 2 Hour Totals Combined Totals Time Wed Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 48 139 0 0 12:15 24 125 0 0 12:30 29 118 0 0 12:45 28 131 129 513 0 0 0 0 129 513 01:00 23 116 0 0 01:15 33 100 0 0 01:30 39 140 0 0 01:45 14 136 109 492 0 0 0 0 109 492 02:00 16 146 0 0 02:15 29 158 0 0 02:30 18 155 0 0 02:45 36 150 99 609 0 0 0 0 99 609 03:00 36 158 0 0 03:15 40 163 0 0 03:30 61 128 0 0 03:45 57 131 194 580 0 0 0 0 194 580 04:00 38 152 0 0 04:15 44 133 0 0 04:30 59 120 0 0 04:45 80 117 221 522 0 0 0 0 221 522 05:00 91 141 0 0 05:15 68 130 0 0 05:30 103 145 0 0 05:45 113 135 375 551 0 0 0 0 375 551 06:00 114 171 0 0 06:15 91 134 0 0 06:30 114 105 0 0 06:45 108 97 427 507 0 0 0 0 427 507 07:00 128 124 0 0 07:15 119 97 0 0 07:30 136 91 0 0 07:45 136 86 519 398 0 0 0 0 519 398 08:00 132 110 0 0 08:15 132 93 0 0 08:30 135 89 0 0 08:45 150 65 549 357 0 0 0 0 549 357 09:00 142 73 0 0 09:15 120 51 0 0 09:30 146 62 0 0 09:45 98 52 506 238 0 0 0 0 506 238 10:00 109 39 0 0 10:15 117 60 0 0 10:30 102 32 0 0 10:45 112 64 440 195 0 0 0 0 440 195 11:00 96 42 0 0 11:15 100 45 0 0 11:30 121 65 0 0 11:45 121 39 438 191 0 0 0 0 438 191 Total 4006 5153 0 0 4006 5153 Percent 43.7% 56.3%0.0% 0.0%43.7% 56.3% Page 4 Site Code: ATR#2sb Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue North of the Project Southbound Direction Start 24-Sep-20 SB Hour Totals Channel 2 Hour Totals Combined Totals Time Thu Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 34 *0 * 12:15 36 *0 * 12:30 27 *0 * 12:45 44 *141 0 0 *0 0 141 0 01:00 33 *0 * 01:15 25 *0 * 01:30 16 *0 * 01:45 27 *101 0 0 *0 0 101 0 02:00 33 *0 * 02:15 34 *0 * 02:30 33 *0 * 02:45 27 *127 0 0 *0 0 127 0 03:00 32 *0 * 03:15 26 *0 * 03:30 59 *0 * 03:45 60 *177 0 0 *0 0 177 0 04:00 32 *0 * 04:15 47 *0 * 04:30 37 *0 * 04:45 90 *206 0 0 *0 0 206 0 05:00 72 *0 * 05:15 79 *0 * 05:30 100 *0 * 05:45 120 *371 0 0 *0 0 371 0 06:00 103 *0 * 06:15 80 *0 * 06:30 122 *0 * 06:45 149 *454 0 0 *0 0 454 0 07:00 109 *0 * 07:15 137 *0 * 07:30 115 *0 * 07:45 170 *531 0 0 *0 0 531 0 08:00 130 *0 * 08:15 151 *0 * 08:30 140 *0 * 08:45 **421 0 **0 0 421 0 09:00 ********** 09:15 ********** 09:30 ********** 09:45 ********** 10:00 ********** 10:15 ********** 10:30 ********** 10:45 ********** 11:00 ********** 11:15 ********** 11:30 ********** 11:45 ********** Total 2529 0 0 0 2529 0 Percent 100.0% 0.0%0.0% 0.0%100.0% 0.0% Grand Total 10707 15154 0 0 10707 15154 Percent 41.4% 58.6%0.0% 0.0%41.4% 58.6% ADT ADT 9,101 AADT 9,101 New Jersey Department of Transportation Short-term Hourly Traffic Volume for 08/07/2018 to 08/09/2018 Site names: County: Funct Class: Location: c18078,Middlesex Avenue 0.39,12011164__ MIDDLESEX Urban Minor Arterial Axle Factor Grp: Growth Factor Grp: rg1_4U rg1_4U rg1_4U rg1_4UBET PORT CARTERET DR & 604 Seasonal Factor Grp: Daily Factor Grp: Sun, Aug 5, 2018 Mon, Aug 6, 2018 Tue, Aug 7, 2018 Wed, Aug 8, 2018 Thu, Aug 9, 2018 Fri, Aug 10, 2018 Sat, Aug 11, 2018 Road N S Road N S Road N S Road N S Road N S Road N S Road N S 00:00 172 96 76 154 82 72 01:00 157 84 73 96 43 53 02:00 160 88 72 176 103 73 03:00 171 85 86 272 145 127 04:00 357 168 189 337 156 181 05:00 517 253 264 552 273 279 06:00 624 268 356 643 296 347 07:00 846 374 472 704 294 410 08:00 879 372 507 788 352 436 09:00 728 344 384 696 300 396 10:00 785 391 394 813 380 433 11:00 878 454 424 858 378 480 12:00 797 348 449 811 380 431 13:00 848 434 414 865 398 467 14:00 933 461 472 954 491 463 15:00 867 460 407 893 491 402 16:00 785 435 350 714 408 306 17:00 715 392 323 753 395 358 18:00 578 316 262 556 309 247 19:00 299 160 139 287 146 141 20:00 245 115 130 260 148 112 21:00 221 115 106 264 139 125 22:00 253 127 126 168 86 82 23:00 233 133 100 190 112 78 Total 5,977 3,148 2,829 12,975 6,448 6,527 6,900 3,182 3,718 AM Peak Vol 911 454 510 858 390 480 AM Peak Fct .904 .841 .867 .894 .819 .811 AM Peak Hr 7: 30 11: 00 7: 15 11: 00 10: 15 11: 00 PM Peak Vol 966 507 476 PM Peak Fct .922 .932 .902 PM Peak Hr 14: 30 14: 30 12: 45 ::: Seasonal Fct 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 Daily Fct .911 .911 .911 .860 .860 .860 .825 .825 .825 Axle Fct .490 .490 .490 .490 .490 .490 .490 .490 .490 Pulse Fct 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 ROAD AADT10/04/2018Created 10:43 AM PDIR AADT 5,739 DV03S: Page 1 of 1 5,627 11,366 NDIR AADT New Jersey Department of Transportation Short-term Hourly Traffic Volume for 08/07/2018 to 08/09/2018 Site names: County: Funct Class: Location: c18078,Middlesex Avenue 0.39,12011164__ MIDDLESEX Urban Minor Arterial Axle Factor Grp: Growth Factor Grp: rg1_4U rg1_4U rg1_4U rg1_4UBET PORT CARTERET DR & 604 Seasonal Factor Grp: Daily Factor Grp: Sun, Aug 5, 2018 Mon, Aug 6, 2018 Tue, Aug 7, 2018 Wed, Aug 8, 2018 Thu, Aug 9, 2018 Fri, Aug 10, 2018 Sat, Aug 11, 2018 Road N S Road N S Road N S Road N S Road N S Road N S Road N S 00:00 172 96 76 154 82 72 01:00 157 84 73 96 43 53 02:00 160 88 72 176 103 73 03:00 171 85 86 272 145 127 04:00 357 168 189 337 156 181 05:00 517 253 264 552 273 279 06:00 624 268 356 643 296 347 07:00 846 374 472 704 294 410 08:00 879 372 507 788 352 436 09:00 728 344 384 696 300 396 10:00 785 391 394 813 380 433 11:00 878 454 424 858 378 480 12:00 797 348 449 811 380 431 13:00 848 434 414 865 398 467 14:00 933 461 472 954 491 463 15:00 867 460 407 893 491 402 16:00 785 435 350 714 408 306 17:00 715 392 323 753 395 358 18:00 578 316 262 556 309 247 19:00 299 160 139 287 146 141 20:00 245 115 130 260 148 112 21:00 221 115 106 264 139 125 22:00 253 127 126 168 86 82 23:00 233 133 100 190 112 78 Total 5,977 3,148 2,829 12,975 6,448 6,527 6,900 3,182 3,718 AM Peak Vol 911 454 510 858 390 480 AM Peak Fct .904 .841 .867 .894 .819 .811 AM Peak Hr 7: 30 11: 00 7: 15 11: 00 10: 15 11: 00 PM Peak Vol 966 507 476 PM Peak Fct .922 .932 .902 PM Peak Hr 14: 30 14: 30 12: 45 ::: Seasonal Fct 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 1.041 Daily Fct .911 .911 .911 .860 .860 .860 .825 .825 .825 Axle Fct .490 .490 .490 .490 .490 .490 .490 .490 .490 Pulse Fct 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 2.000 ROAD AADT10/04/2018Created 10:43 AM PDIR AADT 5,739 DV03S: Page 1 of 1 5,627 11,366 NDIR AADT Page 1 Site Code: ATR#1 Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue South of the Project Start 21-Sep-20 NB Hour Totals SB Hour Totals Combined Totals Time Mon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 * 131 * 107 12:15 *127 *117 12:30 * 113 * 136 12:45 *131 0 502 *82 0 442 0 944 01:00 * 106 * 102 01:15 *104 *96 01:30 * 114 * 94 01:45 *96 0 420 *112 0 404 0 824 02:00 * 113 * 107 02:15 *109 *120 02:30 * 147 * 118 02:45 *135 0 504 *111 0 456 0 960 03:00 * 129 * 110 03:15 *108 *97 03:30 * 126 * 82 03:45 *104 0 467 *51 0 340 0 807 04:00 * 117 * 68 04:15 *96 *106 04:30 * 89 * 75 04:45 *109 0 411 *92 0 341 0 752 05:00 * 121 * 81 05:15 *77 *111 05:30 * 137 * 67 05:45 *123 0 458 *78 0 337 0 795 06:00 * 76 * 57 06:15 *90 *53 06:30 * 95 * 37 06:45 *73 0 334 *37 0 184 0 518 07:00 * 43 * 42 07:15 *58 *43 07:30 * 51 * 51 07:45 *58 0 210 *70 0 206 0 416 08:00 * 82 * 64 08:15 *35 *80 08:30 * 40 * 30 08:45 *27 0 184 *30 0 204 0 388 09:00 * 38 * 39 09:15 *41 *25 09:30 * 20 * 25 09:45 *35 0 134 *22 0 111 0 245 10:00 * 17 * 18 10:15 *14 *26 10:30 * 33 * 31 10:45 *32 0 96 *31 0 106 0 202 11:00 * 35 * 31 11:15 *14 *30 11:30 143 34 112 41 11:45 126 22 269 105 101 16 213 118 482 223 Total 269 3825 213 3249 482 7074 Percent 6.6% 93.4%6.2% 93.8%6.4% 93.6% Page 2 Site Code: ATR#1 Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue South of the Project Start 22-Sep-20 NB Hour Totals SB Hour Totals Combined Totals Time Tue Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 22 110 14 77 12:15 32 75 33 88 12:30 63 118 19 78 12:45 45 108 162 411 21 113 87 356 249 767 01:00 41 77 28 83 01:15 28 90 13 100 01:30 25 120 27 93 01:45 38 136 132 423 18 99 86 375 218 798 02:00 32 151 12 104 02:15 39 115 18 109 02:30 29 144 25 113 02:45 20 114 120 524 23 134 78 460 198 984 03:00 43 119 39 92 03:15 38 120 47 66 03:30 48 121 33 100 03:45 94 89 223 449 48 69 167 327 390 776 04:00 46 91 31 92 04:15 29 88 37 67 04:30 23 100 43 84 04:45 42 62 140 341 80 77 191 320 331 661 05:00 68 96 62 67 05:15 83 76 57 88 05:30 87 107 84 83 05:45 116 56 354 335 105 76 308 314 662 649 06:00 72 84 77 61 06:15 129 90 105 51 06:30 114 90 79 56 06:45 89 69 404 333 99 23 360 191 764 524 07:00 78 64 99 40 07:15 76 43 78 36 07:30 67 56 94 46 07:45 111 65 332 228 98 42 369 164 701 392 08:00 82 46 78 47 08:15 92 36 99 45 08:30 94 43 126 57 08:45 88 27 356 152 85 43 388 192 744 344 09:00 117 38 110 21 09:15 128 35 111 36 09:30 67 37 109 45 09:45 71 23 383 133 118 15 448 117 831 250 10:00 85 18 88 18 10:15 69 27 74 22 10:30 90 47 115 19 10:45 103 24 347 116 104 26 381 85 728 201 11:00 110 22 87 31 11:15 92 30 95 32 11:30 76 22 72 58 11:45 135 33 413 107 116 17 370 138 783 245 Total 3366 3552 3233 3039 6599 6591 Percent 48.7% 51.3%51.5% 48.5%50.0% 50.0% Page 3 Site Code: ATR#1 Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue South of the Project Start 23-Sep-20 NB Hour Totals SB Hour Totals Combined Totals Time Wed Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 20 110 31 109 12:15 19 113 16 100 12:30 46 115 14 104 12:45 49 172 134 510 21 131 82 444 216 954 01:00 45 146 11 100 01:15 20 116 18 71 01:30 19 84 34 94 01:45 19 97 103 443 19 87 82 352 185 795 02:00 17 96 11 88 02:15 23 110 19 121 02:30 24 132 13 140 02:45 42 120 106 458 35 109 78 458 184 916 03:00 35 132 24 99 03:15 36 137 27 91 03:30 32 128 59 87 03:45 51 87 154 484 51 72 161 349 315 833 04:00 50 127 28 78 04:15 41 81 31 84 04:30 21 97 37 68 04:45 45 99 157 404 77 72 173 302 330 706 05:00 55 79 69 74 05:15 59 108 84 71 05:30 66 113 98 68 05:45 91 85 271 385 89 56 340 269 611 654 06:00 95 66 102 70 06:15 84 78 75 56 06:30 69 86 64 23 06:45 76 73 324 303 96 42 337 191 661 494 07:00 93 54 82 68 07:15 68 46 66 39 07:30 67 63 86 44 07:45 84 54 312 217 99 49 333 200 645 417 08:00 120 46 75 58 08:15 88 52 85 84 08:30 64 23 126 56 08:45 105 41 377 162 93 35 379 233 756 395 09:00 84 29 133 27 09:15 100 32 107 38 09:30 83 27 97 19 09:45 87 18 354 106 86 21 423 105 777 211 10:00 99 29 78 18 10:15 101 19 95 27 10:30 86 52 75 17 10:45 76 26 362 126 83 41 331 103 693 229 11:00 75 29 93 20 11:15 109 25 66 27 11:30 67 21 98 45 11:45 77 20 328 95 106 25 363 117 691 212 Total 2982 3693 3082 3123 6064 6816 Percent 44.7% 55.3%49.7% 50.3%47.1% 52.9% Page 4 Site Code: ATR#1 Station ID: Latitude: 0' 0.0000 Undefined ATR Counts at Middlesex Avenue South of the Project Start 24-Sep-20 NB Hour Totals SB Hour Totals Combined Totals Time Thu Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon Morning Afternoon 12:00 29 *20 * 12:15 24 *25 * 12:30 25 *26 * 12:45 53 *131 0 20 *91 0 222 0 01:00 55 *28 * 01:15 41 *29 * 01:30 50 *18 * 01:45 24 *170 0 17 *92 0 262 0 02:00 10 *12 * 02:15 35 *29 * 02:30 44 *13 * 02:45 67 *156 0 22 *76 0 232 0 03:00 36 *20 * 03:15 41 *27 * 03:30 33 *57 * 03:45 38 *148 0 47 *151 0 299 0 04:00 38 *36 * 04:15 35 *46 * 04:30 34 *33 * 04:45 49 *156 0 66 *181 0 337 0 05:00 47 *69 * 05:15 68 *64 * 05:30 58 *86 * 05:45 97 *270 0 78 *297 0 567 0 06:00 53 *72 * 06:15 105 *75 * 06:30 86 *66 * 06:45 78 *322 0 124 *337 0 659 0 07:00 96 *78 * 07:15 103 *91 * 07:30 66 *89 * 07:45 83 *348 0 120 *378 0 726 0 08:00 98 *88 * 08:15 90 *83 * 08:30 98 *98 * 08:45 79 *365 0 117 *386 0 751 0 09:00 116 *106 * 09:15 94 *124 * 09:30 97 *99 * 09:45 103 *410 0 96 *425 0 835 0 10:00 84 *75 * 10:15 **** 10:30 ********** 10:45 ********** 11:00 ********** 11:15 ********** 11:30 ********** 11:45 ********** Total 2560 0 2489 0 4890 0 Percent 100.0% 0.0%100.0% 0.0%100.0% 0.0% Grand Total 9177 11070 9017 9411 18035 20481 Percent 45.3% 54.7%48.9% 51.1%46.8% 53.2% ADT ADT 13,149 AADT 13,149 DATE: Jared Dompreh JOB NO.: Kevin Chen Industrial Avenue REFERENCE USED: NJDOT Traffic Counts Traffic Counts collected Location: Industrial Avenue, South of the Project Location 2020 AADT 12337 2018 AADT 11336 Percent Decrease in Traffic -8.83% If negative or zero, Do not adjust traffic volumes. Location: Industrial Avenue, North of the Project Location 2020 AADT 17644 2018 AADT 16669 Percent Decrease in Traffic -5.85% If negative or zero, Do not adjust traffic volumes. 2020 AADT vs. 2018 AADT 1/14/2021 COMPUTED BY: PCT00134.01 CHECKED BY: COVID Comparisons Levels of Service and Delays For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal PCT00134.01 - Carteret Traffic Signals Intersection Capacity Levels of Service and Delays Page 1 of 3 5/14/2021 5:53 PM Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 1 EB Left C 27.7 22.5 C 28.0 32.5 C 28.6 52.5 C 28.7 37.5 C 28.6 52.5 C 28.7 40.0 EB Through C 27.7 0.0 C 28.0 0.0 C 28.6 0.0 C 28.7 0.0 C 28.6 0.0 C 28.7 0.0 (CR 604) EB Right C 27.7 0.0 C 28.0 0.0 C 28.6 0.0 C 28.7 0.0 C 28.6 0.0 C 28.7 0.0 Roosevelt Ave (N/S) EB Group C 27.7 - C 28.0 - C 28.6 - C 28.7 - C 28.6 - C 28.7 - WB Left C 27.9 27.5 C 28.0 57.5 C 27.9 30.0 C 30.2 85.0 C 27.9 30.0 C 30.6 100.0 and WB Through C 27.9 0.0 C 28.0 0.0 C 27.9 0.0 C 30.2 0.0 C 27.9 0.0 C 30.6 0.0 WB Right C 27.9 0.0 C 28.0 0.0 C 27.9 0.0 C 30.2 0.0 C 27.9 0.0 C 30.6 0.0 Pulaski Avenue / WB Group C 27.9 - C 28.0 - C 27.9 - C 30.2 - C 27.9 - C 30.6 - Middlesex Avenue NB Left B 13.0 5.0 B 13.0 5.0 B 13.0 5.0 B 13.3 5.0 B 13.0 5.0 B 13.8 5.0 (E/W) NB Through B 15.7 0.0 B 18.0 0.0 B 16.5 0.0 B 18.5 0.0 B 16.8 0.0 B 19.1 0.0 NB Right B 15.7 162.5 B 18.0 260.0 B 16.5 202.5 B 18.5 285.0 B 16.8 215.0 B 19.1 307.5 NB Group B 15.6 - B 17.9 - B 16.4 - B 18.4 - B 16.7 - B 19.0 - Future Volumes SB Left A 8.6 7.5 A 9.4 7.5 A 8.9 7.5 A 9.6 5.0 A 9.4 10.0 A 9.9 5.0 Existing Intersection SB Through A 9.0 0.0 B 10.3 0.0 A 9.1 0.0 B 10.9 0.0 A 9.3 0.0 B 11.2 0.0 Configuration SB Right A 9.0 102.5 B 10.3 190.0 A 9.1 112.5 B 10.9 225.0 A 9.3 120.0 B 11.2 240.0 SB Group A 9.0 - B 10.2 - A 9.1 - B 10.9 - A 9.3 - B 11.2 - B 13.9 - B 15.7 - B 15.2 - B 16.5 - B 15.3 - B 17.0 - Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 1 EB Left D 40.2 57.5 D 38.4 40.0 D 40.3 57.5 D 38.0 42.5 EB Through D 38.9 0.0 D 38.4 0.0 D 40.3 0.0 D 38.0 0.0 (CR 604) EB Right D 38.9 32.5 D 38.4 0.0 D 40.3 0.0 D 38.0 0.0 Roosevelt Ave (N/S) EB Group D 40.2 - D 38.4 - D 40.3 - D 38.0 - WB Left D 38.9 32.5 D 40.9 90.0 D 39.0 32.5 D 41.0 105.0 and WB Through D 38.9 0.0 D 40.9 0.0 D 39.0 0.0 D 41.0 0.0 WB Right D 38.9 0.0 D 40.9 0.0 D 39.0 0.0 D 41.0 0.0 Pulaski Avenue / WB Group D 38.9 - D 40.9 - D 39.0 - D 41.0 - Middlesex Avenue NB Left A 2.3 0.0 A 2.5 0.0 A 2.3 0.0 A 2.8 2.5 (E/W) NB Through A 3.4 0.0 A 4.0 0.0 A 3.5 0.0 A 4.3 0.0 NB Right A 3.4 57.5 A 4.0 92.5 A 3.5 62.5 A 4.3 107.5 Preliminary Preffered NB Group A 3.4 - A 3.9 - A 3.5 - A 4.3 - Alternative SB Left A 2.1 2.5 A 2.5 2.5 A 2.1 2.5 A 2.7 2.5 1 Shared Lane SB Through A 2.8 0.0 A 3.9 0.0 A 2.9 0.0 A 4.2 0.0 on EB and WB App. SB Right A 2.8 40.0 A 3.9 92.5 A 2.9 42.5 A 4.2 107.5 3-Phase Signal SB Group A 2.8 - A 3.8 - A 2.9 - A 4.2 - A 8.1 -A 8.6 -A 7.9 -A 9.1 - Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 1 EB Left D 38.7 22.5 D 38.6 10.0 D 38.7 22.5 D 38.7 10.0 EB Through D 39.0 0.0 D 37.9 0.0 D 39.1 0.0 D 37.6 0.0 (CR 604) EB Right D 39.0 35.0 D 37.9 30.0 D 39.1 35.0 D 37.6 30.0 Roosevelt Ave (N/S) EB Group D 38.9 - D 38.1 - D 39.0 - D 37.9 - WB Left D 38.8 12.5 D 39.7 42.5 D 38.9 12.5 D 39.8 50.0 and WB Through D 38.0 0.0 D 39.0 0.0 D 38.1 0.0 D 39.0 0.0 WB Right D 38.0 20.0 D 39.0 45.0 D 38.1 20.0 D 39.0 50.0 Pulaski Avenue / WB Group D 38.3 - D 39.3 - D 38.4 - D 39.4 - Middlesex Avenue NB Left A 2.3 0.0 A 2.5 0.0 A 2.3 0.0 A 2.7 0.0 (E/W) NB Through A 3.4 0.0 A 3.9 0.0 A 3.5 0.0 A 4.2 0.0 NB Right A 3.4 57.5 A 3.9 90.0 A 3.5 62.5 A 4.2 102.5 Concept 2 NB Group A 3.4 - A 3.9 - A 3.5 - A 4.2 - 1 Left SB Left A 2.1 2.5 A 2.4 2.5 A 2.1 2.5 A 2.6 2.5 1 Shared Thru-Right SB Through A 2.9 0.0 A 3.8 0.0 A 2.9 0.0 A 4.1 0.0 on EB and WB App. SB Right A 2.9 40.0 A 3.8 90.0 A 2.9 42.5 A 4.1 102.5 3-Phase Signal SB Group A 2.8 - A 3.8 - A 2.9 - A 4.1 - A 8.0 -A 8.4 -A 7.9 -A 8.8 - Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 1 EB Left D 40.4 25.0 D 41.4 10.0 D 40.5 25.0 D 41.5 10.0 EB Through D 43.6 0.0 D 45.3 0.0 D 43.7 0.0 D 45.6 0.0 (CR 604) EB Right D 43.6 37.5 D 45.3 35.0 D 43.7 37.5 D 45.6 37.5 Roosevelt Ave (N/S) EB Group D 42.4 - D 44.3 - D 42.5 - D 44.6 - WB Left D 41.1 12.5 D 38.6 45.0 D 41.2 12.5 D 38.4 50.0 and WB Through D 44.1 0.0 D 42.3 0.0 D 44.2 0.0 D 42.5 0.0 WB Right D 44.1 22.5 D 42.3 50.0 D 44.2 22.5 D 42.5 57.5 Pulaski Avenue / WB Group D 42.9 - D 40.5 - D 43.0 - D 40.5 - Middlesex Avenue NB Left A 3.4 2.5 A 4.0 2.5 A 3.4 2.5 A 4.1 2.5 (E/W) NB Through A 4.8 0.0 A 5.8 0.0 A 5.0 0.0 A 6.2 0.0 NB Right A 4.8 85.0 A 5.8 140.0 A 5.0 92.5 A 6.2 157.5 Concept 2 NB Group A 4.8 - A 5.8 - A 4.9 - A 6.1 - 1 Left SB Left A 3.2 2.5 A 3.9 2.5 A 3.2 5.0 A 4.1 2.5 1 Shared Thru-Right SB Through A 4.2 0.0 A 5.7 0.0 A 4.2 0.0 A 6.0 0.0 on EB and WB App. SB Right A 4.2 60.0 A 5.7 142.5 A 4.2 65.0 A 6.0 157.5 4-Phase Signal SB Group A 4.1 - A 5.7 - A 4.1 - A 6.0 - A 9.7 - B 10.4 -A 9.5 - B 10.8 - Actuated Movement Overall Intersection Actuated Actuated Actuated Actuated Actuated Actuated Movement Overall Intersection 2030 PM 2040 AM 2040 PM Proposed Proposed Proposed Proposed 2030 AM Proposed Actuated 2040 AM Proposed Proposed Actuated 2030 AM 2030 PM 2040 AM 2040 PM Proposed Proposed Proposed Movement Overall Intersection Future Volumes Existing Intersection Configuration Future Volumes Existing Intersection Configuration Movement Overall Intersection Actuated 2040 PM Existing Conditions Existing Conditions Future Volumes Existing Intersection Configuration Future Volumes Existing Intersection Configuration Proposed Actuated Proposed 2030 AM Actuated 2030 PM 2040 PM2040 AM2020 AM 2030 AM2020 PM 2030 PM F:\A-J\CTY\00134.01 - Carteret Traffic Signals\LOS + Delays\PRELIMINARY PREFFERED ALTERNATIVE\Signalized LOS + Delays - CT 134 - 2021.05.06 Int. 1 - Pulaski + Middlesex PCT00134.01 - Carteret Traffic Signals Intersection Capacity Levels of Service and Delays Page 2 of 3 5/14/2021 5:53 PM Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) Intersection 2 EB Left b 11.0 7.5 c 15.1 20.0 c 15.8 3.0 d 32.9 10.0 c 16.4 3.0 e 37.9 12.0 EB Through b 11.0 - c 15.1 - c 15.2 23.0 b 14.1 16.0 c 15.8 25.0 b 14.7 18.0 (CR 604) EB Right b 11.0 - c 15.1 - c 15.2 23.0 b 14.1 16.0 c 15.8 25.0 b 14.7 18.0 Roosevelt Ave (N/S) EB Group b 11.0 - c 15.1 - c 15.3 - c 17.2 - c 15.8 - c 18.5 - WB Left b 11.4 2.5 c 17.4 7.5 c 18.8 4.0 e 35.1 28.0 c 19.9 3.0 e 41.0 33.0 and WB Through b 11.4 - c 17.4 - b 12.3 3.0 c 24.9 36.0 b 12.5 4.0 d 27.6 41.0 WB Right b 11.4 - c 17.4 - b 12.3 3.0 c 24.9 36.0 b 12.5 4.0 d 27.6 41.0 Carteret Avenue / WB Group b 11.4 - c 17.4 - b 14.1 - d 28.4 - b 14.6 - d 32.1 - Abbi Lane / NB Left a 1.5 2.5 a 1.6 5.0 a 7.9 3.0 a 8.4 7.0 a 7.9 3.0 a 8.5 7.0 Carteret Avenue Ext. NB Through a 1.5 - a 1.6 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 (E/W) NB Right a 1.5 - a 1.6 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 NB Group a 1.5 - a 1.6 - a 1.3 - a 1.8 - a 1.4 - a 1.7 - Future Volumes SB Left a 0.2 0.0 a 0.4 0.0 a 7.8 2.0 a 8.1 1.0 a 7.9 2.0 a 8.1 2.0 Future Carteret Ave SB Through a 0.2 - a 0.4 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 Extension SB Right a 0.2 - a 0.4 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 Existing Stop-Control SB Group a 0.2 - a 0.4 - a 0.9 - a 0.4 - a 0.8 - a 0.4 - a 2.3 - a 2.9 - a 4.1 - a 6.0 - a 4.1 - a 6.4 - Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 2 EB Left C 21.0 85.0 C 28.2 70.0 C 21.0 87.5 C 28.4 72.5 EB Through C 21.0 0.0 C 28.2 0.0 C 21.0 0.0 C 28.4 0.0 (CR 604) EB Right C 21.0 0.0 C 28.2 0.0 C 21.0 0.0 C 28.4 0.0 Roosevelt Ave (N/S) EB Group C 21.0 - C 28.2 - C 21.0 - C 28.4 - WB Left B 19.2 22.5 C 29.3 97.5 B 19.2 22.5 C 29.3 97.5 and WB Through B 19.2 0.0 C 29.3 0.0 B 19.2 0.0 C 29.3 0.0 WB Right B 19.2 0.0 C 29.3 0.0 B 19.2 0.0 C 29.3 0.0 Carteret Avenue / WB Group B 19.2 - C 29.3 - B 19.2 - C 29.3 - Carteret Avenue Ext. NB Left B 10.7 22.5 A 3.2 10.0 B 10.7 22.5 A 3.4 10.0 (E/W) NB Through B 14.4 0.0 A 5.0 0.0 B 14.6 0.0 A 5.3 0.0 NB Right B 14.4 140.0 A 5.0 77.5 B 14.6 150.0 A 5.3 85.0 Concept 1 NB Group B 13.8 - A 4.6 - B 14.0 - A 4.9 - 1 Shared Lane SB Left B 11.0 15.0 A 4.0 2.5 B 11.1 15.0 A 4.0 5.0 on EB and WB App. SB Through B 14.4 0.0 A 6.7 0.0 B 14.7 0.0 A 6.9 0.0 3-Phase Signal SB Right B 14.4 137.5 A 6.7 105.0 B 14.7 147.5 A 6.9 115.0 SB Group B 14.0 - A 6.6 - B 14.3 - A 6.8 - B 15.3 - B 10.6 - B 15.5 - B 10.7 - Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 2 EB Left C 26.0 10.0 C 33.2 12.5 C 26.0 10.0 C 33.2 15.0 EB Through C 28.2 0.0 C 32.6 0.0 C 28.4 0.0 C 32.6 0.0 (CR 604) EB Right C 28.2 90.0 C 32.6 67.5 C 28.4 92.5 C 32.6 72.5 Roosevelt Ave (N/S) EB Group C 28.0 - C 32.7 - C 28.1 - C 32.7 - WB Left C 28.6 7.5 C 34.6 40.0 C 28.7 7.5 C 34.7 40.0 and WB Through C 25.2 0.0 C 32.4 0.0 C 25.2 0.0 C 32.3 0.0 WB Right C 25.2 17.5 C 32.4 72.5 C 25.2 17.5 C 32.3 75.0 Carteret Avenue / WB Group C 26.2 - C 33.2 - C 26.2 - C 33.1 - Carteret Avenue Ext. NB Left A 6.6 15.0 A 3.4 12.5 A 6.6 17.5 A 3.6 12.5 (E/W) NB Through A 9.2 0.0 A 5.3 0.0 A 9.4 0.0 A 5.6 0.0 NB Right A 9.2 105.0 A 5.3 87.5 A 9.4 112.5 A 5.6 100.0 Concept 2 NB Group A 8.8 - A 4.9 - A 8.9 - A 5.2 - 1 Left SB Left A 6.9 10.0 A 4.2 5.0 A 6.9 10.0 A 4.2 5.0 1 Shared Thru-Right SB Through A 9.3 0.0 A 6.9 0.0 A 9.5 0.0 A 7.2 0.0 on EB and WB App. SB Right A 9.3 102.5 A 6.9 120.0 A 9.5 110.0 A 7.2 130.0 3-Phase Signal SB Group A 9.0 - A 6.7 - A 9.2 - A 7.0 - B 12.9 - B 11.7 - B 12.9 - B 11.8 - Location LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) LOS Delay (s) 95% Queue (ft) Intersection 2 EB Left C 22.8 10.0 C 31.0 12.5 C 22.8 10.0 C 30.9 12.5 EB Through C 26.3 0.0 D 39.2 0.0 C 26.4 0.0 D 39.2 0.0 (CR 604) EB Right C 26.3 90.0 D 39.2 77.5 C 26.4 92.5 D 39.2 80.0 Roosevelt Ave (N/S) EB Group C 25.9 - D 37.8 - C 26.0 - D 37.8 - WB Left C 23.2 7.5 C 29.3 35.0 C 23.2 7.5 C 29.3 35.0 and WB Through C 24.3 0.0 C 34.0 0.0 C 24.3 0.0 C 33.9 0.0 WB Right C 24.3 20.0 C 34.0 77.5 C 24.3 20.0 C 33.9 77.5 Carteret Avenue / WB Group C 24.0 - C 32.4 - C 24.0 - C 32.3 - Carteret Avenue Ext. NB Left B 11.0 22.5 A 4.9 20.0 B 11.0 25.0 A 5.1 20.0 (E/W) NB Through B 14.7 0.0 A 7.2 0.0 B 14.9 0.0 A 7.6 0.0 NB Right B 14.7 150.0 A 7.2 112.5 B 14.9 160.0 A 7.6 127.5 Preliminary Preffered NB Group B 14.1 - A 6.7 - B 14.2 - A 7.1 - Alternative SB Left B 11.2 15.0 A 5.7 5.0 B 11.3 15.0 A 5.8 5.0 1 Left SB Through B 14.7 0.0 A 9.1 0.0 B 15.0 0.0 A 9.5 0.0 1 Shared Thru-Right SB Right B 14.7 145.0 A 9.1 147.5 B 15.0 157.5 A 9.5 162.5 on EB and WB App. SB Group B 14.3 - A 8.9 - B 14.6 - A 9.3 - 4-Phase Signal B 16.6 - B 13.6 - B 16.7 - B 13.8 - Actuated Actuated Actuated Proposed Proposed Proposed Proposed Movement Overall Intersection Actuated Overall Intersection Actuated Prop. Configurations Prop. Configurations Prop. Configurations Prop. Configurations 2040 AM 2040 PM Movement Overall Intersection 2030 AM 2030 PM Actuated Actuated Actuated Actuated 2040 PM 2030 AM 2030 PM 2040 AM Proposed Proposed Proposed Proposed 2030 PM Actuated Actuated Actuated Movement Overall Intersection 2030 AM 2030 AM Future Volumes + Extension Existing Stop-Control 2030 PM Future Volumes + Extension Existing Stop-Control 2040 AM 2040 PM Existing Stop-Control Existing Stop-ControlUnsignalized Unsignalized Future Volumes + Extension Future Volumes + ExtensionExisting Existing Movement 2040 AM 2040 PM2020 AM 2020 PM F:\A-J\CTY\00134.01 - Carteret Traffic Signals\LOS + Delays\PRELIMINARY PREFFERED ALTERNATIVE\Signalized LOS + Delays - CT 134 - 2021.05.06 Int. 2 - Carteret + Extension PCT00134.01 - Carteret Traffic Signals Intersection Capacity Levels of Service and Delays Page 3 of 3 5/14/2021 5:53 PM Location LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) Intersection 3 EB Left - - - - - - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0 EB Through - - - - - - d 27.8 54.0 c 15.3 3.0 d 29.9 58.0 c 16.1 3 Carteret Industrial Ave. (N/S) EB Right - - - - - - d 27.8 54.0 c 15.3 3.0 d 29.9 58.0 c 16.1 3 EB Group - - - - - - d 27.8 - c 15.3 - d 29.9 - c 16.1 - and WB Left b 10.9 0.0 b 13.2 5.0 d 27.8 7.0 c 19.7 32.0 d 30.0 8.0 c 21.6 36 WB Through - - - - - - b 13.6 5.0 c 18.6 61.0 b 14.0 5.0 c 20.1 67 Waterfront Access Rd / WB Right b 10.9 - b 13.2 - b 13.6 5.0 c 18.6 61.0 b 14.0 5.0 c 20.1 67 Carteret Avenue Ext. WB Group b 10.9 - b 13.2 - c 18.5 - c 18.9 - c 19.5 - c 20.6 - (E/W) NB Left - - - - - - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0 NB Through a 0.0 - a 0.0 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0 NB Right a 0.0 - a 0.0 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0 NB Group a 0.0 - a 0.0 - a 0.0 - a 0.0 - a 0.0 - a 0.0 - Future Volumes SB Left a 0.2 0.0 a 0.9 0.0 a 8.2 5.0 a 8.1 2.0 a 8.2 5.0 a 8.2 3 Future Carteret Ave SB Through a 0.2 - a 0.9 - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0 Extension SB Right - - - - - - a 0.0 0.0 a 0.0 0.0 a 0.0 0.0 a 0.0 0 Existing Stop-Control SB Group a 0.2 - a 0.9 - a 1.6 - a 1.1 - a 1.5 - a 1.1 - a 0.3 - a 0.9 - a 5.3 - a 7.0 - a 5.5 - a 7.2 - Location LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) Intersection 3 EB Left B 19.9 0.0 B 13.6 0.0 B 19.9 0.0 B 13.7 0 EB Through B 19.9 52.5 B 13.6 5.0 B 19.9 52.5 B 13.7 5 Carteret Industrial Ave. (N/S) EB Right B 19.9 0.0 B 13.6 0.0 B 19.9 0.0 B 13.7 0 EB Group B 19.9 - B 13.6 - B 19.9 - B 13.7 - and WB Left B 17.3 17.5 B 18.3 150.0 B 17.3 17.5 B 18.4 152.5 WB Through B 17.3 0.0 B 18.3 0.0 B 17.3 0.0 B 18.4 0 Waterfront Access Rd / WB Right B 17.3 0.0 B 18.3 0.0 B 17.3 0.0 B 18.4 0 Carteret Avenue Ext. WB Group B 17.3 - B 18.3 - B 17.3 - B 18.4 - (E/W) NB Left A 0.0 0.0 A 0.0 0.0 A 0.0 0.0 A 0.0 0 NB Through A 10.0 0.0 B 14.2 0.0 B 10.2 0.0 B 15.1 0 NB Right A 10.0 75.0 B 14.2 372.5 B 10.2 80.0 B 15.1 140 Concept 1 NB Group A 10.0 - B 14.2 - B 10.2 - B 15.1 - 1 Shared Lane SB Left A 4.9 7.5 A 7.9 7.5 A 4.9 7.5 A 8.1 7.5 on EB and WB App. SB Through A 4.9 32.5 A 7.7 45.0 A 5.0 35.0 A 7.9 50 3-Phase Signal SB Right A 4.9 0.0 A 7.7 0.0 A 5.0 0.0 A 7.9 0 SB Group A 4.9 - A 7.7 - A 5.0 - A 7.9 - A 9.4 - B 13.8 -A 9.4 - B 14.2 - Location LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) Intersection 3 EB Left A 0.0 0.0 A 0.0 0.0 A 0.0 0.0 A 0.0 0 EB Through B 19.9 52.5 B 14.7 5.0 B 19.9 52.5 B 14.8 5 Carteret Industrial Ave. (N/S) EB Right B 19.9 0.0 B 14.7 0.0 B 19.9 0.0 B 14.8 0 EB Group B 19.9 - B 14.7 - B 19.9 - B 14.8 - and WB Left B 19.4 5.0 B 16.4 40.0 B 19.4 5.0 B 16.4 42.5 WB Through B 17.2 0.0 B 19.3 0.0 B 17.2 0.0 B 19.4 0 Waterfront Access Rd / WB Right B 17.2 10.0 B 19.3 97.5 B 17.2 10.0 B 19.4 100 Carteret Avenue Ext. WB Group B 17.9 - B 18.3 - B 17.9 - B 18.4 - (E/W) NB Left A 0.0 0.0 A 0.0 0.0 A 0.0 0.0 A 0.0 0 NB Through A 10.0 0.0 B 11.5 0.0 B 10.2 0.0 B 11.7 0 Concept 2 NB Right A 10.0 75.0 B 11.5 97.5 B 10.2 80.0 B 11.7 100 1 Left NB Group A 10.0 - B 11.5 - B 10.2 - B 11.7 - 1 Shared Thru-Right SB Left A 4.9 7.5 A 6.3 5.0 A 4.9 7.5 A 6.3 5 on EB and WB App. SB Through A 4.9 32.5 A 6.0 32.5 A 5.0 35.0 A 6.1 35 3-Phase Signal SB Right A 4.9 0.0 A 6.0 0.0 A 5.0 0.0 A 6.1 0 SB Group A 4.9 - A 6.0 - A 5.0 - A 6.2 - A 9.4 - B 12.4 -A 9.5 - B 12.4 - Location LOS Delay (s) 95% Queue (veh/ln) LOS Delay (s) 95% Queue (veh/ln) LOS Delay (s) 95% Queue (ft.) LOS Delay (s) 95% Queue (ft.) Intersection 3 EB Left A 0.0 0.0 A 0.0 0.0 A 0.0 0.0 A 0.0 0 EB Through C 22.9 62.5 B 19.8 7.5 C 22.9 62.5 B 19.8 7.5 Carteret Industrial Ave. (N/S) EB Right C 22.9 0.0 B 19.8 0.0 C 22.9 0.0 B 19.8 0 EB Group C 22.9 - B 19.8 - C 22.9 - B 19.8 - and WB Left B 16.6 5.0 B 15.3 40.0 B 16.6 5.0 B 15.3 42.5 WB Through B 15.6 0.0 B 16.2 0.0 B 15.6 0.0 B 16.3 0 Waterfront Access Rd / WB Right B 15.6 10.0 B 16.2 92.5 B 15.6 10.0 B 16.3 95 Carteret Avenue Ext. WB Group B 15.9 - B 15.9 - B 15.9 - B 16.0 - (E/W) NB Left A 0.0 0.0 A 0.0 0.0 A 0.0 0.0 A 0.0 0 NB Through B 12.7 0.0 B 14.8 0.0 B 13.0 0.0 B 15.0 0 Preliminary Preffered NB Right B 12.7 102.5 B 14.8 130.0 B 13.0 107.5 B 15.0 132.5 Alternative NB Group B 12.7 - B 14.8 - B 13.0 - B 15.0 - 1 Left SB Left A 6.5 10.0 A 8.2 7.5 A 6.6 10.0 A 8.3 7.5 1 Shared Thru-Right SB Through A 6.7 52.5 A 8.1 47.5 A 6.8 57.5 A 8.2 52.5 on EB and WB App. SB Right A 6.7 0.0 A 8.1 0.0 A 6.8 0.0 A 8.2 0 4-Phase Signal SB Group A 6.6 - A 8.1 - A 6.8 - A 8.2 - B 11.5 - B 13.4 - B 11.6 - B 13.5 - 2040 PM Future Volumes + Extension Existing Stop-Control 2040 AM Future Volumes + Extension Existing Stop-Control 2030 AM Future Volumes + Extension Existing Stop-Control Existing 2030 PM Future Volumes + Extension 2020 AM Unsignalized Movement Overall Intersection 2020 PM Existing Unsignalized Actuated Proposed Proposed 2030 AM Existing Stop-Control Actuated 2030 PM 2040 AM Proposed Actuated 2040 PM Proposed Movement Overall Intersection 2030 AM 2030 PM 2040 AM 2040 PM Proposed Proposed Proposed Proposed Actuated Overall Intersection 2030 AM 2030 PM 2040 AM 2040 PM Actuated Actuated Actuated Actuated Movement Movement Overall Intersection Proposed Proposed Proposed Proposed Actuated Actuated Actuated Actuated F:\A-J\CTY\00134.01 - Carteret Traffic Signals\LOS + Delays\PRELIMINARY PREFFERED ALTERNATIVE\Signalized LOS + Delays - CT 134 - 2021.05.06 Int. 3 - Industrial + Waterfron Timing Directives For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal PCT00134.01 Field Ovservations Existing Timing Directives Page 1 of 1 11/9/2020 5:36 PM Left Through Right Left Through Right Left Through Right Left Through Right SB/NB WB/EB Min Max SB 1 G/<G- R R R R R R R R R R R DW DW 9 9 Lead Change G/<Y- R R R R R R R R R R R DW DW 3 3 SB 2 G G G G G G R R R R R R WP DW 38 38 Ped Clear G G G G G G R R R R R R FDW DW 12 12 and Change Y Y Y Y Y Y R R R R R R DW DW 4 4 NB Clearance R R R R R R R R R R R R DW DW 2 2 WB 3 R R R R R R G G G G G G DW DW 27 27 and Change R R R R R R Y Y Y Y Y Y DW DW 4 4 EB Clearance R R R R R R R R R R R R DW DW 2 2 Left Through Right Left Through Right Left Through Right Left Through Right SB/NB WB/EB Min Max SB 1 G/<G- R R R R R R R R R R R DW DW 9 9 Lead Change G/<Y- R R R R R R R R R R R DW DW 3 3 SB 2 G G G G G G R R R R R R WP DW 38 38 Ped Clear G G G G G G R R R R R R FDW DW 12 12 and Change Y Y Y Y Y Y R R R R R R DW DW 4 4 NB Clearance R R R R R R R R R R R R DW DW 2 2 WB 3 R R R R R R G G G G G G DW WP 4 4 Ped Clear R R R R R R G G G G G G DW FDW 23 23 and Change R R R R R R Y Y Y Y Y Y DW DW 4 4 EB Clearance R R R R R R R R R R R R DW DW 2 2 Note: All times based on observations made in the field on 11/6/2020 Signals Timing Phase Signal Southbound Northbound Westbound Eastbound Based on Field Observations - Side Street Pedestrian Actuation Roosevelt Avenue (CR 604) and Pulaski Avenue/Middlesex Avenue Roosevelt Avenue Pulaski Avenue/Middlesex Avenue Pedestrian Signal Based on Field Observations - No Side Street Pedestrian Actuation Roosevelt Avenue (CR 604) and Pulaski Avenue/Middlesex Avenue Southbound NorthboundSignal SignalRoosevelt Avenue Pedestrian Westbound Eastbound Pulaski Avenue/Middlesex Avenue Signals Phase Timing F:\HOME\WPROC\A-J\CTY\00134.01 - Carteret Traffic Signals\Design\Timing Directives - Existing Field Observations - 2020.11.09 PCT00134.01 Proposed Timing Directives Page 4 of 6 5/14/2021 11:23 AM Left Through Right Left Through Right Left Through Right Left Through Right Min Max NBL 1 R/<G-R R R/<G-R R R R R R R R DW DW 6 6 SBL Change R/<Y-R R R/<Y-R R R R R R R R DW DW 3 3 NB 2 G G G G G G R R R R R R DW DW 8 66 and Change Y Y Y Y Y Y R R R R R R DW DW 3 3 SB Clearance R R R R R R R R R R R R DW DW 2 2 EB 3 R R R R R R G G G G G G DW DW 6 10 and Change R R R R R R Y Y Y Y Y Y DW DW 3 3 WB Clearance R R R R R R R R R R R R DW DW 2 2 Y Y Y Y Y Y R R R R R R Left Through Right Left Through Right Left Through Right Left Through Right Min Max NBL 1 R/<G-R R R/<G-R R R R R R R R DW DW 6 6 SBL Change R/<Y-R R R/<Y-R R R R R R R R DW DW 3 3 NB 2 G G G G G G R R R R R R W DW 18 18 Ped Clear G G G G G G R R R R R R FDW DW 18 18 and Veh. Ext.G G G G G G R R R R R R DW DW 0 30 Change Y Y Y Y Y Y R R R R R R DW DW 3 3 SB Clearance R R R R R R R R R R R R DW DW 2 2 EB 3 R R R R R R G G G G G G DW W 14 14 and Ped Clear R R R R R R G G G G G G DW FDW 14 14 Change R R R R R R Y Y Y Y Y Y DW DW 3 3 WB Clearance R R R R R R R R R R R R DW DW 2 2 Y Y Y Y Y Y R R R R R R Timing Directive Notes 1.Display DW if no pedestrian actuation occurs. 2.Guarantee a minimum of 6 seconds green time to any movement being pre-empted. 3.Signal shall rest in Phase 2. 4.Phase 2 shall follow Phase 1. 5.Phases 1 and 3 shall be capable of being skipped. 6.Operate the Phase 1 left turns independently and concurrently if actuation occurs on both approaches. Each left turn lane shall be capable of separate actuation, separate termination, and separate extension. If only one left turn lane is activated or terminated, initiate the non-conflicting through movement. 7.Disconnect the memory. 8.Set Vehicle extension at 2 seconds. 9.Upon actuation of pre-emption, do not interrupt any yellow, red, or flashing don't walk times. 10.Do not skip the respective yellow and all-red intervals prior to resuming normal operations. 11.In the case of power failure, operate the traffic signal in full operation mode for twenty four (24) hours and thereafter in flash mode until the traffic signal is fixed. 12.Under emergency preemption, guarantee the minimum green, pedestrian clearance, yellow change, and red clearance times. Then, go to green in the direction of the preemption vehicle. 13.Equip the controller cabinet with the Middlesex County Standard Cabinet Lock, Pelco No. 9R-4B773. 14.Equip the controller cabinet with an LED pilot light to indicate the status of full power to the cabinet. This pilot ligjt shall be dark when full power is running to the controller and shall be lighted when the controller is running on battery backup. 15.Provide a single #8 AWG insulated ground wire colored green continuous throughout the traffic signal system and secured to all ground rods, cabinets, traffic signal bases, and lighting bases. Southbound Eastbound Proposed Conditions - Pedestrian Actuation CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue CR 604 (Roosevelt Avenue)Pulaski Avenue / Middlesex Avenue Pedestrian Signal Emergency Flash Not Illuminated 50 to 60 Flashes Per Minute Proposed Conditions - No Pedestrian Actuation CR 604 (Roosevelt Avenue) and Pulaski Avenue / Middlesex Avenue Northbound SouthboundSignal Signal Westbound Signals Timing Phase Signal Northbound CR 604 (Roosevelt Avenue)Pedestrian Eastbound Westbound Pulaski Avenue / Middlesex Avenue Signals Emergency Flash Not Illuminated Phase 50 to 60 Flashes Per Minute Timing F:\HOME\WPROC\A-J\CTY\00134.01 - Carteret Traffic Signals\Traffic Calculations\Timing Directives - 2021.05.14 PCT00134.01 Proposed Timing Directives Page 5 of 6 5/14/2021 11:23 AM Left Through Right Left Through Right Left Through Right Left Through Right Min Max NBL 1 R/<G-R R R/<G-R R R R R R R R DW DW 6 9 SBL Change R/<Y-R R R/<Y-R R R R R R R R DW DW 3 3 NB 2 G G G G G G R R R R R R DW DW 8 45 and Change Y Y Y Y Y Y R R R R R R DW DW 3 3 SB Clearance R R R R R R R R R R R R DW DW 2 2 EBL 3 R R R R R R R/<G-R R R/<G-R R DW DW 6 9 WBL Change R R R R R R R/<Y-R R R/<Y-R R DW DW 3 3 EB 4 R R R R R R G G G G G G DW DW 6 26 and Change R R R R R R Y Y Y Y Y Y DW DW 3 3 WB Clearance R R R R R R R R R R R R DW DW 2 2 Y Y Y Y Y Y R R R R R R Left Through Right Left Through Right Left Through Right Left Through Right Min Max NBL 1 R/<G-R R R/<G-R R R R R R R R DW DW 6 9 SBL Change R/<Y-R R R/<Y-R R R R R R R R DW DW 3 3 NB 2 G G G G G G R R R R R R W DW 22 22 Ped Clear G G G G G G R R R R R R FDW DW 22 22 and Veh. Ext.G G G G G G R R R R R R DW DW 0 1 Change Y Y Y Y Y Y R R R R R R DW DW 3 3 SB Clearance R R R R R R R R R R R R DW DW 2 2 EBL 3 R R R R R R R/<G-R R R/<G-R R DW DW 6 9 WBL Change R R R R R R R/<Y-R R R/<Y-R R DW DW 3 3 EB 4 R R R R R R G G G G G G DW W 14 14 and Ped Clear R R R R R R G G G G G G DW FDW 14 14 Change R R R R R R Y Y Y Y Y Y DW DW 3 3 WB Clearance R R R R R R R R R R R R DW DW 2 2 Y Y Y Y Y Y R R R R R R Timing Directive Notes 1.Display DW if no pedestrian actuation occurs. 2.Guarantee a minimum of 6 seconds green time to any movement being pre-empted. 3.Signal shall rest in Phase 2. 4.Phase 2 shall follow Phase 1. 5.Phase 4 shall follow Phase 3. 6.Phases 1 and 3 shall be capable of being skipped. 7.Operate the Phase 1 and Phase 3 left turns independently and concurrently if actuation occurs on both approaches. Each left turn lane shall be capable of separate actuation, separate termination, and separate extension. If only one left turn lane is activated or terminated, initiate the non-conflicting through movement. 7.Disconnect the memory. 8.Set Vehicle extension at 2 seconds. 9.Upon actuation of pre-emption, do not interrupt any yellow, red, or flashing don't walk times. 10.Do not skip the respective yellow and all-red intervals prior to resuming normal operations. 11.In the case of power failure, operate the traffic signal in full operation mode for twenty four (24) hours and thereafter in flash mode until the traffic signal is fixed. 12.Under emergency preemption, guarantee the minimum green, pedestrian clearance, yellow change, and red clearance times. Then, go to green in the direction of the preemption vehicle. 13.Equip the controller cabinet with the Middlesex County Standard Cabinet Lock, Pelco No. 9R-4B773. 14.Equip the controller cabinet with an LED pilot light to indicate the status of full power to the cabinet. This pilot ligjt shall be dark when full power is running to the controller and shall be lighted when the controller is running on battery backup. 15.Provide a single #8 AWG insulated ground wire colored green continuous throughout the traffic signal system and secured to all ground rods, cabinets, traffic signal bases, and lighting bases. Timing Phase Emergency Flash Not Illuminated 50 to 60 Flashes Per Minute Signal Northbound Southbound Eastbound Westbound Signals CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension CR 604 (Roosevelt Avenue)Carteret Avenue / Carteret Avenue Ext.Pedestrian Signal Timing Phase Emergency Flash Not Illuminated 50 to 60 Flashes Per Minute Proposed Conditions - Pedestrian Actuation Signal Northbound Southbound Eastbound Westbound Signals Proposed Conditions - No Pedestrian Actuation CR 604 (Roosevelt Avenue) and Carteret Avenue / Carteret Avenue Extension CR 604 (Roosevelt Avenue)Carteret Avenue / Carteret Avenue Ext.Pedestrian Signal F:\HOME\WPROC\A-J\CTY\00134.01 - Carteret Traffic Signals\Traffic Calculations\Timing Directives - 2021.05.14 PCT00134.01 Proposed Timing Directives Page 6 of 6 5/14/2021 11:23 AM Left Through Right Left Through Right Left Through Right Left Through Right Min Max NBL 1 R/<G-R R R/<G-R R R R R R R R DW DW 6 9 SBL Change R/<Y-R R R/<Y-R R R R R R R R DW DW 3 3 NB 2 G G G G G G R R R R R R DW DW 8 19 and Change Y Y Y Y Y Y R R R R R R DW DW 5 5 SB Clearance R R R R R R R R R R R R DW DW 2 2 EBL 3 R R R R R R R/<G-R R R/<G-R R DW DW 6 9 WBL Change R R R R R R R/<Y-R R R/<Y-R R DW DW 3 3 EB 4 R R R R R R G G G G G G DW DW 6 19 and Change R R R R R R Y Y Y Y Y Y DW DW 3 3 WB Clearance R R R R R R R R R R R R DW DW 2 2 Y Y Y Y Y Y R R R R R R Left Through Right Left Through Right Left Through Right Left Through Right Min Max NBL 1 R/<G-R R R/<G-R R R R R R R R DW DW 6 9 SBL Change R/<Y-R R R/<Y-R R R R R R R R DW DW 3 3 NB 2 G G G G G G R R R R R R W DW 18 18 Ped Clear G G G G G G R R R R R R FDW DW 18 18 and Change Y Y Y Y Y Y R R R R R R DW DW 5 5 SB Clearance R R R R R R R R R R R R DW DW 2 2 EBL 3 R R R R R R R/<G-R R R/<G-R R DW DW 6 9 WBL Change R R R R R R R/<Y-R R R/<Y-R R DW DW 3 3 EB 4 R R R R R R G G G G G G DW W 14 14 and Ped Clear R R R R R R G G G G G G DW FDW 14 14 Change R R R R R R Y Y Y Y Y Y DW DW 3 3 WB Clearance R R R R R R R R R R R R DW DW 2 2 Y Y Y Y Y Y R R R R R R Timing Directive Notes 1.Display DW if no pedestrian actuation occurs. 2.Guarantee a minimum of 6 seconds green time to any movement being pre-empted. 3.Signal shall rest in Phase 2. 4.Phase 2 shall follow Phase 1. 5.Phase 4 shall follow Phase 3. 6.Phases 1 and 3 shall be capable of being skipped. 7.Operate the Phase 1 and Phase 3 left turns independently and concurrently if actuation occurs on both approaches. Each left turn lane shall be capable of separate actuation, separate termination, and separate extension. If only one left turn lane is activated or terminated, initiate the non-conflicting through movement. 7.Disconnect the memory. 8.Set Vehicle extension at 2 seconds. 9.Upon actuation of pre-emption, do not interrupt any yellow, red, or flashing don't walk times. 10.Do not skip the respective yellow and all-red intervals prior to resuming normal operations. 11.In the case of power failure, operate the traffic signal in full operation mode for twenty four (24) hours and thereafter in flash mode until the traffic signal is fixed. 12.Under emergency preemption, guarantee the minimum green, pedestrian clearance, yellow change, and red clearance times. Then, go to green in the direction of the preemption vehicle. 13.Equip the controller cabinet with the Middlesex County Standard Cabinet Lock, Pelco No. 9R-4B773. 14.Equip the controller cabinet with an LED pilot light to indicate the status of full power to the cabinet. This pilot ligjt shall be dark when full power is running to the controller and shall be lighted when the controller is running on battery backup. 15.Provide a single #8 AWG insulated ground wire colored green continuous throughout the traffic signal system and secured to all ground rods, cabinets, traffic signal bases, and lighting bases. Timing Phase Emergency Flash Not Illuminated 50 to 60 Flashes Per Minute Signal Northbound Southbound Eastbound Westbound Signals Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road Carteret Industrial Avenue Carteret Ave. Ext. / Waterfront Access Rd.Pedestrian Signal Timing Phase Emergency Flash Not Illuminated 50 to 60 Flashes Per Minute Proposed Conditions - Pedestrian Actuation Signal Northbound Southbound Eastbound Westbound Signals Proposed Conditions - No Pedestrian Actuation Carteret Industrial Avenue and Carteret Avenue Extension / Waterfront Access Road Carteret Industrial Avenue Carteret Ave. Ext. / Waterfront Access Rd.Pedestrian Signal F:\HOME\WPROC\A-J\CTY\00134.01 - Carteret Traffic Signals\Traffic Calculations\Timing Directives - 2021.05.14 Existing Capacity Analyses For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 02/11/2021 2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 Synchro 10 Report KEC Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 6 6 11 10 5 15 8 220 15 18 201 10 Future Volume (veh/h) 6 6 11 10 5 15 8 220 15 18 201 10 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 7 7 12 11 5 16 9 239 16 20 218 11 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 137 141 200 170 88 210 641 858 57 696 1084 55 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.50 0.50 0.50 0.09 0.61 0.61 Sat Flow, veh/h 343 528 747 457 329 786 1152 1733 116 1781 1765 89 Grp Volume(v), veh/h 26 0 0 32 0 0 9 0 255 20 0 229 Grp Sat Flow(s),veh/h/ln 1618 0 0 1572 0 0 1152 0 1849 1781 0 1854 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 8.2 0.5 0.0 5.5 Cycle Q Clear(g_c), s 1.1 0.0 0.0 1.4 0.0 0.0 0.4 0.0 8.2 0.5 0.0 5.5 Prop In Lane 0.27 0.46 0.34 0.50 1.00 0.06 1.00 0.05 Lane Grp Cap(c), veh/h 478 0 0 468 0 0 641 0 916 696 0 1138 V/C Ratio(X) 0.05 0.00 0.00 0.07 0.00 0.00 0.01 0.00 0.28 0.03 0.00 0.20 Avail Cap(c_a), veh/h 478 0 0 468 0 0 641 0 916 696 0 1138 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 27.5 0.0 0.0 27.6 0.0 0.0 13.0 0.0 14.9 8.5 0.0 8.6 Incr Delay (d2), s/veh 0.2 0.0 0.0 0.3 0.0 0.0 0.0 0.0 0.8 0.1 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.9 0.0 0.0 1.1 0.0 0.0 0.2 0.0 6.5 0.3 0.0 4.1 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 27.7 0.0 0.0 27.9 0.0 0.0 13.0 0.0 15.7 8.6 0.0 9.0 LnGrp LOS C A A C A A B A B A A A Approach Vol, veh/h 26 32 264 249 Approach Delay, s/veh 27.7 27.9 15.6 9.0 Approach LOS C C B A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 12.0 56.0 33.0 68.0 33.0 Change Period (Y+Rc), s 3.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 50.0 27.0 62.0 27.0 Max Q Clear Time (g_c+I1), s 2.5 10.2 3.1 7.5 3.4 Green Ext Time (p_c), s 0.0 1.8 0.1 1.6 0.1 Intersection Summary HCM 6th Ctrl Delay 13.9 HCM 6th LOS B HCM 6th TWSC 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Abbi Drive 11/25/2020 Synchro 10 Report2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 KEC Page 1 Intersection Int Delay, s/veh 2.3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 13 1 41 5 3 13 46 193 3 6 183 40 Future Vol, veh/h 13 1 41 5 3 13 46 193 3 6 183 40 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length -- - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 14 1 45 5 3 14 50 210 3 7 199 43 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 555 548 221 570 568 212 242 0 0 213 0 0 Stage 1 235 235 - 312 312 - - - - - - - Stage 2 320 313 - 258 256 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 442 444 819 432 432 828 1324 - - 1357 - - Stage 1 768 710 - 699 658 - - - - - - - Stage 2 692 657 - 747 696 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 416 422 819 393 411 828 1324 - - 1357 - - Mov Cap-2 Maneuver 416 422 - 393 411 - - - - - - - Stage 1 735 706 - 669 630 - - - - - - - Stage 2 648 629 - 701 692 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 11 11.4 1.5 0.2 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1324 - - 657 588 1357 - - HCM Lane V/C Ratio 0.038 - - 0.091 0.039 0.005 - - HCM Control Delay (s) 7.8 0 - 11 11.4 7.7 0 - HCM Lane LOS A A -B B A A - HCM 95th %tile Q(veh) 0.1 - - 0.3 0.1 0 - - HCM 6th TWSC 12: Middlesex Avenue & Industrial Highway 11/25/2020 Synchro 10 Report2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 KEC Page 2 Intersection Int Delay, s/veh 1.5 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 10 2 23 2 0 9 16 207 7 28 259 7 Future Vol, veh/h 10 2 23 2 0 9 16 207 7 28 259 7 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - Yield Storage Length - - 50 - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 11 2 25 2 0 10 17 225 8 30 282 8 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 614 613 286 619 605 229 282 0 0 233 0 0 Stage 1 346 346 - 263 263 - - - - - - - Stage 2 268 267 - 356 342 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 404 408 753 401 412 810 1280 - - 1335 - - Stage 1 670 635 - 742 691 - - - - - - - Stage 2 738 688 - 661 638 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 387 391 753 374 395 810 1280 - - 1335 - - Mov Cap-2 Maneuver 387 391 - 374 395 - - - - - - - Stage 1 660 618 - 731 681 - - - - - - - Stage 2 718 678 - 620 621 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 11.5 10.5 0.5 0.7 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR Capacity (veh/h)1280 - - 388 753 668 1335 - - HCM Lane V/C Ratio 0.014 - - 0.034 0.033 0.018 0.023 - - HCM Control Delay (s) 7.9 0 - 14.6 9.9 10.5 7.8 0 - HCM Lane LOS A A -B A B A A - HCM 95th %tile Q(veh) 0 - - 0.1 0.1 0.1 0.1 - - HCM 6th TWSC 15: Carteret Industrial Highway & Waterfront Access Road 11/25/2020 Synchro 10 Report2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 KEC Page 3 Intersection Int Delay, s/veh 0.3 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 4 4 204 5 6 286 Future Vol, veh/h 4 4 204 5 6 286 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 4 4 222 5 7 311 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 550 225 0 0 227 0 Stage 1 225 - - - - - Stage 2 325 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 496 814 - - 1341 - Stage 1 812 - - - - - Stage 2 732 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 493 814 - - 1341 - Mov Cap-2 Maneuver 493 - - - - - Stage 1 812 - - - - - Stage 2 728 - - - - - Approach WB NB SB HCM Control Delay, s 10.9 0 0.2 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 614 1341 - HCM Lane V/C Ratio - - 0.014 0.005 - HCM Control Delay (s) - - 10.9 7.7 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0 0 - HCM 6th Signalized Intersection Summary 1: Roosevelt Avenue (CR 604) & Pulaski Avenue/Middlesex Avenue 01/18/2021 Synchro 10 Report2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 KEC Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 8 6 19 24 2 34 8 347 22 16 353 2 Future Volume (veh/h) 8 6 19 24 2 34 8 347 22 16 353 2 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 9 7 21 26 2 37 9 377 24 17 384 2 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 123 106 243 193 33 232 565 861 55 580 1141 6 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.50 0.50 0.50 0.09 0.61 0.61 Sat Flow, veh/h 296 395 907 535 122 868 997 1740 111 1781 1859 10 Grp Volume(v), veh/h 37 0 0 65 0 0 9 0 401 17 0 386 Grp Sat Flow(s),veh/h/ln 1599 0 0 1525 0 0 997 0 1850 1781 0 1869 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.5 0.0 14.1 0.4 0.0 10.2 Cycle Q Clear(g_c), s 1.6 0.0 0.0 2.9 0.0 0.0 0.5 0.0 14.1 0.4 0.0 10.2 Prop In Lane 0.24 0.57 0.40 0.57 1.00 0.06 1.00 0.01 Lane Grp Cap(c), veh/h 472 0 0 458 0 0 565 0 916 580 0 1147 V/C Ratio(X) 0.08 0.00 0.00 0.14 0.00 0.00 0.02 0.00 0.44 0.03 0.00 0.34 Avail Cap(c_a), veh/h 472 0 0 458 0 0 565 0 916 580 0 1147 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 27.7 0.0 0.0 28.2 0.0 0.0 13.0 0.0 16.4 9.3 0.0 9.5 Incr Delay (d2), s/veh 0.3 0.0 0.0 0.7 0.0 0.0 0.1 0.0 1.5 0.1 0.0 0.8 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.3 0.0 0.0 2.3 0.0 0.0 0.2 0.0 10.4 0.3 0.0 7.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.0 0.0 0.0 28.8 0.0 0.0 13.0 0.0 18.0 9.4 0.0 10.3 LnGrp LOS C A A C A A B A B A A B Approach Vol, veh/h 37 65 410 403 Approach Delay, s/veh 28.0 28.8 17.9 10.2 Approach LOS C C B B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 12.0 56.0 33.0 68.0 33.0 Change Period (Y+Rc), s 3.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 50.0 27.0 62.0 27.0 Max Q Clear Time (g_c+I1), s 2.4 16.1 3.6 12.2 4.9 Green Ext Time (p_c), s 0.0 2.9 0.1 2.8 0.3 Intersection Summary HCM 6th Ctrl Delay 15.7 HCM 6th LOS B HCM 6th TWSC 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Abbi Drive 11/25/2020 Synchro 10 Report2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 KEC Page 1 Intersection Int Delay, s/veh 2.9 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 15 9 59 12 3 15 77 303 9 16 309 37 Future Vol, veh/h 15 9 59 12 3 15 77 303 9 16 309 37 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length -- - - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 16 10 64 13 3 16 84 329 10 17 336 40 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 902 897 356 929 912 334 376 0 0 339 0 0 Stage 1 390 390 - 502 502 - - - - - - - Stage 2 512 507 - 427 410 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 259 279 688 248 274 708 1182 - - 1220 - - Stage 1 634 608 - 552 542 - - - - - - - Stage 2 545 539 - 606 595 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 231 250 688 201 246 708 1182 - - 1220 - - Mov Cap-2 Maneuver 231 250 - 201 246 - - - - - - - Stage 1 578 597 - 503 494 - - - - - - - Stage 2 482 492 - 531 584 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 15.1 17.4 1.6 0.4 HCM LOS C C Minor Lane/Major Mvmt NBL NBT NBR EBLn1WBLn1 SBL SBT SBR Capacity (veh/h)1182 - - 445 322 1220 - - HCM Lane V/C Ratio 0.071 - - 0.203 0.101 0.014 - - HCM Control Delay (s) 8.3 0 - 15.1 17.4 8 0 - HCM Lane LOS A A - C C A A - HCM 95th %tile Q(veh) 0.2 - - 0.8 0.3 0 - - HCM 6th TWSC 3: Carteret Industrial Highway & Waterfront Access Road 11/25/2020 Synchro 10 Report2020 AM Peak Hour Existing Intersection Configuration 7:45 am 09/22/2020 KEC Page 2 Intersection Int Delay, s/veh 0.9 Movement WBL WBR NBT NBR SBL SBT Lane Configurations Traffic Vol, veh/h 23 1 301 18 23 187 Future Vol, veh/h 23 1 301 18 23 187 Conflicting Peds, #/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage, # 0 - 0 - - 0 Grade, % 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 Mvmt Flow 25 1 327 20 25 203 Major/Minor Minor1 Major1 Major2 Conflicting Flow All 590 337 0 0 347 0 Stage 1 337 - - - - - Stage 2 253 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver 470 705 - - 1212 - Stage 1 723 - - - - - Stage 2 789 - - - - - Platoon blocked, % - - - Mov Cap-1 Maneuver 459 705 - - 1212 - Mov Cap-2 Maneuver 459 - - - - - Stage 1 723 - - - - - Stage 2 771 - - - - - Approach WB NB SB HCM Control Delay, s 13.2 0 0.9 HCM LOS B Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT Capacity (veh/h)- - 466 1212 - HCM Lane V/C Ratio - - 0.056 0.021 - HCM Control Delay (s) - - 13.2 8 0 HCM Lane LOS - - B A A HCM 95th %tile Q(veh) - - 0.2 0.1 - HCM 6th TWSC 4: Middlesex Avenue & Industrial Highway 11/25/2020 2020 PM Peak Hour Existing 4:30 pm 09/22/2020 PM Existing Synchro 10 Report KEC Page 3 Intersection Int Delay, s/veh 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 18 0 15 7 8 26 20 256 3 15 192 17 Future Vol, veh/h 18 0 15 7 8 26 20 256 3 15 192 17 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - Yield Storage Length - - 50 - - - - - - - - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 20 0 16 8 9 28 22 278 3 16 209 18 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 592 575 218 573 565 280 209 0 0 281 0 0 Stage 1 250 250 - 324 324 - - - - - - - Stage 2 342 325 - 249 241 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 418 429 822 430 434 759 1362 - - 1282 - - Stage 1 754 700 - 688 650 - - - - - - - Stage 2 673 649 - 755 706 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 386 415 822 411 420 759 1362 - - 1282 - - Mov Cap-2 Maneuver 386 415 - 411 420 - - - - - - - Stage 1 740 690 - 675 638 - - - - - - - Stage 2 627 637 - 730 696 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 12.4 11.7 0.6 0.5 HCM LOS B B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1 SBL SBT SBR Capacity (veh/h)1362 - - 386 822 583 1282 - - HCM Lane V/C Ratio 0.016 - - 0.051 0.02 0.076 0.013 - - HCM Control Delay (s) 7.7 0 - 14.8 9.5 11.7 7.8 0 - HCM Lane LOS A A -B A B A A - HCM 95th %tile Q(veh) 0 - - 0.2 0.1 0.2 0 - - HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 01/15/2021 Synchro 10 Report2030 AM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 22 11 12 7 12 8 254 32 18 217 12 Future Volume (veh/h) 22 22 11 12 7 12 8 254 32 18 217 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 24 24 12 13 8 13 9 276 35 20 236 13 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 201 194 86 189 120 161 631 805 102 649 1078 59 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.50 0.50 0.50 0.09 0.61 0.61 Sat Flow, veh/h 567 727 323 521 450 601 1131 1627 206 1781 1756 97 Grp Volume(v), veh/h 60 0 0 34 0 0 9 0 311 20 0 249 Grp Sat Flow(s),veh/h/ln 1617 0 0 1573 0 0 1131 0 1833 1781 0 1853 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 10.4 0.5 0.0 6.1 Cycle Q Clear(g_c), s 2.5 0.0 0.0 1.5 0.0 0.0 0.4 0.0 10.4 0.5 0.0 6.1 Prop In Lane 0.40 0.20 0.38 0.38 1.00 0.11 1.00 0.05 Lane Grp Cap(c), veh/h 482 0 0 470 0 0 631 0 908 649 0 1137 V/C Ratio(X) 0.12 0.00 0.00 0.07 0.00 0.00 0.01 0.00 0.34 0.03 0.00 0.22 Avail Cap(c_a), veh/h 482 0 0 470 0 0 631 0 908 649 0 1137 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.0 0.0 0.0 27.6 0.0 0.0 13.0 0.0 15.5 8.8 0.0 8.7 Incr Delay (d2), s/veh 0.5 0.0 0.0 0.3 0.0 0.0 0.0 0.0 1.0 0.1 0.0 0.4 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 2.1 0.0 0.0 1.2 0.0 0.0 0.2 0.0 8.1 0.3 0.0 4.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.6 0.0 0.0 27.9 0.0 0.0 13.0 0.0 16.5 8.9 0.0 9.1 LnGrp LOS C A A C A A B A B A A A Approach Vol, veh/h 60 34 320 269 Approach Delay, s/veh 28.6 27.9 16.4 9.1 Approach LOS C C B A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 12.0 56.0 33.0 68.0 33.0 Change Period (Y+Rc), s 3.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 9.0 50.0 27.0 62.0 27.0 Max Q Clear Time (g_c+I1), s 2.5 12.4 4.5 8.1 3.5 Green Ext Time (p_c), s 0.0 2.2 0.2 1.7 0.1 Intersection Summary HCM 6th Ctrl Delay 15.2 HCM 6th LOS B HCM Unsignalized Intersection Capacity Analysis 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Carteret Ave Ext.01/14/2021 Synchro 10 Report2030 AM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 60 43 9 10 14 49 204 35 30 195 42 Future Volume (Veh/h) 13 60 43 9 10 14 49 204 35 30 195 42 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 14 65 47 10 11 15 53 222 38 33 212 46 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 413 pX, platoon unblocked vC, conflicting volume 650 667 235 704 671 241 258 260 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 650 667 235 704 671 241 258 260 tC, single (s)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free %96 82 94 96 97 98 96 97 cM capacity (veh/h) 348 355 804 271 353 798 1307 1304 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 14 112 10 26 53 260 33 258 Volume Left 14 0 10 0 53 0 33 0 Volume Right 0 47 0 15 0 38 0 46 cSH 348 464 271 521 1307 1700 1304 1700 Volume to Capacity 0.04 0.24 0.04 0.05 0.04 0.15 0.03 0.15 Queue Length 95th (ft) 3 23 3 4 3 0 2 0 Control Delay (s) 15.8 15.2 18.8 12.3 7.9 0.0 7.8 0.0 Lane LOS C C C B A A Approach Delay (s) 15.3 14.1 1.3 0.9 Approach LOS C B Intersection Summary Average Delay 4.1 Intersection Capacity Utilization 33.6% ICU Level of Service A Analysis Period (min)15 HCM Unsignalized Intersection Capacity Analysis 3: Carteret Industrial Highway & Carteret Ave Ext./Water Access Road 01/14/2021 Synchro 10 Report2030 AM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 115 0 14 12 15 0 227 88 75 307 0 Future Volume (Veh/h) 0 115 0 14 12 15 0 227 88 75 307 0 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph)0 125 0 15 13 16 0 247 96 82 334 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1317 pX, platoon unblocked 0.99 0.99 0.99 0.99 0.99 0.99 vC, conflicting volume 768 841 334 856 793 295 334 343 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 760 834 322 849 786 295 322 343 tC, single (s)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free %100 55 100 91 96 98 100 93 cM capacity (veh/h) 287 281 711 173 299 744 1225 1216 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 0 125 15 29 0 343 82 334 Volume Left 0 0 15 0 0 0 82 0 Volume Right 0 0 0 16 0 96 0 0 cSH 1700 281 173 447 1700 1700 1216 1700 Volume to Capacity 0.00 0.45 0.09 0.06 0.00 0.20 0.07 0.20 Queue Length 95th (ft) 0 54 7 5 0 0 5 0 Control Delay (s) 0.0 27.8 27.8 13.6 0.0 0.0 8.2 0.0 Lane LOS A D D B A Approach Delay (s) 27.8 18.5 0.0 1.6 Approach LOS D C Intersection Summary Average Delay 5.3 Intersection Capacity Utilization 38.9% ICU Level of Service A Analysis Period (min)15 HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 01/15/2021 Synchro 10 Report2030 PM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 8 21 42 18 25 8 378 26 12 400 18 Future Volume (veh/h) 10 8 21 42 18 25 8 378 26 12 400 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 11 9 23 46 20 27 9 411 28 13 435 20 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 128 113 226 237 105 118 533 866 59 555 1096 50 Arrive On Green 0.26 0.26 0.26 0.26 0.26 0.26 0.50 0.50 0.50 0.09 0.62 0.62 Sat Flow, veh/h 316 427 854 696 398 447 936 1731 118 1781 1774 82 Grp Volume(v), veh/h 43 0 0 93 0 0 9 0 439 13 0 455 Grp Sat Flow(s),veh/h/ln 1597 0 0 1541 0 0 936 0 1849 1781 0 1856 Q Serve(g_s), s 0.0 0.0 0.0 2.5 0.0 0.0 0.5 0.0 15.9 0.3 0.0 12.7 Cycle Q Clear(g_c), s 1.9 0.0 0.0 4.5 0.0 0.0 1.2 0.0 15.9 0.3 0.0 12.7 Prop In Lane 0.26 0.53 0.49 0.29 1.00 0.06 1.00 0.04 Lane Grp Cap(c), veh/h 467 0 0 461 0 0 533 0 925 555 0 1146 V/C Ratio(X) 0.09 0.00 0.00 0.20 0.00 0.00 0.02 0.00 0.47 0.02 0.00 0.40 Avail Cap(c_a), veh/h 467 0 0 461 0 0 533 0 925 555 0 1146 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.3 0.0 0.0 29.2 0.0 0.0 13.2 0.0 16.7 9.5 0.0 9.9 Incr Delay (d2), s/veh 0.4 0.0 0.0 1.0 0.0 0.0 0.1 0.0 1.7 0.1 0.0 1.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.5 0.0 0.0 3.4 0.0 0.0 0.2 0.0 11.4 0.2 0.0 9.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.7 0.0 0.0 30.2 0.0 0.0 13.3 0.0 18.5 9.6 0.0 10.9 LnGrp LOS C A A C A A B A B A A B Approach Vol, veh/h 43 93 448 468 Approach Delay, s/veh 28.7 30.2 18.4 10.9 Approach LOS C C B B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 12.0 57.0 33.0 69.0 33.0 Change Period (Y+Rc), s 3.0 6.0 6.0 * 6 6.0 Max Green Setting (Gmax), s 9.0 50.0 27.0 * 63 27.0 Max Q Clear Time (g_c+I1), s 2.3 17.9 3.9 14.7 6.5 Green Ext Time (p_c), s 0.0 3.3 0.2 3.5 0.4 Intersection Summary HCM 6th Ctrl Delay 16.5 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM Unsignalized Intersection Capacity Analysis 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Abbi Drive 01/15/2021 Synchro 10 Report2030 PM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 16 16 63 44 62 24 88 318 13 20 323 39 Future Volume (Veh/h) 16 16 63 44 62 24 88 318 13 20 323 39 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 17 17 68 48 67 26 96 346 14 22 351 42 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 413 pX, platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 1014 968 372 1016 982 353 393 360 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 973 923 372 976 938 257 393 264 tC, single (s)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free %88 92 90 71 69 96 92 98 cM capacity (veh/h) 146 224 674 167 220 721 1166 1199 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 17 85 48 93 96 360 22 393 Volume Left 17 0 48 0 96 0 22 0 Volume Right 0 68 0 26 0 14 0 42 cSH 146 481 167 273 1166 1700 1199 1700 Volume to Capacity 0.12 0.18 0.29 0.34 0.08 0.21 0.02 0.23 Queue Length 95th (ft) 10 16 28 36 7 0 1 0 Control Delay (s) 32.9 14.1 35.1 24.9 8.4 0.0 8.1 0.0 Lane LOS D B E C A A Approach Delay (s) 17.2 28.4 1.8 0.4 Approach LOS C D Intersection Summary Average Delay 6.0 Intersection Capacity Utilization 43.3% ICU Level of Service A Analysis Period (min)15 HCM Unsignalized Intersection Capacity Analysis 3: Carteret Industrial Highway & Abbi Drive/Waterfront Access Road 01/15/2021 Synchro 10 Report2030 PM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 14 0 99 99 110 0 312 30 34 212 0 Future Volume (Veh/h) 0 14 0 99 99 110 0 312 30 34 212 0 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph)0 15 0 108 108 120 0 339 33 37 230 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1317 pX, platoon unblocked vC, conflicting volume 817 676 230 667 660 356 230 372 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 817 676 230 667 660 356 230 372 tC, single (s)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free %100 96 100 69 71 83 100 97 cM capacity (veh/h) 185 363 809 352 371 688 1338 1186 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 0 15 108 228 0 372 37 230 Volume Left 0 0 108 0 0 0 37 0 Volume Right 0 0 0 120 0 33 0 0 cSH 1700 363 352 490 1700 1700 1186 1700 Volume to Capacity 0.00 0.04 0.31 0.47 0.00 0.22 0.03 0.14 Queue Length 95th (ft) 0 3 32 61 0 0 2 0 Control Delay (s) 0.0 15.3 19.7 18.6 0.0 0.0 8.1 0.0 Lane LOS A C C C A Approach Delay (s) 15.3 18.9 0.0 1.1 Approach LOS C C Intersection Summary Average Delay 7.0 Intersection Capacity Utilization 43.7% ICU Level of Service A Analysis Period (min)15 HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 02/11/2021 Synchro 10 Report2040 AM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 22 11 12 7 12 8 271 33 20 231 12 Future Volume (veh/h) 22 22 11 12 7 12 8 271 33 20 231 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 24 24 12 13 8 13 9 295 36 22 251 13 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 201 194 86 189 120 161 623 809 99 615 1082 56 Arrive On Green 0.27 0.27 0.27 0.27 0.27 0.27 0.50 0.50 0.50 0.08 0.61 0.61 Sat Flow, veh/h 567 727 323 521 450 601 1115 1635 200 1781 1763 91 Grp Volume(v), veh/h 60 0 0 34 0 0 9 0 331 22 0 264 Grp Sat Flow(s),veh/h/ln 1617 0 0 1573 0 0 1115 0 1834 1781 0 1854 Q Serve(g_s), s 0.0 0.0 0.0 0.0 0.0 0.0 0.4 0.0 11.2 0.5 0.0 6.5 Cycle Q Clear(g_c), s 2.5 0.0 0.0 1.5 0.0 0.0 0.4 0.0 11.2 0.5 0.0 6.5 Prop In Lane 0.40 0.20 0.38 0.38 1.00 0.11 1.00 0.05 Lane Grp Cap(c), veh/h 482 0 0 470 0 0 623 0 908 615 0 1138 V/C Ratio(X) 0.12 0.00 0.00 0.07 0.00 0.00 0.01 0.00 0.36 0.04 0.00 0.23 Avail Cap(c_a), veh/h 482 0 0 470 0 0 623 0 908 615 0 1138 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.0 0.0 0.0 27.6 0.0 0.0 13.0 0.0 15.7 9.3 0.0 8.8 Incr Delay (d2), s/veh 0.5 0.0 0.0 0.3 0.0 0.0 0.0 0.0 1.1 0.1 0.0 0.5 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 2.1 0.0 0.0 1.2 0.0 0.0 0.2 0.0 8.6 0.4 0.0 4.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.6 0.0 0.0 27.9 0.0 0.0 13.0 0.0 16.8 9.4 0.0 9.3 LnGrp LOS C A A C A A B A B A A A Approach Vol, veh/h 60 34 340 286 Approach Delay, s/veh 28.6 27.9 16.7 9.3 Approach LOS C C B A Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 12.0 56.0 33.0 68.0 33.0 Change Period (Y+Rc), s 4.0 6.0 6.0 6.0 6.0 Max Green Setting (Gmax), s 8.0 50.0 27.0 62.0 27.0 Max Q Clear Time (g_c+I1), s 2.5 13.2 4.5 8.5 3.5 Green Ext Time (p_c), s 0.0 2.4 0.2 1.8 0.1 Intersection Summary HCM 6th Ctrl Delay 15.3 HCM 6th LOS B HCM 6th TWSC 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Carteret Ave Ext.02/11/2021 2040 AM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Synchro 10 Report Page 2 Intersection Int Delay, s/veh 4.1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 13 60 46 9 10 14 52 218 35 30 208 45 Future Vol, veh/h 13 60 46 9 10 14 52 218 35 30 208 45 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - - 100 - - 100 - - 100 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 14 65 50 10 11 15 57 237 38 33 226 49 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 700 706 251 744 711 256 275 0 0 275 0 0 Stage 1 317 317 - 370 370 - - - - - - - Stage 2 383 389 - 374 341 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 354 361 788 331 358 783 1288 - - 1288 - - Stage 1 694 654 - 650 620 - - - - - - - Stage 2 640 608 - 647 639 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 321 336 788 250 333 783 1288 - - 1288 - - Mov Cap-2 Maneuver 321 336 - 250 333 - - - - - - - Stage 1 663 637 - 621 593 - - - - - - - Stage 2 589 581 - 530 622 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 15.9 14.6 1.4 0.8 HCM LOS C B Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1288 - - 321 447 250 501 1288 - - HCM Lane V/C Ratio 0.044 - - 0.044 0.258 0.039 0.052 0.025 - - HCM Control Delay (s) 7.9 - - 16.7 15.8 20 12.6 7.9 - - HCM Lane LOS A - - C C C B A - - HCM 95th %tile Q(veh) 0.1 - - 0.1 1 0.1 0.2 0.1 - - HCM 6th TWSC 3: Carteret Industrial Highway & Carteret Ave Ext./Waterfront Access Road 02/11/2021 2040 AM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Synchro 10 Report Page 3 Intersection Int Delay, s/veh 5.4 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Vol, veh/h 0 115 0 14 12 15 0 241 88 75 325 0 Future Vol, veh/h 0 115 0 14 12 15 0 241 88 75 325 0 Conflicting Peds, #/hr 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Stop Stop Stop Stop Stop Stop Free Free Free Free Free Free RT Channelized - - None - - None - - None - - None Storage Length 100 - - 100 - - 100 - - 0 - - Veh in Median Storage, # - 0 - - 0 - - 0 - - 0 - Grade, % - 0 - - 0 - - 0 - - 0 - Peak Hour Factor 92 92 92 92 92 92 92 92 92 92 92 92 Heavy Vehicles, % 2 2 2 2 2 2 2 2 2 2 2 2 Mvmt Flow 0 125 0 15 13 16 0 262 96 82 353 0 Major/Minor Minor2 Minor1 Major1 Major2 Conflicting Flow All 842 875 353 890 827 310 353 0 0 358 0 0 Stage 1 517 517 - 310 310 - - - - - - - Stage 2 325 358 - 580 517 - - - - - - - Critical Hdwy 7.12 6.52 6.22 7.12 6.52 6.22 4.12 - - 4.12 - - Critical Hdwy Stg 1 6.12 5.52 - 6.12 5.52 - - - - - - - Critical Hdwy Stg 2 6.12 5.52 - 6.12 5.52 - - - - - - - Follow-up Hdwy 3.518 4.018 3.318 3.518 4.018 3.318 2.218 - - 2.218 - - Pot Cap-1 Maneuver 284 288 691 264 307 730 1206 - - 1201 - - Stage 1 541 534 - 700 659 - - - - - - - Stage 2 687 628 - 500 534 - - - - - - - Platoon blocked, % - - - - Mov Cap-1 Maneuver 254 268 691 159 286 730 1206 - - 1201 - - Mov Cap-2 Maneuver 254 268 - 159 286 - - - - - - - Stage 1 541 498 - 700 659 - - - - - - - Stage 2 658 628 - 349 498 - - - - - - - Approach EB WB NB SB HCM Control Delay, s 29.7 19.4 0 1.5 HCM LOS D C Minor Lane/Major Mvmt NBL NBT NBR EBLn1 EBLn2WBLn1WBLn2 SBL SBT SBR Capacity (veh/h)1206 - - - 268 159 432 1201 - - HCM Lane V/C Ratio - - - -0.466 0.096 0.068 0.068 - - HCM Control Delay (s) 0 - - 0 29.7 30 13.9 8.2 - - HCM Lane LOS A - - A D D B A - - HCM 95th %tile Q(veh) 0 - - - 2.3 0.3 0.2 0.2 - - HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 01/15/2021 Synchro 10 Report2040 PM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 8 23 48 19 30 8 405 28 12 426 18 Future Volume (veh/h) 10 8 23 48 19 30 8 405 28 12 426 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 11 9 25 52 21 33 9 440 30 13 463 20 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 123 109 235 234 98 127 511 866 59 532 1099 47 Arrive On Green 0.26 0.26 0.26 0.26 0.26 0.26 0.50 0.50 0.50 0.09 0.62 0.62 Sat Flow, veh/h 297 412 887 687 371 478 912 1731 118 1781 1780 77 Grp Volume(v), veh/h 45 0 0 106 0 0 9 0 470 13 0 483 Grp Sat Flow(s),veh/h/ln 1596 0 0 1537 0 0 912 0 1849 1781 0 1857 Q Serve(g_s), s 0.0 0.0 0.0 3.2 0.0 0.0 0.5 0.0 17.4 0.3 0.0 13.7 Cycle Q Clear(g_c), s 2.0 0.0 0.0 5.3 0.0 0.0 2.2 0.0 17.4 0.3 0.0 13.7 Prop In Lane 0.24 0.56 0.49 0.31 1.00 0.06 1.00 0.04 Lane Grp Cap(c), veh/h 466 0 0 459 0 0 511 0 925 532 0 1147 V/C Ratio(X) 0.10 0.00 0.00 0.23 0.00 0.00 0.02 0.00 0.51 0.02 0.00 0.42 Avail Cap(c_a), veh/h 466 0 0 459 0 0 511 0 925 532 0 1147 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 28.3 0.0 0.0 29.4 0.0 0.0 13.8 0.0 17.1 9.8 0.0 10.1 Incr Delay (d2), s/veh 0.4 0.0 0.0 1.2 0.0 0.0 0.1 0.0 2.0 0.1 0.0 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.6 0.0 0.0 4.0 0.0 0.0 0.2 0.0 12.3 0.2 0.0 9.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 28.7 0.0 0.0 30.6 0.0 0.0 13.8 0.0 19.1 9.9 0.0 11.2 LnGrp LOS C A A C A A B A B A A B Approach Vol, veh/h 45 106 479 496 Approach Delay, s/veh 28.7 30.6 19.0 11.2 Approach LOS C C B B Timer - Assigned Phs 1 2 4 6 8 Phs Duration (G+Y+Rc), s 12.0 57.0 33.0 69.0 33.0 Change Period (Y+Rc), s 3.0 6.0 6.0 * 6 6.0 Max Green Setting (Gmax), s 9.0 50.0 27.0 * 63 27.0 Max Q Clear Time (g_c+I1), s 2.3 19.4 4.0 15.7 7.3 Green Ext Time (p_c), s 0.0 3.5 0.2 3.8 0.5 Intersection Summary HCM 6th Ctrl Delay 17.0 HCM 6th LOS B Notes * HCM 6th computational engine requires equal clearance times for the phases crossing the barrier. HCM Unsignalized Intersection Capacity Analysis 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Abbi Drive 01/15/2021 Synchro 10 Report2040 PM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 17 16 67 44 62 25 88 344 13 22 345 41 Future Volume (Veh/h) 17 16 67 44 62 25 88 344 13 22 345 41 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph) 18 17 73 48 67 27 96 374 14 24 375 45 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft) 413 pX, platoon unblocked 0.92 0.92 0.92 0.92 0.92 0.92 vC, conflicting volume 1072 1026 398 1078 1041 381 420 388 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 1035 984 398 1041 1001 283 420 291 tC, single (s)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free %86 92 89 67 67 96 92 98 cM capacity (veh/h) 127 205 652 147 200 695 1139 1169 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 18 90 48 94 96 388 24 420 Volume Left 18 0 48 0 96 0 24 0 Volume Right 0 73 0 27 0 14 0 45 cSH 127 462 147 252 1139 1700 1169 1700 Volume to Capacity 0.14 0.19 0.33 0.37 0.08 0.23 0.02 0.25 Queue Length 95th (ft) 12 18 33 41 7 0 2 0 Control Delay (s) 37.9 14.7 41.0 27.6 8.5 0.0 8.1 0.0 Lane LOS E B E D A A Approach Delay (s) 18.5 32.1 1.7 0.4 Approach LOS C D Intersection Summary Average Delay 6.4 Intersection Capacity Utilization 44.6% ICU Level of Service A Analysis Period (min)15 HCM Unsignalized Intersection Capacity Analysis 3: Carteret Industrial Highway & Abbi Drive/Waterfront Access Road 01/15/2021 Synchro 10 Report2040 PM Peak Hour Existing Intersection Configuration - Future Volumes 7:45 am 09/22/2020 JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 14 0 100 99 112 0 334 34 37 228 0 Future Volume (Veh/h) 0 14 0 100 99 112 0 334 34 37 228 0 Sign Control Stop Stop Free Free Grade 0%0%0%0% Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Hourly flow rate (vph)0 15 0 109 108 122 0 363 37 40 248 0 Pedestrians Lane Width (ft) Walking Speed (ft/s) Percent Blockage Right turn flare (veh) Median type None None Median storage veh) Upstream signal (ft)1317 pX, platoon unblocked vC, conflicting volume 867 728 248 717 710 382 248 400 vC1, stage 1 conf vol vC2, stage 2 conf vol vCu, unblocked vol 867 728 248 717 710 382 248 400 tC, single (s)7.1 6.5 6.2 7.1 6.5 6.2 4.1 4.1 tC, 2 stage (s) tF (s) 3.5 4.0 3.3 3.5 4.0 3.3 2.2 2.2 p0 queue free %100 96 100 66 69 82 100 97 cM capacity (veh/h) 165 338 791 324 346 666 1318 1159 Direction, Lane #EB 1 EB 2 WB 1 WB 2 NB 1 NB 2 SB 1 SB 2 Volume Total 0 15 109 230 0 400 40 248 Volume Left 0 0 109 0 0 0 40 0 Volume Right 0 0 0 122 0 37 0 0 cSH 1700 338 324 465 1700 1700 1159 1700 Volume to Capacity 0.00 0.04 0.34 0.49 0.00 0.24 0.03 0.15 Queue Length 95th (ft) 0 3 36 67 0 0 3 0 Control Delay (s) 0.0 16.1 21.6 20.1 0.0 0.0 8.2 0.0 Lane LOS A C C C A Approach Delay (s) 16.1 20.6 0.0 1.1 Approach LOS C C Intersection Summary Average Delay 7.2 Intersection Capacity Utilization 45.2% ICU Level of Service A Analysis Period (min)15 Proposed Capacity Analyses For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 05/07/2021 2030 AM Preliminary Preferred Alternative 7:45 am 05/07/2021 AM Preliminary Preferred Alternative Synchro 10 Report JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 22 11 12 7 12 8 254 32 18 217 12 Future Volume (veh/h) 22 22 11 12 7 12 8 254 32 18 217 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1945 1945 1945 1945 1945 1945 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 24 24 12 13 8 13 9 276 35 20 236 13 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 94 51 22 87 38 42 941 1235 157 890 1356 75 Arrive On Green 0.06 0.06 0.06 0.06 0.06 0.06 0.01 0.76 0.76 0.03 0.77 0.77 Sat Flow, veh/h 559 819 345 464 611 665 1781 1627 206 1781 1756 97 Grp Volume(v), veh/h 60 0 0 34 0 0 9 0 311 20 0 249 Grp Sat Flow(s),veh/h/ln 1723 0 0 1740 0 0 1781 0 1833 1781 0 1853 Q Serve(g_s), s 1.3 0.0 0.0 0.0 0.0 0.0 0.1 0.0 4.2 0.2 0.0 3.0 Cycle Q Clear(g_c), s 2.8 0.0 0.0 1.5 0.0 0.0 0.1 0.0 4.2 0.2 0.0 3.0 Prop In Lane 0.40 0.20 0.38 0.38 1.00 0.11 1.00 0.05 Lane Grp Cap(c), veh/h 167 0 0 167 0 0 941 0 1392 890 0 1431 V/C Ratio(X) 0.36 0.00 0.00 0.20 0.00 0.00 0.01 0.00 0.22 0.02 0.00 0.17 Avail Cap(c_a), veh/h 257 0 0 254 0 0 1063 0 1392 988 0 1431 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 38.9 0.0 0.0 38.3 0.0 0.0 2.2 0.0 3.0 2.1 0.0 2.6 Incr Delay (d2), s/veh 1.3 0.0 0.0 0.6 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 2.3 0.0 0.0 1.3 0.0 0.0 0.0 0.0 2.3 0.1 0.0 1.6 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.2 0.0 0.0 38.9 0.0 0.0 2.3 0.0 3.4 2.1 0.0 2.8 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 60 34 320 269 Approach Delay, s/veh 40.2 38.9 3.3 2.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.3 70.0 10.4 4.2 71.1 10.4 Change Period (Y+Rc), s 3.0 5.0 5.0 3.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 65.0 10.0 7.0 65.0 10.0 Max Q Clear Time (g_c+I1), s 2.2 6.2 4.8 2.1 5.0 3.5 Green Ext Time (p_c), s 0.0 2.2 0.1 0.0 1.7 0.0 Intersection Summary HCM 6th Ctrl Delay 8.1 HCM 6th LOS A HCM 6th Signalized Intersection Summary 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Carteret Ave Ext.05/07/2021 2030 AM Preliminary Preferred Alternative 7:45 am 05/07/2021 AM Preliminary Preferred Alternative Synchro 10 Report JD Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 60 43 9 10 14 49 204 35 30 195 42 Future Volume (veh/h) 13 60 43 9 10 14 49 204 35 30 195 42 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 14 65 47 10 11 15 53 222 38 33 212 46 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 483 286 207 404 200 272 605 763 131 599 713 155 Arrive On Green 0.02 0.28 0.28 0.01 0.28 0.28 0.05 0.49 0.49 0.04 0.48 0.48 Sat Flow, veh/h 1781 1009 730 1781 717 978 1781 1556 266 1781 1489 323 Grp Volume(v), veh/h 14 0 112 10 0 26 53 0 260 33 0 258 Grp Sat Flow(s),veh/h/ln 1781 0 1739 1781 0 1694 1781 0 1822 1781 0 1812 Q Serve(g_s), s 0.5 0.0 4.5 0.4 0.0 1.0 1.3 0.0 7.8 0.8 0.0 7.9 Cycle Q Clear(g_c), s 0.5 0.0 4.5 0.4 0.0 1.0 1.3 0.0 7.8 0.8 0.0 7.9 Prop In Lane 1.00 0.42 1.00 0.58 1.00 0.15 1.00 0.18 Lane Grp Cap(c), veh/h 483 0 493 404 0 472 605 0 894 599 0 868 V/C Ratio(X) 0.03 0.00 0.23 0.02 0.00 0.06 0.09 0.00 0.29 0.06 0.00 0.30 Avail Cap(c_a), veh/h 623 0 493 553 0 480 694 0 894 707 0 889 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.8 0.0 25.2 23.1 0.0 24.3 10.9 0.0 13.9 11.2 0.0 14.5 Incr Delay (d2), s/veh 0.0 0.0 1.1 0.0 0.0 0.0 0.1 0.0 0.8 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.4 0.0 3.6 0.3 0.0 0.8 0.9 0.0 6.0 0.6 0.0 5.8 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.8 0.0 26.3 23.2 0.0 24.3 11.0 0.0 14.7 11.2 0.0 14.7 LnGrp LOS C A C C A C B A B B A B Approach Vol, veh/h 126 36 313 291 Approach Delay, s/veh 25.9 24.0 14.1 14.3 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.4 50.0 4.4 31.0 7.4 49.0 4.8 30.5 Change Period (Y+Rc), s 3.0 5.0 3.0 5.0 3.0 5.0 3.0 5.0 Max Green Setting (Gmax), s 9.0 45.0 9.0 26.0 9.0 45.0 9.0 26.0 Max Q Clear Time (g_c+I1), s 2.8 9.8 2.4 6.5 3.3 9.9 2.5 3.0 Green Ext Time (p_c), s 0.0 1.8 0.0 0.5 0.0 1.7 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay 16.6 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Carteret Industrial Avenue & Carteret Ave Ext./Veterans Access Pier Drive05/07/2021 2030 AM Preliminary Preferred Alternative 7:45 am 05/07/2021 AM Preliminary Preferred Alternative Synchro 10 Report JD Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 115 0 14 12 15 0 227 88 75 307 0 Future Volume (veh/h) 0 115 0 14 12 15 0 227 88 75 307 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 125 0 15 13 16 0 247 96 82 334 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 308 206 0 252 150 184 577 516 200 571 1028 0 Arrive On Green 0.00 0.11 0.00 0.02 0.20 0.20 0.00 0.40 0.40 0.08 0.55 0.00 Sat Flow, veh/h 1781 1870 0 1781 763 939 1781 1282 498 1781 1870 0 Grp Volume(v), veh/h 0 125 0 15 0 29 0 0 343 82 334 0 Grp Sat Flow(s),veh/h/ln 1781 1870 0 1781 0 1701 1781 0 1781 1781 1870 0 Q Serve(g_s), s 0.0 3.0 0.0 0.3 0.0 0.7 0.0 0.0 6.7 1.1 4.6 0.0 Cycle Q Clear(g_c), s 0.0 3.0 0.0 0.3 0.0 0.7 0.0 0.0 6.7 1.1 4.6 0.0 Prop In Lane 1.00 0.00 1.00 0.55 1.00 0.28 1.00 0.00 Lane Grp Cap(c), veh/h 308 206 0 252 0 334 577 0 716 571 1028 0 V/C Ratio(X) 0.00 0.61 0.00 0.06 0.00 0.09 0.00 0.00 0.48 0.14 0.32 0.00 Avail Cap(c_a), veh/h 569 752 0 475 0 684 837 0 716 686 1028 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 20.0 0.0 16.5 0.0 15.5 0.0 0.0 10.4 6.4 5.8 0.0 Incr Delay (d2), s/veh 0.0 2.9 0.0 0.1 0.0 0.1 0.0 0.0 2.3 0.1 0.8 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 2.5 0.0 0.2 0.0 0.4 0.0 0.0 4.1 0.4 2.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 22.9 0.0 16.6 0.0 15.6 0.0 0.0 12.7 6.5 6.7 0.0 LnGrp LOS A C A B A B A A B A A A Approach Vol, veh/h 125 44 343 416 Approach Delay, s/veh 22.9 15.9 12.7 6.6 Approach LOS C B B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.0 26.0 4.1 10.2 0.0 33.0 0.0 14.3 Change Period (Y+Rc), s 3.0 7.0 3.0 5.0 3.0 7.0 3.0 5.0 Max Green Setting (Gmax), s 7.0 19.0 7.0 19.0 7.0 19.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 3.1 8.7 2.3 5.0 0.0 6.6 0.0 2.7 Green Ext Time (p_c), s 0.0 1.3 0.0 0.5 0.0 1.4 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay 11.5 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 05/07/2021 2030 PM Preliminary Preferred Alternative 5:00 pm 05/07/2021 PM Preliminary Preferred Alternative Synchro 10 Report JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 8 21 42 18 25 8 378 26 12 400 18 Future Volume (veh/h) 10 8 21 42 18 25 8 378 26 12 400 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1945 1945 1945 1945 1945 1945 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 11 9 23 46 20 27 9 411 28 13 435 20 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 74 41 71 118 33 36 747 1308 89 762 1350 62 Arrive On Green 0.07 0.07 0.07 0.07 0.07 0.07 0.01 0.76 0.76 0.02 0.76 0.76 Sat Flow, veh/h 284 545 953 746 442 486 1781 1731 118 1781 1774 82 Grp Volume(v), veh/h 43 0 0 93 0 0 9 0 439 13 0 455 Grp Sat Flow(s),veh/h/ln 1782 0 0 1675 0 0 1781 0 1849 1781 0 1856 Q Serve(g_s), s 0.0 0.0 0.0 2.6 0.0 0.0 0.1 0.0 6.5 0.1 0.0 6.7 Cycle Q Clear(g_c), s 2.0 0.0 0.0 4.6 0.0 0.0 0.1 0.0 6.5 0.1 0.0 6.7 Prop In Lane 0.26 0.53 0.49 0.29 1.00 0.06 1.00 0.04 Lane Grp Cap(c), veh/h 186 0 0 188 0 0 747 0 1397 762 0 1412 V/C Ratio(X) 0.23 0.00 0.00 0.50 0.00 0.00 0.01 0.00 0.31 0.02 0.00 0.32 Avail Cap(c_a), veh/h 253 0 0 253 0 0 868 0 1397 874 0 1412 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 37.7 0.0 0.0 38.9 0.0 0.0 2.5 0.0 3.4 2.5 0.0 3.3 Incr Delay (d2), s/veh 0.6 0.0 0.0 2.0 0.0 0.0 0.0 0.0 0.6 0.0 0.0 0.6 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.6 0.0 0.0 3.6 0.0 0.0 0.0 0.0 3.7 0.1 0.0 3.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.4 0.0 0.0 40.9 0.0 0.0 2.5 0.0 4.0 2.5 0.0 3.9 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 43 93 448 468 Approach Delay, s/veh 38.4 40.9 3.9 3.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.6 70.0 11.4 4.2 70.4 11.4 Change Period (Y+Rc), s 3.0 5.0 5.0 3.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 65.0 10.0 7.0 65.0 10.0 Max Q Clear Time (g_c+I1), s 2.1 8.5 4.0 2.1 8.7 6.6 Green Ext Time (p_c), s 0.0 3.4 0.1 0.0 3.5 0.1 Intersection Summary HCM 6th Ctrl Delay 8.6 HCM 6th LOS A HCM 6th Signalized Intersection Summary 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Carteret Avenue Ext.05/07/2021 2030 PM Preliminary Preferred Alternative 5:00 pm 05/07/2021 PM Preliminary Preferred Alternative Synchro 10 Report JD Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 16 16 63 44 62 24 88 318 13 20 323 39 Future Volume (veh/h) 16 16 63 44 62 24 88 318 13 20 323 39 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 17 17 68 48 67 26 96 346 14 22 351 42 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 212 26 105 224 137 53 691 1124 45 699 968 116 Arrive On Green 0.02 0.08 0.08 0.05 0.11 0.11 0.07 0.63 0.63 0.03 0.59 0.59 Sat Flow, veh/h 1781 327 1308 1781 1283 498 1781 1785 72 1781 1639 196 Grp Volume(v), veh/h 17 0 85 48 0 93 96 0 360 22 0 393 Grp Sat Flow(s),veh/h/ln 1781 0 1635 1781 0 1781 1781 0 1857 1781 0 1835 Q Serve(g_s), s 0.7 0.0 3.8 1.8 0.0 3.7 1.4 0.0 6.8 0.4 0.0 8.5 Cycle Q Clear(g_c), s 0.7 0.0 3.8 1.8 0.0 3.7 1.4 0.0 6.8 0.4 0.0 8.5 Prop In Lane 1.00 0.80 1.00 0.28 1.00 0.04 1.00 0.11 Lane Grp Cap(c), veh/h 212 0 132 224 0 191 691 0 1170 699 0 1084 V/C Ratio(X) 0.08 0.00 0.65 0.21 0.00 0.49 0.14 0.00 0.31 0.03 0.00 0.36 Avail Cap(c_a), veh/h 380 0 558 345 0 608 780 0 1170 857 0 1084 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 30.9 0.0 34.0 28.8 0.0 32.0 4.8 0.0 6.5 5.7 0.0 8.1 Incr Delay (d2), s/veh 0.2 0.0 5.2 0.5 0.0 1.9 0.1 0.0 0.7 0.0 0.0 0.9 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.5 0.0 3.1 1.4 0.0 3.1 0.8 0.0 4.5 0.2 0.0 5.9 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 31.0 0.0 39.2 29.3 0.0 34.0 4.9 0.0 7.2 5.7 0.0 9.1 LnGrp LOS C A D C A C A A A A A A Approach Vol, veh/h 102 141 456 415 Approach Delay, s/veh 37.8 32.4 6.7 8.9 Approach LOS D C A A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.2 53.0 6.8 11.1 8.2 50.0 4.8 13.2 Change Period (Y+Rc), s 3.0 5.0 3.0 5.0 3.0 5.0 3.0 5.0 Max Green Setting (Gmax), s 9.0 45.0 9.0 26.0 9.0 45.0 9.0 26.0 Max Q Clear Time (g_c+I1), s 2.4 8.8 3.8 5.8 3.4 10.5 2.7 5.7 Green Ext Time (p_c), s 0.0 2.5 0.0 0.4 0.1 2.8 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 13.6 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Carteret Industrial Avenue & Carteret Avenue Ext./Waterfront Access Road 05/07/2021 2030 PM Preliminary Preferred Alternative 5:00 pm 05/07/2021 PM Preliminary Preferred Alternative Synchro 10 Report JD Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 14 0 99 99 110 0 312 30 34 212 0 Future Volume (veh/h) 0 14 0 99 99 110 0 312 30 34 212 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 15 0 108 108 120 0 339 33 37 230 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 282 217 0 463 218 243 586 639 62 457 916 0 Arrive On Green 0.00 0.12 0.00 0.09 0.27 0.27 0.00 0.38 0.38 0.05 0.49 0.00 Sat Flow, veh/h 1781 1870 0 1781 809 899 1781 1678 163 1781 1870 0 Grp Volume(v), veh/h 0 15 0 108 0 228 0 0 372 37 230 0 Grp Sat Flow(s),veh/h/ln 1781 1870 0 1781 0 1709 1781 0 1841 1781 1870 0 Q Serve(g_s), s 0.0 0.4 0.0 2.4 0.0 5.6 0.0 0.0 7.8 0.6 3.6 0.0 Cycle Q Clear(g_c), s 0.0 0.4 0.0 2.4 0.0 5.6 0.0 0.0 7.8 0.6 3.6 0.0 Prop In Lane 1.00 0.00 1.00 0.53 1.00 0.09 1.00 0.00 Lane Grp Cap(c), veh/h 282 217 0 463 0 461 586 0 702 457 916 0 V/C Ratio(X) 0.00 0.07 0.00 0.23 0.00 0.49 0.00 0.00 0.53 0.08 0.25 0.00 Avail Cap(c_a), veh/h 528 713 0 547 0 651 833 0 702 621 916 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 19.6 0.0 15.0 0.0 15.3 0.0 0.0 12.0 8.2 7.4 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.3 0.0 0.8 0.0 0.0 2.9 0.1 0.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 0.3 0.0 1.6 0.0 3.7 0.0 0.0 5.2 0.3 1.9 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 19.8 0.0 15.3 0.0 16.2 0.0 0.0 14.8 8.2 8.1 0.0 LnGrp LOS A B A B A B A A B A A A Approach Vol, veh/h 15 336 372 267 Approach Delay, s/veh 19.8 15.9 14.8 8.1 Approach LOS B B B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.4 26.0 7.7 10.8 0.0 31.4 0.0 18.4 Change Period (Y+Rc), s 3.0 7.0 3.0 5.0 3.0 7.0 3.0 5.0 Max Green Setting (Gmax), s 7.0 19.0 7.0 19.0 7.0 19.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 2.6 9.8 4.4 2.4 0.0 5.6 0.0 7.6 Green Ext Time (p_c), s 0.0 1.3 0.1 0.0 0.0 0.9 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 13.4 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 05/07/2021 2040 AM Preliminary Preferred Alternative 7:45 am 09/22/2020 AM Preliminary Preferred Alternative Synchro 10 Report JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 22 22 11 12 7 12 8 271 33 20 231 12 Future Volume (veh/h) 22 22 11 12 7 12 8 271 33 20 231 12 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1945 1945 1945 1945 1945 1945 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 24 24 12 13 8 13 9 295 36 22 251 13 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 94 51 22 87 38 42 927 1238 151 873 1362 71 Arrive On Green 0.06 0.06 0.06 0.06 0.06 0.06 0.01 0.76 0.76 0.03 0.77 0.77 Sat Flow, veh/h 559 819 345 464 611 666 1781 1635 200 1781 1763 91 Grp Volume(v), veh/h 60 0 0 34 0 0 9 0 331 22 0 264 Grp Sat Flow(s),veh/h/ln 1723 0 0 1741 0 0 1781 0 1834 1781 0 1854 Q Serve(g_s), s 1.3 0.0 0.0 0.0 0.0 0.0 0.1 0.0 4.6 0.2 0.0 3.2 Cycle Q Clear(g_c), s 2.8 0.0 0.0 1.5 0.0 0.0 0.1 0.0 4.6 0.2 0.0 3.2 Prop In Lane 0.40 0.20 0.38 0.38 1.00 0.11 1.00 0.05 Lane Grp Cap(c), veh/h 166 0 0 167 0 0 927 0 1390 873 0 1432 V/C Ratio(X) 0.36 0.00 0.00 0.20 0.00 0.00 0.01 0.00 0.24 0.03 0.00 0.18 Avail Cap(c_a), veh/h 256 0 0 254 0 0 1049 0 1390 968 0 1432 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 39.0 0.0 0.0 38.4 0.0 0.0 2.3 0.0 3.1 2.1 0.0 2.6 Incr Delay (d2), s/veh 1.3 0.0 0.0 0.6 0.0 0.0 0.0 0.0 0.4 0.0 0.0 0.3 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 2.3 0.0 0.0 1.3 0.0 0.0 0.0 0.0 2.5 0.1 0.0 1.7 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 40.3 0.0 0.0 39.0 0.0 0.0 2.3 0.0 3.5 2.1 0.0 2.9 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 60 34 340 286 Approach Delay, s/veh 40.3 39.0 3.5 2.8 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 5.4 70.0 10.4 4.2 71.3 10.4 Change Period (Y+Rc), s 3.0 5.0 5.0 3.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 65.0 10.0 7.0 65.0 10.0 Max Q Clear Time (g_c+I1), s 2.2 6.6 4.8 2.1 5.2 3.5 Green Ext Time (p_c), s 0.0 2.4 0.1 0.0 1.8 0.0 Intersection Summary HCM 6th Ctrl Delay 7.9 HCM 6th LOS A HCM 6th Signalized Intersection Summary 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Carteret Ave Ext.05/07/2021 2040 AM Preliminary Preferred Alternative 7:45 am 09/22/2020 AM Preliminary Preferred Alternative Synchro 10 Report JD Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 13 60 46 9 10 14 52 218 35 30 208 45 Future Volume (veh/h) 13 60 46 9 10 14 52 218 35 30 208 45 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 14 65 50 10 11 15 57 237 38 33 226 49 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 483 278 214 402 200 272 592 771 124 586 711 154 Arrive On Green 0.02 0.28 0.28 0.01 0.28 0.28 0.05 0.49 0.49 0.04 0.48 0.48 Sat Flow, veh/h 1781 980 754 1781 717 978 1781 1573 252 1781 1489 323 Grp Volume(v), veh/h 14 0 115 10 0 26 57 0 275 33 0 275 Grp Sat Flow(s),veh/h/ln 1781 0 1735 1781 0 1694 1781 0 1825 1781 0 1812 Q Serve(g_s), s 0.5 0.0 4.7 0.4 0.0 1.0 1.4 0.0 8.3 0.8 0.0 8.6 Cycle Q Clear(g_c), s 0.5 0.0 4.7 0.4 0.0 1.0 1.4 0.0 8.3 0.8 0.0 8.6 Prop In Lane 1.00 0.43 1.00 0.58 1.00 0.14 1.00 0.18 Lane Grp Cap(c), veh/h 483 0 491 402 0 472 592 0 895 586 0 865 V/C Ratio(X) 0.03 0.00 0.23 0.02 0.00 0.06 0.10 0.00 0.31 0.06 0.00 0.32 Avail Cap(c_a), veh/h 623 0 491 550 0 480 677 0 895 695 0 889 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 22.8 0.0 25.2 23.2 0.0 24.3 10.9 0.0 14.0 11.3 0.0 14.8 Incr Delay (d2), s/veh 0.0 0.0 1.1 0.0 0.0 0.0 0.1 0.0 0.9 0.0 0.0 0.2 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.4 0.0 3.7 0.3 0.0 0.8 1.0 0.0 6.4 0.6 0.0 6.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 22.8 0.0 26.4 23.2 0.0 24.3 11.0 0.0 14.9 11.3 0.0 15.0 LnGrp LOS C A C C A C B A B B A B Approach Vol, veh/h 129 36 332 308 Approach Delay, s/veh 26.0 24.0 14.2 14.6 Approach LOS C C B B Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 6.4 50.0 4.4 31.0 7.6 48.8 4.8 30.5 Change Period (Y+Rc), s 3.0 5.0 3.0 5.0 3.0 5.0 3.0 5.0 Max Green Setting (Gmax), s 9.0 45.0 9.0 26.0 9.0 45.0 9.0 26.0 Max Q Clear Time (g_c+I1), s 2.8 10.3 2.4 6.7 3.4 10.6 2.5 3.0 Green Ext Time (p_c), s 0.0 1.9 0.0 0.6 0.0 1.9 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay 16.7 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Carteret Industrial Avenue & Carteret Ave Ext./Veterans Access Pier Drive05/07/2021 2040 AM Preliminary Preferred Alternative 7:45 am 09/22/2020 AM Preliminary Preferred Alternative Synchro 10 Report JD Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 115 0 14 12 15 0 241 88 75 325 0 Future Volume (veh/h) 0 115 0 14 12 15 0 241 88 75 325 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 125 0 15 13 16 0 262 96 82 353 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 308 206 0 252 150 184 570 525 192 560 1028 0 Arrive On Green 0.00 0.11 0.00 0.02 0.20 0.20 0.00 0.40 0.40 0.08 0.55 0.00 Sat Flow, veh/h 1781 1870 0 1781 763 939 1781 1306 478 1781 1870 0 Grp Volume(v), veh/h 0 125 0 15 0 29 0 0 358 82 353 0 Grp Sat Flow(s),veh/h/ln 1781 1870 0 1781 0 1701 1781 0 1784 1781 1870 0 Q Serve(g_s), s 0.0 3.0 0.0 0.3 0.0 0.7 0.0 0.0 7.1 1.1 4.9 0.0 Cycle Q Clear(g_c), s 0.0 3.0 0.0 0.3 0.0 0.7 0.0 0.0 7.1 1.1 4.9 0.0 Prop In Lane 1.00 0.00 1.00 0.55 1.00 0.27 1.00 0.00 Lane Grp Cap(c), veh/h 308 206 0 252 0 334 570 0 718 560 1028 0 V/C Ratio(X) 0.00 0.61 0.00 0.06 0.00 0.09 0.00 0.00 0.50 0.15 0.34 0.00 Avail Cap(c_a), veh/h 569 752 0 475 0 684 830 0 718 675 1028 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 20.0 0.0 16.5 0.0 15.5 0.0 0.0 10.6 6.5 5.9 0.0 Incr Delay (d2), s/veh 0.0 2.9 0.0 0.1 0.0 0.1 0.0 0.0 2.5 0.1 0.9 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 2.5 0.0 0.2 0.0 0.4 0.0 0.0 4.3 0.4 2.3 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 22.9 0.0 16.6 0.0 15.6 0.0 0.0 13.0 6.6 6.8 0.0 LnGrp LOS A C A B A B A A B A A A Approach Vol, veh/h 125 44 358 435 Approach Delay, s/veh 22.9 15.9 13.0 6.8 Approach LOS C B B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 7.0 26.0 4.1 10.2 0.0 33.0 0.0 14.3 Change Period (Y+Rc), s 3.0 7.0 3.0 5.0 3.0 7.0 3.0 5.0 Max Green Setting (Gmax), s 7.0 19.0 7.0 19.0 7.0 19.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 3.1 9.1 2.3 5.0 0.0 6.9 0.0 2.7 Green Ext Time (p_c), s 0.0 1.4 0.0 0.5 0.0 1.4 0.0 0.1 Intersection Summary HCM 6th Ctrl Delay 11.6 HCM 6th LOS B HCM 6th Signalized Intersection Summary 1: CR 604 (Roosevelt Avenue) & Pulaski Avenue/Middlesex Avenue 05/07/2021 2040 PM Preliminary Preferred Alternative 5:00 pm 09/22/2020 PM Preliminary Preferred Alternative Synchro 10 Report JD Page 1 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 10 8 23 48 19 30 8 405 28 12 426 18 Future Volume (veh/h) 10 8 23 48 19 30 8 405 28 12 426 18 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1945 1945 1945 1945 1945 1945 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 11 9 25 52 21 33 9 440 30 13 463 20 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 73 44 82 123 34 43 715 1296 88 728 1341 58 Arrive On Green 0.08 0.08 0.08 0.08 0.08 0.08 0.01 0.75 0.75 0.02 0.75 0.75 Sat Flow, veh/h 257 534 989 732 415 518 1781 1731 118 1781 1780 77 Grp Volume(v), veh/h 45 0 0 106 0 0 9 0 470 13 0 483 Grp Sat Flow(s),veh/h/ln 1781 0 0 1665 0 0 1781 0 1849 1781 0 1857 Q Serve(g_s), s 0.0 0.0 0.0 3.2 0.0 0.0 0.1 0.0 7.4 0.1 0.0 7.5 Cycle Q Clear(g_c), s 2.1 0.0 0.0 5.3 0.0 0.0 0.1 0.0 7.4 0.1 0.0 7.5 Prop In Lane 0.24 0.56 0.49 0.31 1.00 0.06 1.00 0.04 Lane Grp Cap(c), veh/h 200 0 0 200 0 0 715 0 1384 728 0 1399 V/C Ratio(X) 0.23 0.00 0.00 0.53 0.00 0.00 0.01 0.00 0.34 0.02 0.00 0.35 Avail Cap(c_a), veh/h 252 0 0 251 0 0 835 0 1384 839 0 1399 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 0.00 1.00 0.00 0.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 37.5 0.0 0.0 38.8 0.0 0.0 2.8 0.0 3.7 2.7 0.0 3.6 Incr Delay (d2), s/veh 0.6 0.0 0.0 2.2 0.0 0.0 0.0 0.0 0.7 0.0 0.0 0.7 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 1.7 0.0 0.0 4.2 0.0 0.0 0.1 0.0 4.3 0.1 0.0 4.3 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 38.0 0.0 0.0 41.0 0.0 0.0 2.8 0.0 4.3 2.7 0.0 4.2 LnGrp LOS D A A D A A A A A A A A Approach Vol, veh/h 45 106 479 496 Approach Delay, s/veh 38.0 41.0 4.3 4.2 Approach LOS D D A A Timer - Assigned Phs 1 2 4 5 6 8 Phs Duration (G+Y+Rc), s 4.6 70.0 12.2 4.2 70.4 12.2 Change Period (Y+Rc), s 3.0 5.0 5.0 3.0 5.0 5.0 Max Green Setting (Gmax), s 7.0 65.0 10.0 7.0 65.0 10.0 Max Q Clear Time (g_c+I1), s 2.1 9.4 4.1 2.1 9.5 7.3 Green Ext Time (p_c), s 0.0 3.7 0.1 0.0 3.8 0.1 Intersection Summary HCM 6th Ctrl Delay 9.1 HCM 6th LOS A HCM 6th Signalized Intersection Summary 2: CR 604 (Roosevelt Avenue) & Carteret Avenue/Carteret Avenue Ext.05/07/2021 2040 PM Preliminary Preferred Alternative 5:00 pm 09/22/2020 PM Preliminary Preferred Alternative Synchro 10 Report JD Page 2 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 17 16 67 44 62 25 88 344 13 22 345 41 Future Volume (veh/h) 17 16 67 44 62 25 88 344 13 22 345 41 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 18 17 73 48 67 27 96 374 14 24 375 45 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 216 26 111 223 139 56 666 1120 42 674 964 116 Arrive On Green 0.02 0.08 0.08 0.05 0.11 0.11 0.07 0.63 0.63 0.03 0.59 0.59 Sat Flow, veh/h 1781 308 1324 1781 1268 511 1781 1791 67 1781 1638 197 Grp Volume(v), veh/h 18 0 90 48 0 94 96 0 388 24 0 420 Grp Sat Flow(s),veh/h/ln 1781 0 1632 1781 0 1778 1781 0 1858 1781 0 1835 Q Serve(g_s), s 0.7 0.0 4.1 1.8 0.0 3.8 1.4 0.0 7.6 0.4 0.0 9.3 Cycle Q Clear(g_c), s 0.7 0.0 4.1 1.8 0.0 3.8 1.4 0.0 7.6 0.4 0.0 9.3 Prop In Lane 1.00 0.81 1.00 0.29 1.00 0.04 1.00 0.11 Lane Grp Cap(c), veh/h 216 0 137 223 0 194 666 0 1162 674 0 1080 V/C Ratio(X) 0.08 0.00 0.66 0.21 0.00 0.48 0.14 0.00 0.33 0.04 0.00 0.39 Avail Cap(c_a), veh/h 381 0 555 344 0 605 754 0 1162 828 0 1080 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 1.00 0.00 1.00 Uniform Delay (d), s/veh 30.7 0.0 34.0 28.8 0.0 32.0 5.0 0.0 6.8 5.8 0.0 8.4 Incr Delay (d2), s/veh 0.2 0.0 5.2 0.5 0.0 1.9 0.1 0.0 0.8 0.0 0.0 1.1 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.5 0.0 3.2 1.4 0.0 3.1 0.8 0.0 5.1 0.2 0.0 6.5 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 30.9 0.0 39.2 29.3 0.0 33.9 5.1 0.0 7.6 5.8 0.0 9.5 LnGrp LOS C A D C A C A A A A A A Approach Vol, veh/h 108 142 484 444 Approach Delay, s/veh 37.8 32.3 7.1 9.3 Approach LOS D C A A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.4 52.8 6.8 11.4 8.2 50.0 4.9 13.4 Change Period (Y+Rc), s 3.0 5.0 3.0 5.0 3.0 5.0 3.0 5.0 Max Green Setting (Gmax), s 9.0 45.0 9.0 26.0 9.0 45.0 9.0 26.0 Max Q Clear Time (g_c+I1), s 2.4 9.6 3.8 6.1 3.4 11.3 2.7 5.8 Green Ext Time (p_c), s 0.0 2.8 0.0 0.4 0.1 3.1 0.0 0.4 Intersection Summary HCM 6th Ctrl Delay 13.8 HCM 6th LOS B HCM 6th Signalized Intersection Summary 3: Carteret Industrial Avenue & Carteret Avenue Ext./Waterfront Access Road 05/07/2021 2040 PM Preliminary Preferred Alternative 5:00 pm 09/22/2020 PM Preliminary Preferred Alternative Synchro 10 Report JD Page 3 Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR Lane Configurations Traffic Volume (veh/h) 0 14 0 100 99 112 0 312 30 37 228 0 Future Volume (veh/h) 0 14 0 100 99 112 0 312 30 37 228 0 Initial Q (Qb), veh 0 0 0 0 0 0 0 0 0 0 0 0 Ped-Bike Adj(A_pbT) 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Parking Bus, Adj 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Work Zone On Approach No No No No Adj Sat Flow, veh/h/ln 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 1870 Adj Flow Rate, veh/h 0 15 0 109 108 122 0 339 33 40 248 0 Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Percent Heavy Veh, %2 2 2 2 2 2 2 2 2 2 2 2 Cap, veh/h 281 217 0 463 216 244 577 637 62 460 918 0 Arrive On Green 0.00 0.12 0.00 0.09 0.27 0.27 0.00 0.38 0.38 0.05 0.49 0.00 Sat Flow, veh/h 1781 1870 0 1781 802 906 1781 1678 163 1781 1870 0 Grp Volume(v), veh/h 0 15 0 109 0 230 0 0 372 40 248 0 Grp Sat Flow(s),veh/h/ln 1781 1870 0 1781 0 1707 1781 0 1841 1781 1870 0 Q Serve(g_s), s 0.0 0.4 0.0 2.4 0.0 5.7 0.0 0.0 7.9 0.6 3.9 0.0 Cycle Q Clear(g_c), s 0.0 0.4 0.0 2.4 0.0 5.7 0.0 0.0 7.9 0.6 3.9 0.0 Prop In Lane 1.00 0.00 1.00 0.53 1.00 0.09 1.00 0.00 Lane Grp Cap(c), veh/h 281 217 0 463 0 460 577 0 699 460 918 0 V/C Ratio(X) 0.00 0.07 0.00 0.24 0.00 0.50 0.00 0.00 0.53 0.09 0.27 0.00 Avail Cap(c_a), veh/h 526 710 0 545 0 648 823 0 699 618 918 0 HCM Platoon Ratio 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 1.00 Upstream Filter(I)0.00 1.00 0.00 1.00 0.00 1.00 0.00 0.00 1.00 1.00 1.00 0.00 Uniform Delay (d), s/veh 0.0 19.7 0.0 15.1 0.0 15.4 0.0 0.0 12.1 8.2 7.5 0.0 Incr Delay (d2), s/veh 0.0 0.1 0.0 0.3 0.0 0.8 0.0 0.0 2.9 0.1 0.7 0.0 Initial Q Delay(d3),s/veh 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 0.0 %ile BackOfQ(95%),veh/ln 0.0 0.3 0.0 1.7 0.0 3.8 0.0 0.0 5.3 0.3 2.1 0.0 Unsig. Movement Delay, s/veh LnGrp Delay(d),s/veh 0.0 19.8 0.0 15.3 0.0 16.3 0.0 0.0 15.0 8.3 8.2 0.0 LnGrp LOS A B A B A B A A B A A A Approach Vol, veh/h 15 339 372 288 Approach Delay, s/veh 19.8 16.0 15.0 8.2 Approach LOS B B B A Timer - Assigned Phs 1 2 3 4 5 6 7 8 Phs Duration (G+Y+Rc), s 5.6 26.0 7.7 10.8 0.0 31.6 0.0 18.5 Change Period (Y+Rc), s 3.0 7.0 3.0 5.0 3.0 7.0 3.0 5.0 Max Green Setting (Gmax), s 7.0 19.0 7.0 19.0 7.0 19.0 7.0 19.0 Max Q Clear Time (g_c+I1), s 2.6 9.9 4.4 2.4 0.0 5.9 0.0 7.7 Green Ext Time (p_c), s 0.0 1.3 0.1 0.0 0.0 1.0 0.0 1.0 Intersection Summary HCM 6th Ctrl Delay 13.5 HCM 6th LOS B Trip Generation Table prepared by Borough’s Traffic Consultant For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal Carteret Ferry Terminal Trip Generation In Out Total AM Peak Hour 267 33 300 PM Peak Hour 33 267 300 Weekday Daily Total 590 590 1180 W McCORMICK A TAYLOR El TRAFFIC SIGNAL • za AM / PM PEAK HOUR FIGURE 7 SITE TRAFFIC ASSIGNMENTS CARTERET FERRY TERMINAL - TRAFFIC IMPACT STUDY Borough of Carteret, Middlesex Co., NJ Trip Distribution Diagrams For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal PARKWAY GARDEN STATE 1&9 1&9 1&9 1&9 1&9 1 1 1 1 9 9 9 9 35 35 35 35 35 35 27 27 27 27 27 27 27 27 LEGEND 5-Mile Gravity Model Radius Map for Carteret Waterfront MIDDLESEX COUNTY 527 287 Toll Road Local Road Approx. Municipal Boundary County Road NJ State Highway Interstate Highway US Highway Proposed Carteret Extension 5-Mile Radius Circle Existing Railroad Line 22 27 287 287 95 PARKWAY GARDEN STATE PARKWAY GARDEN STATE PARKWAY GARDEN STATE PARKWAY GARDEN STATE PARKWAY GARDEN STATE PARKWAY GARDEN STATE 95 95 278 278 95 95 440 440 440 Metuchen Train Station Metropark Train Station South Amboy Train Station Perth Amboy Train Station Woodbridge Train Station Avenel Train Station Rahway Train Station Linden Train Station Borough of Metuchen Township of Edison Township of Scotch Plains Borough of Fanwood Township of Woodbridge City of Perth Amboy City of South AmboyBorough of Sayreville City of Rahway Township of Clark Town of Westfield City of Plainfield Borough of Garwood Township of Cranford City of Linden Borough of Carteret Borough of Roselle City of Elizabeth Township of Winfield Borough of South Plainfield Central Point for Carteret Waterfront 5-Mile Radius Notes: 1) People in New York City are not likely to cross into New Jersey, travel to the Carteret Waterfront, take the ferry to Manhattan, take the ferry back to Carteret, pay the toll to cross back into New York City, & travel home. No trips were assigned from New York City. 2) There are three train lines on the map that provide access to New York City. Only municipalities within a 5- mile radius are likely to drive to the Carteret Waterfront. Netherwood Train Station Fanwood Train Station Westfield Train Station Garwood Train Station Cranford Train Station MIDDLESEX514 COUNTY MIDDLESEX514 COUNTY MIDDLESEX514 COUNTY MIDDLESEX514 COUNTY MIDDLESEX514 COUNTY MIDDLESEX514 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX514 COUNTY UNION514 COUNTY UNION514 COUNTY UNION514 COUNTY UNION514 COUNTY UNION621 COUNTY UNION621 COUNTY UNION621 COUNTY UNION621 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX604 COUNTY LEGEND Traffic Distribution Map for Carteret Waterfront Entering - without Carteret Avenue Extension MIDDLESEX COUNTY 527 287 Toll Road Local Road Approx. Municipal Boundary County Road NJ State Highway Interstate Highway US Highway Proposed Carteret Extension 5-Mile Radius Circle Existing Railroad Line 27 Cart e r e t A v e n u e Roosevelt A v e n u e Port Reading Avenue Mid d l e s e x A v e n u e Prologi s W a y Carteret W a t e r f r o n t Access Ind u s t r i a l H i g h w a y Ro o s e v e l t A v e n u e Was h i n g t o n A v e n u e Wa s h i n g t o n A v e n u e Rooseve l t A v e n u e Indus t r i a l H i g h w a y Roo s e v e l t A v e n u e Midd l e s e x Aven u e Ind u s t r i a l H i g h w a y 95 MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY Township of Woodbridge Borough of Carteret See Insert 12% 12% 55% 19% 74% 22% 26% 3% 18% 6%18% 6% 9% 6% INSERT Central Point for Carteret Waterfront 5-Mile Radius Pula s k iAven u e 31% 8%Ivanitski Terrace (One Way Eastbound) Traffic Signal Intersection 22 LEGEND Traffic Distribution Map for Carteret Waterfront Exiting - without Carteret Avenue Extension MIDDLESEX COUNTY 527 287 Toll Road Local Road Approx. Municipal Boundary County Road NJ State Highway Interstate Highway US Highway Proposed Carteret Extension 5-Mile Radius Circle Existing Railroad Line 27 Cart e r e t A v e n u e Roosevelt A v e n u e Port Reading Avenue Mid d l e s e x A v e n u e Prologi s W a y Carteret W a t e r f r o n t Access Ind u s t r i a l H i g h w a y Ro o s e v e l t A v e n u e Was h i n g t o n A v e n u e Wa s h i n g t o n A v e n u e Rooseve l t A v e n u e Indus t r i a l H i g h w a y Roo s e v e l t A v e n u e Midd l e s e x Aven u e Ind u s t r i a l H i g h w a y 95 MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY Township of Woodbridge Borough of Carteret See Insert INSERT Central Point for Carteret Waterfront 5-Mile Radius 35% 65% 46% 19% 19% 12% 12% 24% 6%18% Pula s k iAven u e 22% 19% 11% 3% 8% 3% Ivanitski Terrace (One Way Eastbound) 3% 3% Traffic Signal Intersection 22 LEGEND Traffic Distribution Map for Carteret Waterfront Entering - with Carteret Avenue Extension MIDDLESEX COUNTY 527 287 Toll Road Local Road Approx. Municipal Boundary County Road NJ State Highway Interstate Highway US Highway Proposed Carteret Extension 5-Mile Radius Circle Existing Railroad Line 27 Cart e r e t A v e n u e Roosevelt A v e n u e Port Reading Avenue Mid d l e s e x A v e n u e Prologi s W a y Carteret W a t e r f r o n t Access Ind u s t r i a l H i g h w a y Ro o s e v e l t A v e n u e Was h i n g t o n A v e n u e Wa s h i n g t o n A v e n u e Rooseve l t A v e n u e Indus t r i a l H i g h w a y Roo s e v e l t A v e n u e Midd l e s e x Aven u e Ind u s t r i a l H i g h w a y 95 MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY Township of Woodbridge Borough of Carteret See Insert 6% 6 % 6% 6% 12% 12% 19% 31% 22%26% 8% 18% 6%18% 6% 9% 43% 6% INSERT Central Point for Carteret Waterfront 5-Mile Radius Pula s k iAven u e Ivanitski Terrace (One Way Eastbound)3% 22 Traffic Signal Intersection 22 LEGEND Traffic Distribution Map for Carteret Waterfront Exiting - with Carteret Avenue Extension MIDDLESEX COUNTY 527 287 Toll Road Local Road Approx. Municipal Boundary County Road NJ State Highway Interstate Highway US Highway Proposed Carteret Extension 5-Mile Radius Circle Existing Railroad Line 27 Cart e r e t A v e n u e Roosevelt A v e n u e Port Reading Avenue Mid d l e s e x A v e n u e Prologi s W a y Carteret W a t e r f r o n t Access Ind u s t r i a l H i g h w a y Ro o s e v e l t A v e n u e Was h i n g t o n A v e n u e Wa s h i n g t o n A v e n u e Rooseve l t A v e n u e Indus t r i a l H i g h w a y Roo s e v e l t A v e n u e Midd l e s e x Aven u e Ind u s t r i a l H i g h w a y 95 MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX604 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY MIDDLESEX602 COUNTY Township of Woodbridge Borough of Carteret See Insert INSERT Central Point for Carteret Waterfront 5-Mile Radius 37% 31% 32% 12% 19% 19% 22% 12% 3% 6% 6% 6% 6% 3% 24% 6%18% Pula s k iAven u e Ivanitski Terrace (One Way Eastbound) 8% 8% Traffic Signal Intersection Warrant Analyses For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal HCS7 Warrants Report Project Information Analyst JD Date 1/4/2021 Agency CME ASSOCIATES Analysis Year 2030 Jurisdiction Middlesex County Time Period Analyzed 9/22/2020 0600-1800 Project Description CT00134.01 Roosevelt Avenue and Pulaski / Middlesex Avenue 2030 Build General Major Street Direction North-South Population < 10,000 No Starting Time Interval 6 Coordinated Signal System Yes Median Type Undivided Crashes (crashes/year)0 Major Street Speed (mi/h)45 Adequate Trials of Crash Exp. Alt.No Nearest Signal (ft)1970 Geometry and Traffic Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Number of Lanes, N 1 1 0 1 1 1 1 1 0 1 1 0 Lane Usage L TR L T R L TR L TR Vehicle Volumes Averages (veh/h)7 7 10 26 6 24 7 254 22 23 260 8 Pedestrian Averages (peds/h)0 0 0 0 Gap Averages (gaps/h)0 0 0 0 Delay (s/veh)0.0 0.0 0.0 0.0 Delay (veh-hrs)0.0 0.0 0.0 0.0 School Crossing and Roadway Network Number of Students in Highest Hour 0 Two or More Major Routes No Number of Adequate Gaps in Period 0 Weekend Counts No Number of Minutes in Period 0 5-year Growth Factor (%)0 Railroad Crossing Grade Crossing Approach None Rail Traffic (trains/day)4 Highest Volume Hour with Trains Unknown High Occupancy Buses (%)0 Distance to Stop Line (ft)Tractor-Trailer Trucks (%)10 Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:50:26 AM 2030 TSWA - Roosevelt Ave and Pulaski - Middlesex Avenue 2030 Build.xsw HCS7 Warrants Report Volume Summary Hour Major Volume Minor Volume Total Volume Peds/h Gaps/h 1A ( 70% ) 1A ( 56% ) 1B ( 70% ) 1B ( 56% ) 2 ( 70% ) 3A ( 70% ) 3B ( 70% ) 4A ( 70% ) 4B ( 70% ) 07 - 08 398 21 438 0 0 No No No No No No No No No 08 - 09 546 45 620 0 0 No No No No No No No No No 09 - 10 454 35 520 0 0 No No No No No No No No No 10 - 11 426 48 486 0 0 No No No No No No No No No 11 - 12 464 45 528 0 0 No No No No No No No No No 12 - 13 518 53 589 0 0 No No No No No No No No No 13 - 14 536 57 612 0 0 No No No Yes No No No No No 14 - 15 602 75 699 0 0 No No No Yes No No No No No 15 - 16 631 77 730 0 0 No No Yes Yes No No No No No 16 - 17 741 78 847 0 0 No No Yes Yes No No No No No 17 - 18 751 70 850 0 0 No No Yes Yes No No No No No 18 - 19 860 107 1001 0 0 No No Yes Yes Yes No No No No Total 6927 711 7920 0 0 0 0 4 6 1 0 0 0 0 Warrants Warrant 1: Eight-Hour Vehicular Volume A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- 56% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) Warrant 2: Four-Hour Vehicular Volume Four-Hour Vehicular Volume (Both major approaches --and-- higher minor approach) Warrant 3: Peak Hour A. Peak-Hour Conditions (Minor delay -- and-- minor volume --and-- total volume) --or-- B. Peak-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) Warrant 4: Pedestrian Volume A. Four Hour Volumes --or-- B. One-Hour Volumes Warrant 5: School Crossing Gaps Same Period --and-- Student Volumes Nearest Traffic Control Signal (optional) Warrant 6: Coordinated Signal System Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience A. Adequate trials of alternatives, observance and enforcement failed --and-- B. Reported crashes susceptible to correction by signal (12-month period) --and-- C. 56% Volumes for Warrants 1A, 1B, --or-- 4 are satisfied Warrant 8: Roadway Network A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2, or 3) --or-- B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing A. Grade Crossing within 140 ft --and-- B. Peak-Hour Vehicular Volumes Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:50:26 AM 2030 TSWA - Roosevelt Ave and Pulaski - Middlesex HCS7 Warrants Report Project Information Analyst JD Date 1/4/2021 Agency CME ASSOCIATES Analysis Year 2040 Jurisdiction Middlesex County Time Period Analyzed 9/22/2020 0600-1800 Project Description CT00134.01 Roosevelt Avenue and Pulaski / Middlesex Avenue - 2040 Build General Major Street Direction North-South Population < 10,000 No Starting Time Interval 6 Coordinated Signal System Yes Median Type Undivided Crashes (crashes/year)0 Major Street Speed (mi/h)45 Adequate Trials of Crash Exp. Alt.No Nearest Signal (ft)1970 Geometry and Traffic Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Number of Lanes, N 1 1 0 1 1 1 1 1 0 1 1 0 Lane Usage L TR L T R L TR L TR Vehicle Volumes Averages (veh/h)7 7 11 27 6 26 7 271 23 25 277 8 Pedestrian Averages (peds/h)0 0 0 0 Gap Averages (gaps/h)0 0 0 0 Delay (s/veh)0.0 0.0 0.0 0.0 Delay (veh-hrs)0.0 0.0 0.0 0.0 School Crossing and Roadway Network Number of Students in Highest Hour 0 Two or More Major Routes No Number of Adequate Gaps in Period 0 Weekend Counts No Number of Minutes in Period 0 5-year Growth Factor (%)0 Railroad Crossing Grade Crossing Approach None Rail Traffic (trains/day)4 Highest Volume Hour with Trains Unknown High Occupancy Buses (%)0 Distance to Stop Line (ft)Tractor-Trailer Trucks (%)10 Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:51:33 AM 2040 TSWA - Roosevelt Ave and Pulaski - Middlesex Avenue 2040 Build.xsw HCS7 Warrants Report Volume Summary Hour Major Volume Minor Volume Total Volume Peds/h Gaps/h 1A ( 70% ) 1A ( 56% ) 1B ( 70% ) 1B ( 56% ) 2 ( 70% ) 3A ( 70% ) 3B ( 70% ) 4A ( 70% ) 4B ( 70% ) 07 - 08 422 21 462 0 0 No No No No No No No No No 08 - 09 579 45 653 0 0 No No No No No No No No No 09 - 10 482 37 550 0 0 No No No No No No No No No 10 - 11 452 52 516 0 0 No No No No No No No No No 11 - 12 495 49 563 0 0 No No No No No No No No No 12 - 13 551 57 626 0 0 No No No Yes No No No No No 13 - 14 572 61 652 0 0 No No No Yes No No No No No 14 - 15 642 79 743 0 0 No No Yes Yes No No No No No 15 - 16 671 81 775 0 0 No No Yes Yes No No No No No 16 - 17 790 82 902 0 0 No No Yes Yes No No No No No 17 - 18 800 74 905 0 0 No No Yes Yes No No No No No 18 - 19 914 111 1059 0 0 No No Yes Yes Yes No No No No Total 7370 749 8406 0 0 0 0 5 7 1 0 0 0 0 Warrants Warrant 1: Eight-Hour Vehicular Volume A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- 56% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) Warrant 2: Four-Hour Vehicular Volume Four-Hour Vehicular Volume (Both major approaches --and-- higher minor approach) Warrant 3: Peak Hour A. Peak-Hour Conditions (Minor delay -- and-- minor volume --and-- total volume) --or-- B. Peak-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) Warrant 4: Pedestrian Volume A. Four Hour Volumes --or-- B. One-Hour Volumes Warrant 5: School Crossing Gaps Same Period --and-- Student Volumes Nearest Traffic Control Signal (optional) Warrant 6: Coordinated Signal System Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience A. Adequate trials of alternatives, observance and enforcement failed --and-- B. Reported crashes susceptible to correction by signal (12-month period) --and-- C. 56% Volumes for Warrants 1A, 1B, --or-- 4 are satisfied Warrant 8: Roadway Network A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2, or 3) --or-- B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing A. Grade Crossing within 140 ft --and-- B. Peak-Hour Vehicular Volumes Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:51:34 AM 2040 TSWA - Roosevelt Ave and Pulaski - Middlesex HCS7 Warrants Report Project Information Analyst JD Date 1/4/2021 Agency CME ASSOCIATES Analysis Year 2030 Jurisdiction Middlesex County Time Period Analyzed 9/22/2020 0600-1800 Project Description CT00134.01 Roosevelt Avenue and Carteret Ave / Abbi Drive 2030 Build General Major Street Direction North-South Population < 10,000 No Starting Time Interval 6 Coordinated Signal System Yes Median Type Undivided Crashes (crashes/year)0 Major Street Speed (mi/h)25 Adequate Trials of Crash Exp. Alt.No Nearest Signal (ft)1970 Geometry and Traffic Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Number of Lanes, N 1 1 0 1 1 0 1 1 0 1 1 0 Lane Usage L TR L TR L TR L TR Vehicle Volumes Averages (veh/h)19 15 54 13 13 12 47 220 13 11 212 31 Pedestrian Averages (peds/h)0 0 0 0 Gap Averages (gaps/h)0 0 0 0 Delay (s/veh)0.0 0.0 0.0 0.0 Delay (veh-hrs)0.0 0.0 0.0 0.0 School Crossing and Roadway Network Number of Students in Highest Hour 0 Two or More Major Routes No Number of Adequate Gaps in Period 0 Weekend Counts No Number of Minutes in Period 0 5-year Growth Factor (%)0 Railroad Crossing Grade Crossing Approach None Rail Traffic (trains/day)4 Highest Volume Hour with Trains Unknown High Occupancy Buses (%)0 Distance to Stop Line (ft)Tractor-Trailer Trucks (%)10 Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:54:34 AM 2030 TSWA - Roosevelt Ave and Carteret Avenue.xsw HCS7 Warrants Report Volume Summary Hour Major Volume Minor Volume Total Volume Peds/h Gaps/h 1A ( 100% ) 1A ( 80% ) 1B ( 100% ) 1B ( 80% ) 2 ( 100% ) 3A ( 100% ) 3B ( 100% ) 4A ( 100% ) 4B ( 100% ) 07 - 08 380 65 467 0 0 No No No No No No No No No 08 - 09 545 114 707 0 0 No No No No No No No No No 09 - 10 470 73 566 0 0 No No No No No No No No No 10 - 11 400 64 485 0 0 No No No No No No No No No 11 - 12 427 88 538 0 0 No No No No No No No No No 12 - 13 492 98 607 0 0 No No No No No No No No No 13 - 14 509 85 623 0 0 No No No No No No No No No 14 - 15 566 101 711 0 0 No No No No No No No No No 15 - 16 580 106 714 0 0 No No No No No No No No No 16 - 17 505 101 654 0 0 No No No No No No No No No 17 - 18 759 89 897 0 0 No No No Yes No No No No No 18 - 19 800 128 1020 0 0 No No No Yes No No No No No Total 6433 1112 7989 0 0 0 0 0 2 0 0 0 0 0 Warrants Warrant 1: Eight-Hour Vehicular Volume A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) Warrant 2: Four-Hour Vehicular Volume Four-Hour Vehicular Volume (Both major approaches --and-- higher minor approach) Warrant 3: Peak Hour A. Peak-Hour Conditions (Minor delay -- and-- minor volume --and-- total volume) --or-- B. Peak-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) Warrant 4: Pedestrian Volume A. Four Hour Volumes --or-- B. One-Hour Volumes Warrant 5: School Crossing Gaps Same Period --and-- Student Volumes Nearest Traffic Control Signal (optional) Warrant 6: Coordinated Signal System Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience A. Adequate trials of alternatives, observance and enforcement failed --and-- B. Reported crashes susceptible to correction by signal (12-month period) --and-- C. 80% Volumes for Warrants 1A, 1B, --or-- 4 are satisfied Warrant 8: Roadway Network A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2, or 3) --or-- B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing A. Grade Crossing within 140 ft --and-- B. Peak-Hour Vehicular Volumes Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:54:34 AM 2030 TSWA - Roosevelt Ave and Carteret Avenue.xsw HCS7 Warrants Report Project Information Analyst JD Date 1/4/2021 Agency CME ASSOCIATES Analysis Year 2040 Jurisdiction Middlesex County Time Period Analyzed 9/22/2020 0600-1800 Project Description CT00134.01 Roosevelt Avenue and Carteret Ave / Abbi Drive 2040 Build General Major Street Direction North-South Population < 10,000 No Starting Time Interval 6 Coordinated Signal System Yes Median Type Undivided Crashes (crashes/year)0 Major Street Speed (mi/h)25 Adequate Trials of Crash Exp. Alt.No Nearest Signal (ft)1970 Geometry and Traffic Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Number of Lanes, N 1 1 0 1 1 0 1 1 0 1 1 0 Lane Usage L TR L TR L TR L TR Vehicle Volumes Averages (veh/h)21 15 58 14 13 12 45 234 11 10 197 27 Pedestrian Averages (peds/h)0 0 0 0 Gap Averages (gaps/h)0 0 0 0 Delay (s/veh)0.0 0.0 0.0 0.0 Delay (veh-hrs)0.0 0.0 0.0 0.0 School Crossing and Roadway Network Number of Students in Highest Hour 0 Two or More Major Routes No Number of Adequate Gaps in Period 0 Weekend Counts No Number of Minutes in Period 0 5-year Growth Factor (%)0 Railroad Crossing Grade Crossing Approach None Rail Traffic (trains/day)4 Highest Volume Hour with Trains Unknown High Occupancy Buses (%)0 Distance to Stop Line (ft)Tractor-Trailer Trucks (%)10 Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:55:26 AM 2040 TSWA - Roosevelt Ave and Carteret Avenue.xsw HCS7 Warrants Report Volume Summary Hour Major Volume Minor Volume Total Volume Peds/h Gaps/h 1A ( 100% ) 1A ( 80% ) 1B ( 100% ) 1B ( 80% ) 2 ( 100% ) 3A ( 100% ) 3B ( 100% ) 4A ( 100% ) 4B ( 100% ) 07 - 08 404 69 495 0 0 No No No No No No No No No 08 - 09 576 113 739 0 0 No No No No No No No No No 09 - 10 500 75 598 0 0 No No No No No No No No No 10 - 11 426 66 513 0 0 No No No No No No No No No 11 - 12 455 94 572 0 0 No No No No No No No No No 12 - 13 523 104 644 0 0 No No No No No No No No No 13 - 14 543 91 663 0 0 No No No No No No No No No 14 - 15 604 107 756 0 0 No No No No No No No No No 15 - 16 617 113 758 0 0 No No No No No No No No No 16 - 17 538 108 694 0 0 No No No No No No No No No 17 - 18 779 95 923 0 0 No No No Yes No No No No No 18 - 19 359 128 583 0 0 No No No No No No No No No Total 6324 1163 7938 0 0 0 0 0 1 0 0 0 0 0 Warrants Warrant 1: Eight-Hour Vehicular Volume A. Minimum Vehicular Volumes (Both major approaches --and-- higher minor approach) --or-- B. Interruption of Continuous Traffic (Both major approaches --and-- higher minor approach) --or-- 80% Vehicular --and-- Interruption Volumes (Both major approaches --and-- higher minor approach) Warrant 2: Four-Hour Vehicular Volume Four-Hour Vehicular Volume (Both major approaches --and-- higher minor approach) Warrant 3: Peak Hour A. Peak-Hour Conditions (Minor delay -- and-- minor volume --and-- total volume) --or-- B. Peak-Hour Vehicular Volumes (Both major approaches --and-- higher minor approach) Warrant 4: Pedestrian Volume A. Four Hour Volumes --or-- B. One-Hour Volumes Warrant 5: School Crossing Gaps Same Period --and-- Student Volumes Nearest Traffic Control Signal (optional) Warrant 6: Coordinated Signal System Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience A. Adequate trials of alternatives, observance and enforcement failed --and-- B. Reported crashes susceptible to correction by signal (12-month period) --and-- C. 80% Volumes for Warrants 1A, 1B, --or-- 4 are satisfied Warrant 8: Roadway Network A. Weekday Volume (Peak hour total --and-- projected warrants 1, 2, or 3) --or-- B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing A. Grade Crossing within 140 ft --and-- B. Peak-Hour Vehicular Volumes Copyright © 2021 University of Florida. All Rights Reserved. HCS™Signal Warrants Version 7.8.5 Generated: 2/11/2021 9:55:27 AM 2040 TSWA - Roosevelt Ave and Carteret Avenue.xsw HCS7 Warrants Report Project Information Analyst JD Date 1/4/2021 Agency CME ASSOCIATES Analysis Year 2030 Jurisdiction Middlesex County Time Period Analyzed 9/22/2020 0600-1800 Project Description CT00134.01 Peter J Sica Industrial Highway and Veterans Access Pier Drive 2030 Build General Major Street Direction North-South Population < 10,000 No Starting Time Interval 6 Coordinated Signal System No Median Type Undivided Crashes (crashes/year)0 Major Street Speed (mi/h)45 Adequate Trials of Crash Exp. Alt.No Nearest Signal (ft)1313 Geometry and Traffic Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Number of Lanes, N 1 1 0 1 1 1 1 1 0 1 1 0 Lane Usage L TR L T R L TR L TR Vehicle Volumes Averages (veh/h)0 21 0 26 18 28 0 270 25 27 242 0 Pedestrian Averages (peds/h)0 0 0 0 Gap Averages (gaps/h)0 0 0 0 Delay (s/veh)0.0 0.0 0.0 0.0 Delay (veh-hrs)0.0 0.0 0.0 0.0 School Crossing and Roadway Network Number of Students in Highest Hour 0 Two or More Major Routes No Number of Adequate Gaps in Period 0 Weekend Counts No Number of Minutes in Period 0 5-year Growth Factor (%)0 Railroad Crossing Grade Crossing Approach None Rail Traffic (trains/day)0 Highest Volume Hour with Trains Unknown High Occupancy Buses (%)0 Distance to Stop Line (ft)Tractor-Trailer Trucks (%)25 Copyright © 2021 University of Florida. All Rights Reserved.HCS™Signal Warrants Version 7.6 Generated: 1/7/2021 11:13:55 AM TSWA for Peter J Sica Ind. Highway & Veterans Access Pier Drive 2030 BUILD.xsw HCS7 Warrants Report Volume Summary Hour Major Volume Minor Volume Total Volume Peds/h Gaps/h 1A ( 70%) 1A ( 56%) 1B ( 70%) 1B ( 56%) 2 ( 70%) 3A ( 70%) 3B ( 70%) 4A ( 70%) 4B ( 70%) 06 -07 588 38 635 0 0 No No No No No No No No No 07 -08 666 115 824 0 0 No Yes Yes Yes No No No No No 08 -09 576 38 628 0 0 No No No No No No No No No 09 -10 474 29 516 0 0 No No No No No No No No No 10 -11 502 27 542 0 0 No No No No No No No No No 11 -12 516 32 561 0 0 No No No No No No No No No 12 -13 574 52 627 0 0 No No No No No No No No No 13 -14 692 65 758 0 0 No No No Yes No No No No No 14 -15 587 58 646 0 0 No No No Yes No No No No No 15 -16 547 116 667 0 0 No Yes No Yes No No No No No 16 -17 608 311 933 2 0 Yes Yes No Yes Yes No Yes No No 17 -18 471 123 598 0 0 No Yes No No No No No No No Total 6801 1004 7935 2 0 1 4 1 5 1 0 1 0 0 Warrants Warrant 1: Eight-Hour Vehicular Volume A. Minimum Vehicular Volumes (Both major approaches --and--higher minor approach) --or-- B. Interruption of Continuous Traffic (Both major approaches --and--higher minor approach) --or-- 56%Vehicular --and--Interruption Volumes (Both major approaches --and--higher minor approach) Warrant 2: Four-Hour Vehicular Volume Four-Hour Vehicular Volume (Both major approaches --and--higher minor approach) Warrant 3: Peak Hour A. Peak-Hour Conditions (Minor delay --and--minor volume --and--total volume) --or-- B. Peak-Hour Vehicular Volumes (Both major approaches --and--higher minor approach) Warrant 4: Pedestrian Volume A. Four Hour Volumes --or-- B. One-Hour Volumes Warrant 5: School Crossing Gaps Same Period --and-- Student Volumes Nearest Traffic Control Signal (optional) Warrant 6: Coordinated Signal System Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience A. Adequate trials of alternatives, observance and enforcement failed --and-- B. Reported crashes susceptible to correction by signal (12-month period) --and-- C. 56%Volumes for Warrants 1A, 1B, --or--4 are satisfied Warrant 8: Roadway Network A. Weekday Volume (Peak hour total --and--projected warrants 1, 2, or 3) --or-- B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing A. Grade Crossing within 140 ft --and-- B. Peak-Hour Vehicular Volumes Copyright © 2021 University of Florida. All Rights Reserved.HCS™Signal Warrants Version 7.6 Generated: 1/7/2021 11:13:55 AM TSWA for Peter J Sica Ind. Highway & Veterans Access HCS7 Warrants Report Project Information Analyst JD Date 1/4/2021 Agency CME ASSOCIATES Analysis Year 2040 Jurisdiction Middlesex County Time Period Analyzed 9/22/2020 0600-1800 Project Description CT00134.01 Peter J Sica Industrial Highway and Veterans Access Pier Drive 2040 Build General Major Street Direction North-South Population < 10,000 No Starting Time Interval 6 Coordinated Signal System No Median Type Undivided Crashes (crashes/year)0 Major Street Speed (mi/h)45 Adequate Trials of Crash Exp. Alt.No Nearest Signal (ft)1313 Geometry and Traffic Approach Eastbound Westbound Northbound Southbound Movement L T R L T R L T R L T R Number of Lanes, N 1 1 0 1 1 1 1 1 0 1 1 0 Lane Usage L TR L T R L TR L TR Vehicle Volumes Averages (veh/h)0 21 0 26 18 29 0 288 26 28 259 0 Pedestrian Averages (peds/h)0 0 0 0 Gap Averages (gaps/h)0 0 0 0 Delay (s/veh)0.0 0.0 0.0 0.0 Delay (veh-hrs)0.0 0.0 0.0 0.0 School Crossing and Roadway Network Number of Students in Highest Hour 0 Two or More Major Routes No Number of Adequate Gaps in Period 0 Weekend Counts No Number of Minutes in Period 0 5-year Growth Factor (%)0 Railroad Crossing Grade Crossing Approach None Rail Traffic (trains/day)0 Highest Volume Hour with Trains Unknown High Occupancy Buses (%)0 Distance to Stop Line (ft)Tractor-Trailer Trucks (%)25 Copyright © 2021 University of Florida. All Rights Reserved.HCS™Signal Warrants Version 7.6 Generated: 1/7/2021 3:23:24 PM TSWA for Peter J Sica Ind. Highway & Veterans Access Pier Drive 2040 BUILD.xsw HCS7 Warrants Report Volume Summary Hour Major Volume Minor Volume Total Volume Peds/h Gaps/h 1A ( 70%) 1A ( 56%) 1B ( 70%) 1B ( 56%) 2 ( 70%) 3A ( 70%) 3B ( 70%) 4A ( 70%) 4B ( 70%) 06 -07 622 38 669 0 0 No No No No No No No No No 07 -08 700 115 858 0 0 No Yes Yes Yes No No No No No 08 -09 611 38 663 0 0 No No No No No No No No No 09 -10 506 29 548 0 0 No No No No No No No No No 10 -11 535 27 575 0 0 No No No No No No No No No 11 -12 548 32 593 0 0 No No No No No No No No No 12 -13 612 52 665 0 0 No No No No No No No No No 13 -14 738 67 806 0 0 No No No Yes No No No No No 14 -15 625 59 685 0 0 No No No Yes No No No No No 15 -16 582 117 703 0 0 No Yes No Yes No No No No No 16 -17 648 313 975 2 0 Yes Yes Yes Yes Yes No Yes No No 17 -18 503 125 632 0 0 No Yes No No No No No No No Total 7230 1012 8372 2 0 1 4 2 5 1 0 1 0 0 Warrants Warrant 1: Eight-Hour Vehicular Volume A. Minimum Vehicular Volumes (Both major approaches --and--higher minor approach) --or-- B. Interruption of Continuous Traffic (Both major approaches --and--higher minor approach) --or-- 56%Vehicular --and--Interruption Volumes (Both major approaches --and--higher minor approach) Warrant 2: Four-Hour Vehicular Volume Four-Hour Vehicular Volume (Both major approaches --and--higher minor approach) Warrant 3: Peak Hour A. Peak-Hour Conditions (Minor delay --and--minor volume --and--total volume) --or-- B. Peak-Hour Vehicular Volumes (Both major approaches --and--higher minor approach) Warrant 4: Pedestrian Volume A. Four Hour Volumes --or-- B. One-Hour Volumes Warrant 5: School Crossing Gaps Same Period --and-- Student Volumes Nearest Traffic Control Signal (optional) Warrant 6: Coordinated Signal System Degree of Platooning (Predominant direction or both directions) Warrant 7: Crash Experience A. Adequate trials of alternatives, observance and enforcement failed --and-- B. Reported crashes susceptible to correction by signal (12-month period) --and-- C. 56%Volumes for Warrants 1A, 1B, --or--4 are satisfied Warrant 8: Roadway Network A. Weekday Volume (Peak hour total --and--projected warrants 1, 2, or 3) --or-- B. Weekend Volume (Five hours total) Warrant 9: Grade Crossing A. Grade Crossing within 140 ft --and-- B. Peak-Hour Vehicular Volumes Copyright © 2021 University of Florida. All Rights Reserved.HCS™Signal Warrants Version 7.6 Generated: 1/7/2021 3:23:24 PM TSWA for Peter J Sica Ind. Highway & Veterans Access Drainage Area Maps For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal X X X X X X X X X X X X X X X X X X X X XXXXXX W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X G G G G X X X X X X X X X X X X X X X X X X X X XXXXXXXXXXXXXXXXXX X X X X X X X X X X X X X X X X X X X X X X X X X X X X XXXX X X X X W W W Date: May 2021 EXISTING INLET DRAINAGE AREA MAP BOROUGH OF CARTERET, MIDDLESEX COUNTY, NEW JERSEY DESIGN AND MODIFICATION OF TRAFFIC CONTROL SIGNALS FOR THE DEVELOPMENT OF A COMMUTER FERRY TERMINAL DATUM: 1. ALL DRAWINGS ARE N.A.V.D. 88 2. N.A.V.D. 88 = N.G.V.D.29 - 1.00 FT. W A T E R F R O N T AC C E S S R O A D (6 0 ' W I D E P R O P O S E D R . O . W . ) CARTERET INDUSTRIAL AVENUE (70' WIDE R.O.W.) CA R T E R E T A V E N U E EX T E N S I O N (80 ' W I D E P R O P O S E D R . O . W . ) (B Y T H E B O R O U G H O F C A R T E R E T ) EX F.E.S. AREA A1.1: DA = 0.14 AC. C = 0.25 TC = 10.0 MIN. EX INLET AREA A1: DA = 0.13 AC. C = 0.99 TC = 10.0 MIN. EX INLET AREA A2: DA = 0.22 AC. C = 0.99 TC = 10.0 MIN. EX INLET AREA A3: DA = 0.39 AC. C = 0.59 TC = 10.0 MIN. EX INLET AREA A4: DA = 0.15 AC. C = 0.99 TC = 10.0 MIN. EX INLET AREA A2.1: DA = 0.18 AC. C = 0.99 TC = 10.0 MIN. X X X X X X X X X X X X X X X X X X X X XXXXXX W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W W X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X G G G G X X X X X X X X X X X X X X X X X X X X XXXXXXXXXXXXXXXXXX X X X X X X X X X X X X X X X X X X X X X X X X X X X X XXXX X X X X W W W Date: May 2021 PROPOSED INLET DRAINAGE AREA MAP BOROUGH OF CARTERET, MIDDLESEX COUNTY, NEW JERSEY DESIGN AND MODIFICATION OF TRAFFIC CONTROL SIGNALS FOR THE DEVELOPMENT OF A COMMUTER FERRY TERMINAL DATUM: 1. ALL DRAWINGS ARE N.A.V.D. 88 2. N.A.V.D. 88 = N.G.V.D.29 - 1.00 FT. W A T E R F R O N T AC C E S S R O A D (6 0 ' W I D E P R O P O S E D R . O . W . ) CARTERET INDUSTRIAL AVENUE (70' WIDE R.O.W.) CA R T E R E T A V E N U E EX T E N S I O N (80 ' W I D E P R O P O S E D R . O . W . ) (B Y T H E B O R O U G H O F C A R T E R E T ) EX F.E.S. AREA A1.1: DA = 0.14 AC. C = 0.25 TC = 10.0 MIN. EX INLET AREA A1: DA = 0.13 AC. C = 0.99 TC = 10.0 MIN. PR INLET AREA A2: DA = 0.30 AC. C = 0.99 TC = 10.0 MIN. PR INLET AREA A3.2: DA = 0.47 AC. C = 0.59 TC = 10.0 MIN. PR INLET AREA A4.1: DA = 0.16 AC. C = 0.99 TC = 10.0 MIN. PR INLET AREA A2.1: DA = 0.16 AC. C = 0.99 TC = 10.0 MIN. PR INLET AREA A5: DA = 0.13 AC. C = 0.99 TC = 10.0 MIN. PR INLET AREA A5.1: DA = 0.15 AC. C = 0.99 TC = 10.0 MIN. Existing Storm Sewer Analyses For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal 12 3 4 5 67 Outfall A1A1.1 A2 A2.1 A3 A4 A3.1 EX Storm Sewer Report Project File: 21.05.11-CT134-EX Storm Sewer.stm Number of lines: 7 Date: 05-12-2021 Hydraflow Storm Sewers Extension v6.066 Storm Sewer Tabulation Page 1 Station Len Drng Area Rnoff Area x C Tc Rain Total Cap Vel Pipe Invert Elev HGL Elev Grnd / Rim Elev Line ID coeff (I) flow full Line To Incr Total Incr Total Inlet Syst Size Slope Dn Up Dn Up Dn Up Line (ft) (ac) (ac) (C) (min) (min) (in/hr) (cfs) (cfs) (ft/s) (in) (%) (ft) (ft)(ft) (ft) (ft) (ft) 1 End 31.000 0.13 1.21 0.99 0.13 0.94 10.0 13.1 5.2 5.72 10.67 4.42 18 1.03 9.91 10.23 11.12 11.14 15.18 15.30 OF-A1 2 1 15.000 0.14 0.14 0.25 0.04 0.04 10.0 10.0 5.8 0.20 0.00 0.17 15 -5.73 13.60 12.74 14.85 14.85 15.30 14.18 A1-A1.1 3 1 180.000 0.22 0.94 0.99 0.22 0.77 10.0 12.5 5.3 4.95 6.53 4.66 15 1.02 10.38 12.22 11.73 13.11 15.30 16.22 A1-A2 4 3 50.000 0.18 0.18 0.99 0.18 0.18 10.0 10.0 5.8 1.03 5.63 0.87 15 0.76 12.30 12.68 13.80 13.81 16.22 16.24 A2-A2.1 5 3 301.000 0.39 0.54 0.59 0.23 0.38 10.0 11.0 5.6 2.93 5.72 3.32 15 0.78 12.25 14.61 13.80 15.30 16.22 17.58 A2-A3 6 5 50.000 0.15 0.15 0.99 0.15 0.15 10.0 10.0 5.8 0.86 2.42 0.84 15 0.14 14.68 14.75 15.69 15.69 17.58 17.60 A3-A4 7 5 80.000 0.00 0.00 0.00 0.00 0.00 0.0 0.0 0.0 0.81 0.81 4.13 6 1.00 14.64 15.44 15.69 16.49 17.58 20.50 A3-A3.1 EX Storm Sewer Report Number of lines: 7 Run Date: 05-12-2021 NOTES: Intensity = 54.94 / (Inlet time + 11.00) ^ 0.74; Return period = 25 Yrs. ; c = cir e = ellip b = box Hydraflow Storm Sewers Extension v6.066 Inlet Report Page 1 Line Inlet ID Q = Q Q Q Junc Curb Inlet Grate Inlet Gutter Inlet Byp No CIA carry capt byp type line Ht L area L W So W Sw Sx n Depth Spread Depth Spread Depr No (cfs) (cfs) (cfs) (cfs) (in) (ft) (sqft) (ft) (ft) (ft/ft) (ft) (ft/ft) (ft/ft) (ft) (ft) (ft) (ft) (in) 1 A1 0.75 0.00 0.75 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.022 0.022 0.013 0.14 6.45 0.14 6.45 0.0 Off 2 A1.1 0.20 0.00 0.20 0.00 Hdwl 0.0 0.00 0.00 0.00 0.00 Sag 0.00 0.000 0.000 0.013 0.00 0.00 0.00 0.00 0.0 Off 3 A2 1.26 0.00 1.26 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.022 0.022 0.013 0.17 7.86 0.17 7.86 0.0 1 4 A2.1 1.03 0.00 1.03 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.018 0.018 0.013 0.15 8.28 0.15 8.28 0.0 Off 5 A3 1.33 0.00 1.33 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.004 25.00 0.022 0.022 0.013 0.18 8.36 0.18 8.36 0.0 3 6 A4 0.86 0.00 0.86 0.00 Grate 0.0 0.00 16.00 4.00 4.00 0.004 25.00 0.018 0.018 0.013 0.15 8.06 0.15 8.06 0.0 4 7 A3.1 0.81* 0.00 0.00 0.81 MH 6.0 4.00 7.32 4.00 1.83 Sag 2.00 0.020 0.020 0.013 0.00 0.00 0.00 0.00 0.0 Off EX Storm Sewer Report Number of lines: 7 Run Date: 05-12-2021 NOTES: Inlet N-Values = 0.016 ; Intensity = 54.94 / (Inlet time + 11.00) ^ 0.74; Return period = 25 Yrs. ; * Indicates Known Q added. All curb inlets are Horiz throat. Hydraflow Storm Sewers Extension v6.066 0 50 100 150 200 250 300 350 400 450 500 550 600 6.00 6.00 11.00 11.00 16.00 16.00 21.00 21.00 26.00 26.00 31.00 31.00 Sta 0 + 0 0 . 0 0 - O u t f a l l Gr n d . E l . 1 5 . 1 8 Inv . E l . 9 . 9 1 I n Sta 0 + 3 1 . 0 0 - L n : 1 Rim E l . 1 5 . 3 0 Inv . E l . 1 0 . 2 3 O u t Inv . E l . 1 0 . 3 8 I n 31.000Lf - 18" @ 1.03% Sta 2 + 1 1 . 0 0 - L n : 3 Rim E l . 1 6 . 2 2 Inv . E l . 1 2 . 2 2 O u t Inv . E l . 1 2 . 2 5 I n 180.000Lf - 15" @ 1.02% Sta 5 + 1 2 . 0 0 - L n : 5 Rim E l . 1 7 . 5 8 Inv . E l . 1 4 . 6 1 O u t Inv . E l . 1 4 . 6 8 I n 301.000Lf - 15" @ 0.78% Sta 5 + 6 2 . 0 0 - L n : 6 Rim E l . 1 7 . 6 0 Inv . E l . 1 4 . 7 5 O u t 50.000Lf - 15" @ 0.14% HGL Reach (ft) Elev. (ft) Proj. file: 21.05.11-CT134-EX Storm Sewer.stm Hydraflow Storm Sewers Extension Storm Sewer Profile Proposed Storm Sewer Analyses For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal 12 3 4 5 6 7 8 9 10 11 Outfall A1A1.1 A2 A2.1 A3 A3.1 A3.2 A4 A4.1 A5 A5.1 PR Storm Sewer Report Project File: 21.05.12-CT134-PR Storm Sewer.stm Number of lines: 11 Date: 05-12-2021 Hydraflow Storm Sewers Extension v6.066 Storm Sewer Tabulation Page 1 Station Len Drng Area Rnoff Area x C Tc Rain Total Cap Vel Pipe Invert Elev HGL Elev Grnd / Rim Elev Line ID coeff (I) flow full Line To Incr Total Incr Total Inlet Syst Size Slope Dn Up Dn Up Dn Up Line (ft) (ac) (ac) (C) (min) (min) (in/hr) (cfs) (cfs) (ft/s) (in) (%) (ft) (ft)(ft) (ft) (ft) (ft) 1 End 31.000 0.13 1.64 0.99 0.13 1.33 10.0 14.2 5.1 7.57 10.67 5.23 18 1.03 9.91 10.23 11.18 11.28 15.18 15.30 OF-A1 2 1 15.000 0.14 0.14 0.25 0.04 0.04 10.0 10.0 5.8 0.20 0.00 0.17 15 -5.73 13.60 12.74 14.85 14.85 15.30 14.18 A1-A1.1 3 1 180.000 0.30 1.37 0.99 0.30 1.17 10.0 13.6 5.2 6.83 6.53 5.57 15 1.02 10.38 12.22 12.08 14.10 15.30 16.22 A1-A2 4 3 50.000 0.16 0.16 0.99 0.16 0.16 10.0 10.0 5.8 0.92 5.63 0.75 15 0.76 12.30 12.68 14.10 14.11 16.22 16.24 A2-A2.1 5 3 301.000 0.00 0.91 0.00 0.00 0.71 0.0 12.3 5.4 4.64 5.01 3.78 15 0.60 12.22 14.03 14.10 15.65 16.22 17.68 A2-A3 6 5 80.000 0.00 0.00 0.00 0.00 0.00 0.0 0.0 0.0 0.81 0.81 4.13 6 1.00 14.64 15.44 15.87 16.67 17.68 20.50 A3-A3.1 7 5 68.000 0.47 0.47 0.59 0.28 0.28 10.0 10.0 5.8 1.61 4.57 1.31 15 0.50 14.03 14.37 15.87 15.92 17.68 17.50 A3-A3.2 8 5 50.000 0.00 0.44 0.00 0.00 0.44 0.0 11.9 5.4 2.37 4.57 1.93 15 0.50 14.03 14.28 15.87 15.94 17.68 17.63 A3-A4 9 8 15.000 0.16 0.16 0.99 0.16 0.16 10.0 10.0 5.8 0.92 4.72 0.75 15 0.53 14.28 14.36 16.00 16.00 17.63 17.55 A4-A4.1 10 8 81.000 0.13 0.28 0.99 0.13 0.28 10.0 10.8 5.6 1.56 4.59 1.27 15 0.51 14.28 14.69 16.00 16.05 17.63 16.76 A4-A5 11 10 35.000 0.15 0.15 0.99 0.15 0.15 10.0 10.0 5.8 0.86 4.50 0.70 15 0.49 14.69 14.86 16.08 16.09 16.76 16.80 A5-A5.1 Project File: 21.05.12-CT134-PR Storm Sewer.stm Number of lines: 11 Run Date: 05-12-2021 NOTES: Intensity = 54.94 / (Inlet time + 11.00) ^ 0.74; Return period = 25 Yrs. ; c = cir e = ellip b = box Hydraflow Storm Sewers Extension v6.066 Inlet Report Page 1 Line Inlet ID Q = Q Q Q Junc Curb Inlet Grate Inlet Gutter Inlet Byp No CIA carry capt byp type line Ht L area L W So W Sw Sx n Depth Spread Depth Spread Depr No (cfs) (cfs) (cfs) (cfs) (in) (ft) (sqft) (ft) (ft) (ft/ft) (ft) (ft/ft) (ft/ft) (ft) (ft) (ft) (ft) (in) 1 A1 0.75 0.00 0.75 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.022 0.022 0.013 0.14 6.45 0.14 6.45 0.0 Off 2 A1.1 0.20 0.00 0.20 0.00 Hdwl 0.0 0.00 0.00 0.00 0.00 Sag 0.00 0.000 0.000 0.013 0.00 0.00 0.00 0.00 0.0 Off 3 A2 1.72 0.00 1.72 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.022 0.022 0.013 0.19 8.82 0.19 8.82 0.0 1 4 A2.1 0.92 0.00 0.92 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.018 0.018 0.013 0.14 7.89 0.14 7.89 0.0 Off 5 A3 0.00 0.00 0.00 0.00 MH 0.0 0.00 0.00 0.00 0.00 Sag 0.00 0.000 0.000 0.013 0.00 0.00 0.00 0.00 0.0 Off 6 A3.1 0.81* 0.00 0.00 0.81 MH 6.0 4.00 7.32 4.00 1.83 Sag 2.00 0.020 0.020 0.013 0.00 0.00 0.00 0.00 0.0 Off 7 A3.2 1.61 0.00 1.61 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.027 0.027 0.013 0.20 7.56 0.20 7.56 0.0 3 8 A4 0.00 0.00 0.00 0.00 MH 0.0 0.00 0.00 0.00 0.00 Sag 0.00 0.000 0.000 0.013 0.00 0.00 0.00 0.00 0.0 Off 9 A4.1 0.92 0.00 0.92 0.00 Comb 6.0 4.00 7.32 4.00 1.83 0.005 25.00 0.025 0.025 0.013 0.16 6.44 0.16 6.44 0.0 10 10 A5 0.75 0.00 0.75 0.00 Comb 6.0 4.00 7.32 4.00 1.83 Sag 17.50 0.023 0.023 0.013 0.11 4.78 0.11 4.78 0.0 Off 11 A5.1 0.86 0.00 0.86 0.00 Comb 6.0 4.00 7.32 4.00 1.83 Sag 17.50 0.023 0.023 0.013 0.12 5.22 0.12 5.22 0.0 Off Project File: 21.05.12-CT134-PR Storm Sewer.stm Number of lines: 11 Run Date: 05-12-2021 NOTES: Inlet N-Values = 0.016 ; Intensity = 54.94 / (Inlet time + 11.00) ^ 0.74; Return period = 25 Yrs. ; * Indicates Known Q added. All curb inlets are Horiz throat. Hydraflow Storm Sewers Extension v6.066 0 50 100 150 200 250 300 350 400 450 500 550 600 650 700 6.00 6.00 11.00 11.00 16.00 16.00 21.00 21.00 26.00 26.00 31.00 31.00 Sta 0 + 0 0 . 0 0 - O u t f a l l Gr n d . E l . 1 5 . 1 8 Inv . E l . 9 . 9 1 I n Sta 0 + 3 1 . 0 0 - L n : 1 Rim E l . 1 5 . 3 0 Inv . E l . 1 0 . 2 3 O u t Inv . E l . 1 0 . 3 8 I n 31.000Lf - 18" @ 1.03% Sta 2 + 1 1 . 0 0 - L n : 3 Rim E l . 1 6 . 2 2 Inv . E l . 1 2 . 2 2 O u t Inv . E l . 1 2 . 2 2 I n 180.000Lf - 15" @ 1.02% Sta 5 + 1 2 . 0 0 - L n : 5 Rim E l . 1 7 . 6 8 Inv . E l . 1 4 . 0 3 O u t Inv . E l . 1 4 . 0 3 I n 301.000Lf - 15" @ 0.60% Sta 5 + 6 2 . 0 0 - L n : 8 Rim E l . 1 7 . 6 3 Inv . E l . 1 4 . 2 8 O u t Inv . E l . 1 4 . 2 8 I n 50.000Lf - 15" @ 0.50% Sta 6 + 4 3 . 0 0 - L n : 1 0 Rim E l . 1 6 . 7 6 Inv . E l . 1 4 . 6 9 O u t Inv . E l . 1 4 . 6 9 I n 81.000Lf - 15" @ 0.51% Sta 6 + 7 8 . 0 0 - L n : 1 1 Rim E l . 1 6 . 8 0 Inv . E l . 1 4 . 8 6 O u t 35.000Lf - 15" @ 0.49% HGL Reach (ft) Elev. (ft) Proj. file: 21.05.12-CT134-PR Storm Sewer.stm Hydraflow Storm Sewers Extension Storm Sewer Profile Soil Boring Logs and Test Coring Data For Design and Modification of Traffic Control Signals for the Development of a Commuter Ferry Terminal Project:Carteret Traffic Lights Project no:PCT00134.01 Location:Borough of Carteret, NJ C-1 9.0 C-2 8.0 C-3 9.5 C-4 8.5 C-5 7.0 C-6 5.0 C-7 8.0 C-8 10.5 C-9 7.0 Pavement Core Thickness (Inch) Pavement Core No. B-x APPROXIMATE LEGENDS B-4 B-2 B-3 LOCATION OF TEST BORING INDICATES C-1 APPROXIMATE LOCATION OF PAVEMENT INDICATES CORE B-1 C-1 C-2 C-3 C-4 C-5 C-6C-7 C-8 C-9 Sheet: 1 of 1 Boring No.: B-1 Sampler: 2" split spoon Location Plan: Hammer/Fall: 140lbs/30"Drilling Company:Craig Test Boring Co. Inc. Rig Type/Drilling Method: Driller: E. Flanagan Helper: J. Craig Project#:Ground Elevation:~+31.3'Date/Time:Drilling Inspector:A. Pant, P.E. Start Date:Depth To Water:NR Soils Engineer:P. Echaniz, P.E. End Date:Ground Water Elev:NR Depth Blows Below Casing ID Depth Identification of Soils/Remarks Stratigraphy Surface (ft)per ft.(ft) 1 6 6 S-1 0-2 2 6 6 F 3 5 5 S-2 2-4 (Fill) 4 7 5 4.0' 5 5 8 S-3 4-6 6 8 6 7 11 11 S-4 6-8 8 10 9 9 10 12 S-5 8-10 10 14 12 11 8 9 S-6 10-12 CL 12 7 8 (Firm to 13 M. Hard) 14 15 16 4 5 S-7 15-17 17 6 9 18 19 20 21 7 4 S-8 20-22 22 6 6 22.0' 23 E.O.B. 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 VISUAL IDENTIFICATION TERMS USED Clayey Soils @ Ball Moist Clayey SILT Thread 1/4"Very Loose 0-15%soft (S)0.1-0.5 tsf trace 1-10% SILT & CLAY Thread 1/8"Loose 15-35%firm (F)0.5-1.0 tsf little 10-20% CLAY & SILT Thread 1/16"Medium 35-65%med hard (MH)1.0-2.0 tsf some 20-35% Silty CLAY Thread 1/32"Dense 65-85%hard (H)2.0-4.0 tsf and 35-50% CLAY Thread 1/64"Very Dense 85-100%very hard (VH)over 4.0 tsf Project: Carteret Traffic Signals Carteret, New Jersey Truck Mounted (CME75)/ Mud Rotary PCT00134.01 4/16/2021 4/16/2021 Automatic Hammer Sample Sampler per 6 Inches S-1 No Recovery S-2 Fill- Gray cmf SAND, trace Silt & Clay, and cmf Gravel R=4" S-3 Reddish Brown CLAY & SILT, trace cmf Sand, trace+ cmf Gravel PP= 3.0 TSF (Tv)peak= 0.5 TSF (Tv)residual= 0.4 TSF R=18" S-4 Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel PP= 4.0 TSF (Tv)peak= 0.5 TSF (Tv)residual= 0.5 TSF R=24" S-5 Same as S-4 R=24" PP= 3.5 TSF (Tv)peak= 2.0 TSF (Tv)residual= 1.0 TSF S-6 Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel, with trace stone fragment R=24" S-7 Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel PP= 1.5 TSF (Tv)peak= 0.8 TSF (Tv)residual= 0.7 TSF R=24" S-8 Same as S-7 R=24" PP= 2.0 TSF (Tv)peak= 0.75 TSF (Tv)residual= 0.6 TSF End of Test Boring at 22.0 feet warranty is made either expressed or implied that the information is suitable for any other purpose. # This boring was drilled through asphalt pavement. # Mud rotary drilling was started at 10 feet depth. # This boring was drilled solely to obtain the soil properties for the design of the proposed trafiic signal foundation at this location. No (Based on Shearing Strength)Proportions Used # Groundwater table was not recorded due to mud rotary driling. # The ground elevation was interpolated from the Site Plan drawing prepared by CME Associates. Consistency of Clayey Soils slight PL low PL med PL high PL very high PL Relative Density (Dr) of Granular Soils Sheet: 1 of 1 Boring No.: B-2 Sampler: 2" split spoon Location Plan: Hammer/Fall: 140lbs/30"Drilling Company:Craig Test Boring Co. Inc. Rig Type/Drilling Method: Driller: E. Flanagan Helper: J. Craig Project#:Ground Elevation:~+24.0'Date/Time:Drilling Inspector:A. Pant, P.E. Start Date:Depth To Water:NR Soils Engineer:P. Echaniz, P.E. End Date:Ground Water Elev:NR Depth Blows Below Casing ID Depth Identification of Soils/Remarks Stratigraphy Surface (ft)per ft.(ft) 1 16 15 S-1 0-2 F (Fill) 2 9 11 2.0' 3 9 5 S-2 2-4 4 12 8 SM 5 5 8 S-3 4-6 (Medium) 6 8 7 7 6 6 S-4 6-8 8 6 6 8.0' 9 5 4 S-5 8-10 10 4 4 11 2 3 S-6 10-12 12 4 4 13 14 CL 15 (Soft to 16 4 8 S-7 15-17 M. Hard) 17 14 11 18 19 20 21 5 8 S-8 20-22 22 16 15 22.0' 23 E.O.B. 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 VISUAL IDENTIFICATION TERMS USED Clayey Soils @ Ball Moist Clayey SILT Thread 1/4"Very Loose 0-15%soft (S)0.1-0.5 tsf trace 1-10% SILT & CLAY Thread 1/8"Loose 15-35%firm (F)0.5-1.0 tsf little 10-20% CLAY & SILT Thread 1/16"Medium 35-65%med hard (MH)1.0-2.0 tsf some 20-35% Silty CLAY Thread 1/32"Dense 65-85%hard (H)2.0-4.0 tsf and 35-50% CLAY Thread 1/64"Very Dense 85-100%very hard (VH)over 4.0 tsf high PL very high PL of Granular Soils (Based on Shearing Strength)Proportions Used slight PL low PL med PL Relative Density (Dr)Consistency of Clayey Soils # Mud rotary drilling was started at 8 feet depth. # Groundwater table was not recorded due to mud rotary driling. # The ground elevation was interpolated from the Site Plan drawing prepared by CME Associates. # This boring was drilled solely to obtain the soil properties for the design of the proposed trafiic signal foundation at this location. No warranty is made either expressed or implied that the information is suitable for any other purpose. # This boring was drilled through asphalt pavement. S-8 Same as S-5 R=24" PP= 2.5 TSF (Tv)peak= 1.2 TSF (Tv)residual= 1.0 TSF End of Test Boring at 22.0 feet S-7 Same as S-5 R=24" PP= 3.5 TSF (Tv)peak= 0.4 TSF (Tv)residual= 0.4 TSF S-5 Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel R=24" S-6 Same as S-5 R=12" S-2 Yellow and Reddish Brown f SAND, some Silt & Clay, trace mf Gravel R=19'' S-3 Reddish Brown mf SAND, trace+ Silt & Clay R=18" S-4 Reddish Brown mf+ SAND, some Silt & Clay R=22" 4/16/2021 Sample Sampler per 6 Inches S-1 Fill- Gray cmf SAND, little Silt & Clay, little cmf Gravel R=16" Project: Carteret Traffic Signals Carteret, New Jersey Automatic Hammer Truck Mounted (CME75)/ Mud Rotary PCT00134.01 4/16/2021 Sheet: 1 of 1 Boring No.: B-3 Sampler: 2" split spoon Location Plan: Hammer/Fall: 140lbs/30"Drilling Company:Craig Test Boring Co. Inc. Rig Type/Drilling Method: Driller: E. Flanagan Helper: J. Craig Project#:Ground Elevation:~+21.0'Date/Time:Drilling Inspector:A. Pant, P.E. Start Date:Depth To Water:NR Soils Engineer:P. Echaniz, P.E. End Date:Ground Water Elev:NR Depth Blows Below Casing ID Depth Identification of Soils/Remarks Stratigraphy Surface (ft)per ft.(ft) 1 16 19 S-1 0-2 F (Fill) 2 15 16 2.0' 3 11 8 S-2 2-4 4 10 12 5 10 8 S-3 4-6 6 10 9 7 15 12 S-4 6-8 8 12 13 9 5 5 S-5 8-10 10 6 6 CL 11 4 5 S-6 10-12 (Firm to 12 9 10 M. Hard) 13 14 15 16 15 9 S-7 15-17 17 9 10 18 19 20 21 4 6 S-8 20-22 22 8 7 22.0' 23 E.O.B. 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 VISUAL IDENTIFICATION TERMS USED Clayey Soils @ Ball Moist Clayey SILT Thread 1/4"Very Loose 0-15%soft (S)0.1-0.5 tsf trace 1-10% SILT & CLAY Thread 1/8"Loose 15-35%firm (F)0.5-1.0 tsf little 10-20% CLAY & SILT Thread 1/16"Medium 35-65%med hard (MH)1.0-2.0 tsf some 20-35% Silty CLAY Thread 1/32"Dense 65-85%hard (H)2.0-4.0 tsf and 35-50% CLAY Thread 1/64"Very Dense 85-100%very hard (VH)over 4.0 tsf high PL very high PL of Granular Soils (Based on Shearing Strength)Proportions Used slight PL low PL med PL Relative Density (Dr)Consistency of Clayey Soils # Mud rotary drilling was started at 8 feet depth. # Groundwater table was not recorded due to mud rotary driling. # The ground elevation was interpolated from the Site Plan drawing prepared by CME Associates. # This boring was drilled solely to obtain the soil properties for the design of the proposed trafiic signal foundation at this location. No warranty is made either expressed or implied that the information is suitable for any other purpose. # This boring was drilled through asphalt pavement. S-8 Same as S-3 R=16" PP= 2.0 TSF (Tv)peak= 0.9 TSF (Tv)residual= 0.75 TSF End of Test Boring at 22.0 feet S-7 Same as S-3 R=13" PP= 1.0 TSF (Tv)peak= 0.5 TSF (Tv)residual= 0.4 TSF S-5 Same as S-3 R=24" S-6 Same as S-3 R=14" PP= 2.5 TSF (Tv)peak= 0.75 TSF (Tv)residual= 0.75 TSF S-2 Yellow and Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel R=13" S-3 Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel PP= 4.0 TSF (Tv)peak= 1.0 TSF (Tv)residual= 0.8 TSF R=13" S-4 Same as S-3 R=19" PP= 3.0 TSF (Tv)peak= 1.2 TSF (Tv)residual= 1.2 TSF 4/16/2021 Sample Sampler per 6 Inches S-1 Fill- Black asphalt pavement materials R=18" Project: Carteret Traffic Signals Carteret, New Jersey Automatic Hammer Truck Mounted (CME75)/ Mud Rotary PCT00134.01 4/16/2021 Sheet: 1 of 1 Boring No.: B-4 Sampler: 2" split spoon Location Plan: Hammer/Fall: 140lbs/30"Drilling Company:Craig Test Boring Co. Inc. Rig Type/Drilling Method: Driller: E. Flanagan Helper: J. Craig Project#:Ground Elevation:~+18.3'Date/Time:Drilling Inspector:A. Pant, P.E. Start Date:Depth To Water:NR Soils Engineer:P. Echaniz, P.E. End Date:Ground Water Elev:NR Depth Blows Below Casing ID Depth Identification of Soils/Remarks Stratigraphy Surface (ft)per ft.(ft) 1 F 2 22 13 S-1 1-3 (Fill) 3 11 9 3.0' 4 13 10 S-2 3-5 5 7 8 6 8 8 S-3 5-7 7 7 8 8 10 10 S-4 7-9 9 12 10 10 7 4 S-5 9-11 CL 11 5 6 (Firm to 12 8 5 S-6 11-13 M. Hard) 13 7 8 14 15 16 4 15 S-7 15-17 17 10 10 18 19 20 20.0' 21 10 14 S-8 20-22 SM 22 20 18 22.0' 23 E.O.B. 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 VISUAL IDENTIFICATION TERMS USED Clayey Soils @ Ball Moist Clayey SILT Thread 1/4"Very Loose 0-15%soft (S)0.1-0.5 tsf trace 1-10% SILT & CLAY Thread 1/8"Loose 15-35%firm (F)0.5-1.0 tsf little 10-20% CLAY & SILT Thread 1/16"Medium 35-65%med hard (MH)1.0-2.0 tsf some 20-35% Silty CLAY Thread 1/32"Dense 65-85%hard (H)2.0-4.0 tsf and 35-50% CLAY Thread 1/64"Very Dense 85-100%very hard (VH)over 4.0 tsf high PL very high PL of Granular Soils (Based on Shearing Strength)Proportions Used slight PL low PL med PL Relative Density (Dr)Consistency of Clayey Soils # Mud rotary drilling was started at 13 feet depth. # Groundwater table was not recorded due to mud rotary driling. # The ground elevation was interpolated from the Site Plan drawing prepared by CME Associates. # This boring was drilled solely to obtain the soil properties for the design of the proposed trafiic signal foundation at this location. No warranty is made either expressed or implied that the information is suitable for any other purpose. # This boring was drilled through asphalt pavement. S-8 Gray and Reddish Brown cmf SAND, little Silt & Clay, trace f Gravel R=24" End of Test Boring at 22.0 feet S-7 Reddish Brown SILT & CLAY, trace cmf Sand, trace cmf Gravel, with trace stone fragment R=17" PP= 2.3 TSF (Tv)peak= 1.5 TSF (Tv)residual= 1.0 TSF PP= 4.0 TSF (Tv)peak= 1.4 TSF (Tv)residual= 0.9 TSF S-5 Same as S-2 R=3" PP= 1.3 TSF (Tv)peak= 1.0 TSF (Tv)residual= 1.0 TSF S-6 Reddish Brown SILT & CLAY, trace cmf Sand, trace+ cmf Gravel PP= 3.5 TSF (Tv)peak= 1.7 TSF (Tv)residual= 1.4 TSF R=10" R=8" S-2 Reddish Brown SILT & CLAY, trace- cmf Sand, trace cmf Gravel PP= 4.0 TSF (Tv)peak= 0.9 TSF (Tv)residual= 0.8 TSF R=6" S-3 Same as S-2 R=13" PP= 1.6 TSF (Tv)peak= 1.1 TSF (Tv)residual= 0.75 TSF S-4 Same as S-2 R=12" 4/16/2021 Sample Sampler per 6 Inches Drilled through 12" asphalt pavement material. S-1 Fill- Gray Brown cmf SAND, trace+ Silt & Clay, trace cmf Gravel Project: Carteret Traffic Signals Carteret, New Jersey Automatic Hammer Truck Mounted (CME75)/ Mud Rotary PCT00134.01 4/16/2021 CME ASSOCIATES BURMISTER SOIL SAMPLE CLASSIFICATION SYSTEM Soils were classified in accordance with the American Society for Engineering Education System of Definition as proposed by DM Burmister DEFINITION OF SOIL COMPONENTS AND FRACTIONS MATERIALS FRACTION SIEVE SIZE DEFINITION Boulders N.A. 9" + Material ret. on 9" sieve Cobbles N.A. 3" to 9" Material passing 9" and retained on 3" sieve Gravel coarse medium fine 1" to 3" 3/8"to 1" no.10 to 3/8 Material passing 3"and retained on the No. 10 sieve Sand Coarse medium fine No.30 to No.10 No.60 to No. 30 No.200 to No. 60 Material passing the No. 30 sieve and retained on No. 200 Silt N.A. Passing No. 200 Definition below Silt is further defined as that material passing the No. 200 Sieve that is non-plastic and exhibits little or no strength when air dried. MATERIAL PLASTICITY PLASTICITY INDEX Clayey Silt slight 1 to 5 Silt & Clay low 5 to 10 Clay Soil (definition) Clay & Silt Medium 10 to 20 Silty Clay High 20 to 40 Clay Very High 40 (+) Clay-soil is defined as material passing the No. 200 sieve that can be made to exhibit plasticity and clay qualities within a certain range of moisture content and which exhibits considerable strength when air dried. Organic Silt is defined as the material passing the No. 200 Sieve which exhibits plastic properties within a certain range of moisture content and exhibits fine granular and organic characteristics and is further described as low to very high plasticity based on Plasticity Index. BURMISTER SOIL CLASSIFICATION SYSTEM (CONTINUED) DEFINITION OF COMPONENT PROPORTIONS COMPONENT WRITTEN FORM PROPORTIONS PERCENTAGE RANGE BY WEIGHT PRINCIPAL CAPITALS N.A. 50 and more Minor Lower case and some little trace 35 to 50 20 to 35 10 to 20 1 to 10 RELATIVE DENSITY OF GRANULAR SOILS PENETRATION RESISTANCE N (BLOW S/FT) RELATIVE DENSITY 0-4 Very Loose 4-10 Loose 10-30 Medium 30-50 Dense >50 Very Dense After Terzaghi and Peck, 1948 (Reference) CONSISTENCY OF FINE GRAINED SOILS MAXIMUM SHEARING STRENGTH (TSF) RELATIVE CONSISTENCEY <0.05 Very Soft 0.05-0.1 Soft 0.1-0.5 Medium Soft 0.5-1.0 Firm or Stiff 1.0-2.0 Medium Hard 2.0-4.0 Hard >4.0 Very Hard After DM Burmister (Reference) SOIL CLASSIFICATION CHART MAJOR DIVISIONS GROUP SYMBOLS ASTM D2487 TYPICAL DESCRIPTIONS COARSE GRAINED SOILS MORE THAN 50% RETAINED ON NO. 200 SIEVE GRAVELS 50% OR MORE OF COARSE FRACTION RETAINED ON NO.4 SIEVE CLEAN GRAVELS ** * GW WELL GRADED GRAVELS & GRAVEL-SAND MIXTURES, LITTLE OR NO FINES GP POORLY GRADED GRAVELS & GRAVEL-SAND MIXTURES, LITTLE OR NO FINES GRAVELS WITH FINES GM SILTY GRAVELS, GRAVEL-SAND-SILT MIXTURES GC CLAYEY GRAVELS, GRAVEL-SAND-CLAY MIXTURES SANDS MORE THAN 50% OF COARSE FRACTION PASSES NO.4 SIEVE CLEAN SANDS * * * SW WELL GRADED SANDS & GRAVELLY SANDS, LITTLE OR NO FINES SP POORLY GRADED SANDS & GRAVELLY SANDS, LITTLE OR NO FINES SANDS WITH FINES * * * SM SILTY SANDS, SAND-SILT MIXTURES SC CLAYEY SANDS, SAND - CLAY MIXTURES FINE GRAINED SOILS 50% OR MORE PASSES NO. 200 SIEVE * SILTS AND CLAYS LIQUID LIMIT 50 % OR LESS ML INORGANIC SILTS, VERY FINE SANDS, ROCK FLOUR, SILTY OR CLAYEY FINE SANDS OR CLAYEY SILTS WITH SLIGHT PLASTICITY CL INORGANIC CLAYS OF LOW TO MEDIUM PLASTICITY, SANDY OR GRAVELLY CLAYS, SILTY CLAYS, LEAN CLAYS OL ORGANIC SILTS & ORGANIC SILTY CLAYS OF LOW PLASTICITY SILTS & CLAYS LIQUID LIMIT GREATER THAN 50 % MH INORGANIC SILTS OF HIGH PLASTICITY, MICACEOUS OR DIATOMACEOUS FINE SANDY OR SILTY SOILS, ELASTIC SILTS CH INORGANIC CLAYS OF HIGH PLASTICITY, FAT CLAYS OH ORGANIC CLAYS OR SILTS OF HIGH PLASTICITY HIGHLY ORGANIC SOILS PT PEAT AND OTHER HIGHLY ORGANIC SILTS * BASED ON MATERIAL PASSING THE 3 INCH (75MM) SIEVE GRADATION TERM % BY WEIGHT * * * COMBINED SYMBOLS (GP-GM, SP-SM, GW-GM, SW-SM) INDICATE BETWEEN 6 AND 12 % FINES TRACE . . . . . . . . . . . .. 1 TO 12 CL-ML COMBINED SYMBOL INDICATES BORDERLINE CASE FINE GRAINED ABOVE "A" LINE PI BETWEEN 4 AND 7 PERCENT SOME . . . . . . . . . . . .. 12 TO 30 GW - D60/D10 GREATER THAN 4 AND (D30**2)/(D60) (D10) BETWEEN 1 AND 3 ADD "Y" . . . . . . . . . . . . OVER 30 SW - D60/D10 GREATER THAN 6 AND (D30**2)/(D60) (D10) BETWEEN 1 AND 3 CME ASSOCIATES ® Project: Carteret Traffic Signals Carteret, New Jersey Sheet: 1 of 1 �, __ ASSOCIATES Boring No.: Sampler: 2" split spoon Hammer/Fall: 1401bs/30" Rig Type/Drilling Method: - Location Plan . Drilling Company ks c Driller: elper: T., Project#: PCT00134.01 Ground Elevation: Date/Time: Drilling Inspector: A. Pant, P.E. Soils Engineer: P. Echaniz, P.E. Start Date: 68.1 f 14, 1 2'-3. Depth To Water: End Date: s+ Ground Water Elev: Depth Below Surface (ft) Blows Sample Identification of Soils/Remarks Stratigraphy Casing per ft. Sampler per 6 Inches ID Depth (ft) 1 6 S-1 0-2 t bi —22 2 3 S-2 2-4 t2:-.4'4 �‘4 1 s x . +® G1 (1 14 S �� t 5 S-3 4-6 am r4.4t> t a 5 ® �} 6 7 s" S-4 6-8 P t 1.,_ 1 8 ,• 9 3 1-2— S-5 8-10 ' ,. ', 0 I aI bt ' — --::---2_,W ' 10 11 S 5 S-6 10-12 5 t >l.6' ® 122 ,+ . °w'$ LT -. 4. 0, 12 13 14 15 16 W C S-7 15-17 0® t r..._' i- Chrkf- it i f a',. , Cad T C,,Affr% - .e ¶ es, 2.12.A.1" 17 18 19 ®' QN ; 20 5® I t— 21 Li S-8 20-22 22 properties for the design this location. No warranty is information is suitable for ....'6• # This boring was drilled solely to obtain soil of the proposed trafiic signal foundation at made either expressed or implied that the any other purpose. 24 25 26 S-9 25-27 27 28 29 30 31 S-10 30-32 32 • 33 34 35 36 S-11 35-37 37 38 39 40 41 S-12 40-42 42 VISUAL IDENTIFICATION TERMS USED Clayey SILT SILT & CLAY CLAY & SILT Silty CLAY CLAY Clayey Soils @ Ball Moist Relative Density (Dr) of Granular Soils Consistency of Clayey Soils (Based on Shearing Strength) Proportions Used slight PL Thread 1/4" low PL Thread 1/8" med PL Thread 1/16" high PL Thread 1/32" very high PL Thread 1/64" Very Loose 0-15% Loose 15-35% Medium 35-65% Dense 65-85% Very Dense 85-100% soft (S) 0.1-0.5 tsf firm (F) 0.5-1.0 tsf med hard (MH) 1.0-2.0 tsf hard (H) 2.0-4.0 tsf very hard (VH) over 4.0 tsf trace 1-10% little 10-20% some 20-35% and 35-50% ;164.,,s k!s Project#: Project: Carteret Traffic Signals Carteret, New Jersey Sampler: 2" split spoon Hammer/Fall: 140Ibs/30" Rig Type/Drilling Method: PCT00134.01 Ground Elevation Date/Time: Start Date: ©M j % Depth To Wate 1st End Date: to Ground Water Elev: Sheet: 1 of Boring No.: Location Plan: Drilling Company: DrillerZ 4-12. elper: .3 - Drilling Inspector: Soils Engineer: A. Pant, P.E. P. Echaniz, P.E. Depth Below Surface (ft) Blows Sample Casing per ft. Sampler per 6 Inches ID Depth (ft) Identification of Soils/Remarks Stratigraphy S-1 0-2 S i roe -z 2 3 4 5 6 7 6 d -3- S-2 2-4 S-3 S-4 &A 4;' T5 4 6 ( Sa t �"tcL hn.5--[,t v=0—.46 8 1, C, ,•' . :51^ fti .%.4 1 ctcs-y„ 8 9 10 y 11 12 13 14 15 16 17 8 19 20 21 22 23 24 25 26 27 28 29 30 S-5 8-10 S-6 10-12 9- yOmc 5;14 Gel &‘.S' -9% 8 c& Grn.f $ S-7 15-17 $.—% , 1 6 k Art C S�F CA14..C4.*- J S-8 5— 1—, 151-1 csi S®s- 20-22 S CIL)) S —S P2 . 241 2. 2-01'6 S-9 25-27 31 32 33 S-10 30-32 34 35 36 S-11 35-37 37 38 39 40 41 S-12 40-42 42 2.2 - # This boring was drilled solely to obtain soil properties for the design of the proposed trafiic signal foundation at this location. No warranty is made either expressed or implied that the information is suitable for any other purpose. VISUAL IDENTIFICATION TERMS USED Clayey SILT SILT & CLAY CLAY & SILT Silty CLAY CLAY Clayey Soils @ Ball Mois slight PL low PL med PL high PL very high PL Relative Density (Dr) of Granular Soils Consistency of Clayey Soils (Based on Shearing Strength) Proportions Used Thread 1/4" Thread 1/8" Thread 1/16" Thread 1/32" Thread 1/64" Very Loose Loose Medium Dense Very Dense 0-15% 15-35% 35-65% 65-85% 85-100% very hard (VH) soft (S) firm (F) med hard (MH) hard (H) 0.1-0.5 tsf 0.5-1.0 tsf 1.0-2.0 tsf 2.0-4.0 tsf over 4.0 tsf trace little some and 1-10% 10-20% 20-35% 35-50% ® Project: Carteret Traffic Signals Carteret, New Jersey Sheet: 1 of 1 R , ASSOCIATES Boring No.: Sampler: 2" split spoon Hammer/Fall: 140lbs/30" Rig Type/Drilling Method: `y " ` Location Plan Drilling Company: Driller: , o elper: m C., €. Project#: PCT00134.01 Ground Elevation: Date/Time: Drilling Inspector: A. Pant, P.E. Soils Engineer: P. Echaniz, P.E. Start Date: ar.4 1 1 4.1 tom Depth To Water: tu. End Date: % r Ground Water Elev: Depth Blows Sample Identification of Soils/Remarks Stratigraphy Below Surface (ft) Casing per ft. Sampler per 6 Inches ID Depth (ft) 1 S-1 0-2 r1, ,-. ti- gig .p Is," '‘A.1 - 2 ,i. 1.`i 3 S-2 2-4 ®7- ., 2, - a� f LS a ®t� wf a 4 .1 5 S-3 4 6 4 t — 6 ®.. S a°..) • 5.L $ ^ .11 7 S-4 6-8 8 '® ~ Plit t 5-'4/41- r _ 9 S-5 8-10 10 11 LA, 5 S-6 10-12 5.-N, SA - 1 6 r J 1 �A �. 12 4..4 . 13 14 15 1>1 P 16 3S- S-7 15-17 17 18 19 1� • # This boring was drilled of the proposed trafiic made either expressed any other purpose. 1 ► " le -1 20 21 S-8 20-22 22 , 23 24 -----®0 solely to obtain soil properties for the design signal foundation at this location. No warranty is or implied that the information is suitable for • 25 26 S-9 25-27 27 28 29 30 31 S-10 30-32 32 33 34 35 36 S-11 35-37 37 38 39 40 41 S-12 40-42 42 VISUAL IDENTIFICATION TERMS USED Clayey SILT SILT & CLAY CLAY & SILT Silty CLAY CLAY Clayey Soils @ Ball Moist Relative Density (Dr) of Granular Soils Consistency of Clayey Soils (Based on Shearing Strength) Proportions Used slight PL Thread 1/4" low PL Thread 1/8" med PL Thread 1/16" high PL Thread 1/32" very high PL Thread 1/64" Very Loose 0-15% Loose 15-35% Medium 35-65% Dense 65-85% Very Dense 85-100% soft (S) 0.1-0.5 tsf firm (F) 0.5-1.0 tsf med hard (MH) 1.0-2.0 tsf hard (H) 2.0-4.0 tsf very hard (VH) over 4.0 tsf trace 1-10% little 10-20% some 20-35% and 35-50% o�• ASSOCIATES Project#: PCT001 Start Date: 04 I if, Project: Carteret Traffic Signals Carteret, New Jersey Sampler: 2' split spoon Hammer/Fall: 1401bs/30" Rig Type/Drilling Method: 34.01 Ground Elevation: End Date: Depth To Water: Ground Water Elev: Date/Time: Sheet: 1 of 1 Boring No.: Location Plan: Drilling Company: Driller: . Fl He per: " Drilling Inspector: A. Pant, P.E. Soils Engineer: P. Echaniz, P.E. Depth Below Surface (ft) Blows Sample Casing per ft. Sampler per 6 Inches ID Depth (ft) Identification of Soils/Remarks Stratigraphy 1 S-1 A-2^' -3 2 3 ' 9 S-2 -24 4 gas 5 S-3 6 V- 7 S-4 8 O 9 S-5 14-19 448 10 5- 11 S-6 10-12 12 13 14 M 15 fl mot 5 3.0 16 1-5 S-7 15-17 17 SA, 18 19 20 21 to LH S-8 20-22 22 i$ 23 24 25 26 S-9 25-27 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 S-10 30-32 S-11 35-37 S-12 40-42 s 2, Si -,s‘ I,. taw $fl s31T e -g" 2 5 \ e e , j w+---.1 . ctrl \A}- T di- Z- Cc Cwt - : - ra.fA f- C VSJe S 5 cv-.1. k '•et calk- ems', eye s- AI Za'- 1-2! es%, r • ,>M . c..14, -q._ 5 A4,4 /), }"'`' r s : i I-2._ C 1 c...? IQ— S2' I' tl # This boring was drilled solely to obtain soil properties for the design of the proposed traffic signal foundation at this location. No warranty is made either expressed or implied that the information is suitable for any other purpose. VISUAL IDENTIFICATION TERMS USED Clayey SILT SILT & CLAY CLAY & SILT Silty CLAY CLAY Clayey Soils @ Ball Moist slight PL low PL med PL high PL very high PL Relative Density (Dr) of Granular Soils Consistency of Clayey Soils (Based on Shearing Strength) Proportions Used Thread 1/4" Thread 1/8" Thread 1/16" Thread 1/32" Thread 1/64" Very Loose Loose Medium Dense Very Dense 0-15% 15-35% 35-65% 65-85% 85-100°/q soft firm med hard very (S) (F) hard (MH) (H) hard (VH) 0.1-0.5 tsf 0.5-1.0 tsf 1.0-2.0 tsf 2.0-4.0 tsf over 4.0 tsf trace little some and 1-10% 10-20% 20-35% 35-50% irt- , ilk) t • • • • • - • • 11...& 0 iii/i/i/;iiu k/hhi G/./ t 4� • CA 11 MOM t 1 1 o v