Ba-3296-Cong. Kehilos Yisroel - Traffic Impact Study - 2!2!2022

TRAFFIC IMPACT STUDY
For
Congregation Kehilos Yisroel

Proposed School Use
Property Located at:
200 Van Zile Road

Block 1095 – Lot 1
Township of Brick, Ocean County, NJ
Prepared by:
1904 Main Street 245 Main Street, Suite #110

Lake Como, NJ 07719 Chester, NJ 07930
(732) 681-0760
Nick Verderese, PE Justin P. Taylor, PE, PTOE

NJ PE License #38991 NJ PE License #45988
January 31, 2022
4126-99-001TE
JDP
Traffic Impact Study
Proposed School Use – Brick
INTRODUCTION
It is proposed to provide a school use in an existing House of Worship on a parcel of land located in
the northeast corner of Route 70 and Van Zile Road (CR 42) in the Township of Brick, Ocean County,
New Jersey (see Figure 1 in Appendix A). The site is designated as Block 1095 – Lot 1 on the Township
of Brick Tax Maps. The site is currently developed with a House of Worship. It is proposed to maintain
the existing House of Worship use, along with providing a school use within the same building. Based
on information provided by the applicant, the school will consist of 9th, 10th, 11th, and 12th grades, with
approximately 25 children per grade level and 100 total students (The Project). The site is located
within the R-7.5 – Single Family Residential Zone. Access to the site is currently provided via a full
movement driveway along Hendrickson Avenue, and it is proposed to maintain the driveway in its
current configuration. The site currently provides 117 parking spaces, and these are also proposed to
be maintained.
Dynamic Traffic LLC has been retained to prepare this study to assess the traffic impact associated
with the construction of The Project on the adjacent roadway network. This study documents the
methodology, analyses, findings and conclusions of our study and includes:
 A detailed field inspection was conducted to obtain an inventory of existing roadway

geometry, traffic control, and location and geometry of existing driveways and intersections.
 Existing traffic data was collected via manual turning movement (MTM) counts during the
weekday AM peak period at the intersection of Van Zile Road (CR 42) and Hendrickson
Avenue.
 Projections of traffic to be generated by the proposed development were prepared based upon
proposed operational data provided by the applicant. Site traffic was then assigned to the
adjacent street system based upon the anticipated directional distribution.
 Capacity analyses were conducted for the Existing, No Build, and Build conditions for the
study intersections.
 The proposed point of ingress and egress was inspected for adequacy of geometric design,
spacing and/or alignment to streets and driveways on the opposite side of the street,
relationship to other driveways adjacent to the development, and conformance with accepted
design standards.
 The site plan as designed was reviewed for sufficiency in accommodating the anticipated
vehicle mix.
 The parking layout and supply was assessed based on accepted design standards, local
requirements, and demand experienced at similar developments.
Page 1
EXISTING CONDITIONS
A review of the existing roadway conditions near the proposed site was conducted to provide the basis
for assessing the traffic impact of the development. This included field investigations of the
surrounding roadways and intersections, collection of traffic volume data, and extensive analyses.
Existing Roadway Conditions
The following are descriptions of the roadways in the study area:
Van Zile Road (CR 42) is an Urban Major Collector roadway under Ocean County jurisdiction with
a general north/south orientation. In the vicinity of the site the posted speed limit is 35 MPH and the
roadway provides one travel lane in each direction. Curb and sidewalk are provided along both sides
of the roadway along the site frontage. Van Zile Road provides a curving horizontal alignment and a
relatively flat vertical alignment. The land uses along Van Zile Road in the vicinity of The Project are
primarily residential with commercial uses adjacent to Route 70.
Hendrickson Avenue is a local roadway under Brick Township jurisdiction with an east/west
orientation at its intersection with Van Zile Road that turns to the northeast beyond The Project. In
the vicinity of the site the posted speed limit is 25 MPH and the roadway provides one travel lane in
each direction. Curb and sidewalk are provided along both sides of the roadway. Hendrickson Avenue
provides a straight horizontal alignment with the exception of the curve along the site frontage and a
flat vertical alignment. The land uses along Hendrickson Avenue are mixed residential and school
uses.
Existing Traffic Volumes
Manual turning movement (MTM) counts were conducted on Thursday, January 27, 2022 from 7:00
to 9:00 AM at the intersection of Van Zile Road (CR 42) and Hendrickson Avenue. As identified later
in this report, the proposed school use is anticipated to consist of an 8:30 PM dismissal and a 9:30 PM
dismissal. Both of these dismissal periods are outside of the weekday afternoon peak period, which is
typically between 4:00 PM – 6:00 PM, resulting in low ambient traffic volumes during both of the
dismissal periods. As such, the weekday morning peak street hour was identified as the most
conservative study period in the day which generally lines up with one of the peak activity periods of
the proposed school use as well as the other school uses in the area.
Review of the collected traffic data reveals that the weekday morning peak street hour (PSH) occurs
between 8:00 - 9:00 AM. Figure 2, located in Appendix A, shows the existing peak hour traffic
volumes at the study intersections. The traffic counts are contained in Appendix B.
COVID-19 Traffic Count Normalization
It should be noted that various protocols associated with the COVID-19 pandemic were in effect as of
the time of the traffic counts. As a result, current traffic volumes on the surrounding roadways may be
atypical at this time and not entirely representative of “existing” traffic conditions. Therefore,
historical traffic volume data has been reviewed and compared with current traffic volume data in
order to account for this effect. Specifically, this firm obtained historical traffic data collected by the
New Jersey Department of Transportation (NJDOT) along Van Zile Road just north of the study area
in 2018.
Page 2
In order to perform an appropriate comparison, the 2018 weekday morning peak volume was
increased by an overall four-year growth rate of 3.5% to better represent 2022 conditions. This factor
was calculated by applying a growth rate of 1.0% per year, obtained from the NJDOT Annual
Background Growth Rate Table for Van Zile Road (Urban Major Collector), for a period of three (3)
years and applying a growth rate of 0.50% for the fourth and final year, consistent with NJDOT
methodology. The adjusted 2018 traffic volume data was then compared to the existing 2022 traffic
data as summarized in the table below.
Table I
Weekday Morning Peak Street Hour Traffic Count Comparison
Van Zile Road Peak Hour Traffic Volume
COVID-19
Location Date With Background
As-Counted Adjustment Factor
Growth [1]
Van Zile Road North of October 2018 601 622
-
Hendrickson Avenue January 2022 663 633
[1]
2018 data increased by an overall four-year growth rate of 3.5% per NJDOT methodology.
As seen above, the current traffic volume data was found to be higher in the weekday morning peak
street hour than the historical traffic volume data grown to the current year; therefore, no adjustment
factor was applied to the as-counted 2022 traffic volume data. The historical NJDOT traffic counts
are contained in Appendix B.
Existing Capacity Analysis
The methodology utilized in the capacity analyses is described in the Highway Capacity Manual,
published by the Transportation Research Board. In general, the term Level of Service (LOS) is used
to provide a “qualitative” evaluation of capacity based upon certain “quantitative” calculations related
to empirical values, such as traffic volume and intersection control.
An unsignalized (STOP sign controlled) driveway or side street along a through route is seldom critical
from an overall capacity standpoint, however, it may be of great significance to the capacity of the
minor cross-route, and it may influence the quality of traffic flow on both. When analyzing an
unsignalized intersection, it is assumed that both the major street through and right turn movements
are unimpeded and have the right-of-way over all side street traffic and left turns from the major street.
All other turning movements in the intersection cross, merge with, or are otherwise impeded by major
street movements. Traffic delays at unsignalized intersections are determined by sequentially
processing these impeded movements. Table II describes the level of service ranges for unsignalized
(stop controlled) intersections.
Page 3
Table II
Level of Service Criteria
for Unsignalized Intersections
Level of Average Control Delay
Service (seconds per vehicle)
a 0.0 to 10.0
b 10.1 to 15.0
c 15.1 to 25.0
d 25.1 to 35.0
e 35.1 to 50.0
f greater than 50.0
It should be noted that the analyses within the Highway Capacity Manual assume a random arrival for
all the movements, which may not be the case if an adjacent traffic signal is present that platoons
vehicles, such as the signalized intersections of Route 70 with Van Zile Road as well as Van Zile Road
with Harrison Avenue.
All capacity analyses were performed utilizing Synchro 11 software. It should be noted that the
existing percentage of trucks and peak hour factors were used in the existing analysis. Table III
summarizes the existing levels of service (LOS) and delays. All capacity analysis calculation
worksheets are contained in Appendix C.
Table III
Existing Levels of Service
Direction/
Intersection AM PSH
Movement
WB LR c (19)
Van Zile Road (CR 42) & Hendrickson Avenue
SB L a (8)
a (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle)
The following is a discussion pertaining to the existing intersection analyzed.
Hendrickson Avenue intersects Van Zile Road to form an unsignlized T-intersection with the
westbound approach of Hendrickson Avenue operating under stop control. The northbound approach
of Van Zile Road provides a shared through/right turn lane, while the southbound approach provides
a shared left turn/through lane. The westbound approach of Hendrickson Avenue provides a shared
left turn/right turn lane.
A review of the existing analysis reveals that all movements at the intersection operate at levels of
service “C” or better during the analyzed peak period. See Table III for the individual movement levels
of service and delays.
Page 4
FUTURE CONDITIONS
Traffic volumes and operational analyses were developed for both the 2024 No Build and Build
conditions. The No Build conditions provide a baseline for assessing the impact of the site
development traffic on the roadway system. The process of developing the No Build and Build traffic
volumes and the subsequent analyses is outlined below.
Regardless of whether the subject site is developed or not, traffic volumes on the surrounding
roadways are expected to increase as a result of developments throughout the region. A growth rate
for roadways within the study area was obtained from the NJDOT Annual Background Growth Rate
Table, which indicates a growth rate of 1.5% per year (Hendrickson Avenue – Urban Local roadway).
Future 2024 No Build traffic volumes were developed by applying the background growth rate of 1.5%
for two (2) years to the study area roadways existing traffic volumes. Figure 3, in Appendix A, shows
the 2024 No Build traffic volumes.
Traffic Generation
Trip generation projections for The Project were prepared based upon proposed operational data
provided by the applicant. As mentioned above, upon full buildout of the project the school is
anticipated to have 25 students in each grade level, for a total of 100 students. Additionally, each grade
level is anticipated to have 3 staff members associated with it, plus 1 custodial, for a total of 13 staff
members. The school day for all of the grade levels will begin at 8:00 AM, with drop-off anticipated
from 7:45 – 8:00 AM. Dismissal for 9th and 10th grades will be 8:30 PM, while 11th and 12th grades will
be dismissed at 9:30 PM.
The applicant proposes to operate 5 vans which accommodate 12 students each for a total of 60
students. The remainder of the students (40) will be dropped off and picked up by parents. As per
information provided by the applicant, 1 or 2 students are anticipated for each of the vehicles as a
result of the carpooling and siblings within the school. Consequently, it has been projected that each
vehicle will contain 1.5 students. This equates to 27 vehicles during the drop-off peak hour. It should
be noted that no students will be permitted to drive themselves. It is also projected that each staff
member will drive independently. Finally, during the dismissal period, it has conservatively been
assumed that only 2 of the vans, or 24 students, will be utilized since only half of the student population
is being dismissed. Should more of the vans be used for each dismissal, then there will be less vehicles
associated with parent pick-up. The projected trip generation associated with the proposed school is
summarized in Table IV below.
Table IV
Proposed Trip Generation
9th/10th Grade 11th/12th Grade
Arrival (7:45 AM)
Trip Type Dismissal (8:30 PM) Dismissal (9:30 PM)
In Out Total In Out Total In Out Total
Staff 13 0 13 0 6 6 0 7 7
Parent Dropoff/Pickup 27 27 54 18 18 36 18 18 36
Vans 5 5 10 2 2 4 2 2 4
Total Trips 45 32 77 20 26 46 20 27 47
Page 5
Once the magnitude of traffic to be generated by the site is known, it is necessary to assign that traffic
to the adjacent street system. The distribution of new traffic to the surrounding roadways is based on
the anticipated student population as well as the location of primary arterial roadways, major
signalized intersections and existing traffic patterns. Located in Appendix A, Figures 4 and 5 illustrate
the anticipated Trip Distribution and Site Generated Volumes. The Site Generated Volumes assigned
to the study area network were added to the No Build traffic volumes to generate the Build traffic
volumes, which are shown in Figure 6.
It should be noted that the morning drop-off period of the proposed school use (7:45 – 8:00 AM) is
anticipated to occur just outside of the weekday morning peak street hour (8:00 – 9:00 AM). However,
in order to provide a conservative analysis, the projected traffic volumes associated with the morning
drop-off period were surcharged onto the weekday morning peak street hour traffic volumes.
Future Capacity Analysis
Operational conditions at the study intersections were analyzed under the No Build and Build
conditions and are summarized in Table V below.
Table V
Future Levels of Service
AM PSH
Direction/
Intersection No
Movement Build
Build
WB LR c (20) d (27)
SB L a (8) a (9)
WB L - a (0)
Hendrickson Avenue & Site Driveway
NB LR - b (11)
a (#) - Unsignalized Intersection Level of Service (seconds of delay per vehicle)
A (#) - Signalized Intersection Level of Service (seconds of delay per vehicle)
With the addition of site generated traffic, all movements at the intersection are anticipated to operate
at levels of service “D” or better during the studied peak hours. It should be noted that the anticipated
95th percentile queue length is projected to be 1 vehicle, which is the same as the existing condition of
1 vehicle. See Table V for the individual movement levels of service and delays.
Hendrickson Avenue & Site Driveway
The site driveway intersects Hendrickson Avenue to form an unsignalized T-intersection with the
northbound approach of the site driveway operating under stop control. The eastbound approach of
Hendrickson Avenue provides a shared through/right turn lane, while the westbound approach
provides a shared left turn/through lane. The northbound approach of the site driveway provides a
shared left turn/right turn lane.
With the addition of site generated traffic, the driveway is anticipated to operate at levels of service
“B” or better during the studied peak hours. See Table V for the individual movement levels of service
and delays.
Page 6
SITE PLAN
Site Access and Circulation
The site plan was reviewed with respect to the site access and on-site circulation design. As noted
previously, access to The Project will be maintained via the existing full movement driveway along
Hendrickson Avenue.
The internal layout of the site is also not proposed to change as a result of The Project. However, in
order to facilitate the drop-off/pick-up nature of the proposed use, it is our recommendation that
modifications to the circulation patterns be made. Specifically, it is recommended that the access aisles
along the eastern side of the building be converted to one-way operation in the northbound direction.
This would include the aisle at the northeast corner of the building. The entering vehicles dropping off
and picking up students would be required to turn left upon entering the site and would circulate the
parking area in a clockwise direction. The proposed modification would provide over 600 feet of
queueing area on the site, which will be more than sufficient to accommodate the anticipated demand.
It should be noted that the surrounding area was also reviewed when evaluating the anticipated
circulation patterns. Veteran Memorial Elementary School and Veterans Memorial Middle School are
located just to the northeast of The Project along Hendrickson Avenue. Based upon information
provided by the school, children are off the buses for the middle school at 7:35 AM, which puts the
peak traffic generation prior to that time. The elementary school begins at 9:00 AM. Consequently,
the drop-off time of 7:45 – 8:00 AM for The Project is optimally located between the peaks of the two
existing schools. Since the dismissal times for The Project are 8:30 PM and 9:30 PM, there is no
anticipated interaction with the public schools. It should also be noted that Friday dismissal times will
be 12:00 PM, which is several hours prior to the 2:10 PM dismissal at the middle school.
The existing site provide 117 parking spaces, inclusive of 6 handicap spaces, in support of The Project.
The Ordinance sets forth a requirement of 1.5 parking spaces per classroom, plus 1 parking space per
each senior class student, if applicable. As mentioned above, seniors will not be permitted to drive and
as such the parking requirement for the school is 6 parking spaces.
It should also be noted that based upon information provide by the applicant, there are approximately
20-40 people who typically attend services during the day and utilize the sanctuary. This number could
increase to a maximum of 50 occupants during holy days. The Ordinance sets forth a requirement of
1 parking space per four occupants for a Place of Assembly, which equates to a requirement of 13
spaces for the sanctuary space. The total parking requirement for the site would be 19 spaces, whereas
117 spaces are provided, and as such the Ordinance parking requirement is met.
Page 7
As noted, it is anticipated that there will be 13 staff members on the site during the day and the
potential for as many as 50 people associated with the sanctuary. Even if this parking overlapped, we
would anticipate a maximum of 63 vehicles parked on the site, which can easily be accommodated by
the 117 parking spaces that exist. In addition, as requested by the Board’s professional planner, an
analysis was performed to determine the maximum occupancy of the sanctuary allowed based on the
available parking spaces and the school use. Using the 13 school staff members, there would be 104
spaces available for use by the sanctuary. This equates to 416 occupants based on the requirement of
1 space per four occupants.
The existing parking stalls are 9’x18’ with approximate 24’ access aisles. The Ordinance requires stall
dimensions of 10’x18’ and access aisles of 25’ and as such variances are required. It is our
understanding that these variances were previously granted for the existing use of the site, and it is our
professional opinion that the design will continue to operate safely and efficiently for the proposed
use. The existing dimensions meet industry standards for low-turnover uses such as those proposed
on the site.
Page 8
FINDINGS & CONCLUSIONS
Findings
Based upon the detailed analyses as documented herein, the following findings are noted:
 The proposed school use is projected to generate 45 entering trips and 32 exiting trips during the
arrival peak hour, 20 entering trips and 26 exiting trips during the 8:30 PM dismissal peak hour,
and 20 entering trips and 27 exiting trips during the 9:30 PM dismissal peak hour that are “new”
to the adjacent roadway network.
 Access to the site will continue to be provided via the existing driveway along Hendrickson
Avenue.
 With the addition of site generated traffic, the intersection of Van Zile Road and Hendrickson
Avenue is anticipated to operate at levels of service “D” or better during the peak hour studied.
 With the addition of site generated traffic, the intersection of Hendrickson Avenue and the site
driveway is anticipated to operate at levels of service “B” or better during the peak hour studied.
 As proposed, The Project’s site driveways and internal circulation have been designed to provide
for safe and efficient movement of automobiles.
 The proposed parking supply and design is sufficient to support the projected demand.
Conclusions
Based upon our Traffic Impact Study as detailed in the body of this report, it is the professional opinion
of Dynamic Traffic LLC that the adjacent street system of the Township of Brick and Ocean County
will not experience any significant degradation in operating conditions with the redevelopment of the
site. The site driveway is located to provide safe and efficient access to the adjacent roadway system.
The site plan as proposed provides for good circulation throughout the site and provides adequate
parking to accommodate The Project’s needs.
Page 9
Appendix A
Traffic Volume Figures
Proposed School Use
Figure 1
4126-99-001TE
Site Location Map
Van Zile Road (CR 42)
#N/A
353
52
#N/A
3 8
5 0
142 Hendrickson Avenue
0
255
90
0
0
Site Driveway
Site
LEGEND
Existing Roadway
AM
Proposed School Use

Figure 2
4126-99-001TE
Existing Traffic Volumes
#N/A
364
54
#N/A
3 8
5 0
0
263
93
0
0
Site Driveway
Site
LEGEND
Existing Roadway
AM
Proposed School Use

Figure 3
4126-99-001TE
No Build Traffic Volumes
#N/A #N/A
(0%)
(0%)
20%
0%
#N/A #N/A
0% (20%) 0% (0%)
0% (80%) 0% (0%)
(0%) 0% Hendrickson Avenue
(0%) 100%
0%
80%
0%
0%
Site Driveway
(100%)
(0%)
(0%)
(0%)
Site
LEGEND
Existing Roadway
IN (OUT)
Proposed School Use

Figure 4
4126-99-001TE
Percent Distribution
#N/A
#N/A
0
9
6 0
26 0
45
0
36
32
0
Site Driveway
Site
LEGEND
Existing Roadway
AM
Proposed School Use

Figure 5
4126-99-001TE
Total Site Generated Trips
#N/A
364
63
#N/A
9 8
31 0
45
263
129
32
0
Site Driveway
Site
LEGEND
Existing Roadway
AM
Proposed School Use

Figure 6
4126-99-001TE
Build Traffic Volumes
Appendix B
Project Information
Dynamic Traffic, LLC
1904 Main Street, Lake Como, NJ 07719
245 Main Street - Suite #110, Chester, NJ 07930
732-681-0760
E/W: Hendrickson Avenue File Name : Van Zile Rd & Hendrickson Ave - AM
N/S: Van Zile Road Site Code : 00000000
Town/County: Brick/Ocean Start Date : 1/27/2022
Job #: 4126-99-001TE Page No :1
Groups Printed- Cars - Trucks - School Buses

Hendrickson Avenue Van Zile Road Van Zile Road
Westbound Northbound Southbound
Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
07:00 AM 0 0 0 0 0 0 23 20 0 43 21 50 0 0 71 114
07:15 AM 2 0 2 0 4 0 24 46 0 70 26 51 0 0 77 151
07:30 AM 2 0 0 0 2 0 32 26 0 58 32 122 0 0 154 214
07:45 AM 1 0 1 0 2 0 42 6 0 48 8 99 0 0 107 157
Total 5 0 3 0 8 0 121 98 0 219 87 322 0 0 409 636
08:00 AM 1 0 1 0 2 0 52 13 0 65 6 92 0 0 98 165
08:15 AM 2 0 0 0 2 0 75 18 0 93 5 82 0 0 87 182
08:30 AM 1 0 0 0 1 0 73 16 0 89 15 92 0 0 107 197
08:45 AM 1 0 2 0 3 0 55 43 0 98 26 87 0 0 113 214
Total 5 0 3 0 8 0 255 90 0 345 52 353 0 0 405 758
Grand Total 10 0 6 0 16 0 376 188 0 564 139 675 0 0 814 1394

Apprch % 62.5 0 37.5 0 0 66.7 33.3 0 17.1 82.9 0 0
Total % 0.7 0 0.4 0 1.1 0 27 13.5 0 40.5 10 48.4 0 0 58.4
Cars 7 0 3 0 10 0 342 170 0 512 120 632 0 0 752 1274
% Cars 70 0 50 0 62.5 0 91 90.4 0 90.8 86.3 93.6 0 0 92.4 91.4
Trucks 2 0 1 0 3 0 26 7 0 33 3 24 0 0 27 63
% Trucks 20 0 16.7 0 18.8 0 6.9 3.7 0 5.9 2.2 3.6 0 0 3.3 4.5
School Buses 1 0 2 0 3 0 8 11 0 19 16 19 0 0 35 57
% School Buses 10 0 33.3 0 18.8 0 2.1 5.9 0 3.4 11.5 2.8 0 0 4.3 4.1
Dynamic Traffic, LLC
1904 Main Street, Lake Como, NJ 07719
245 Main Street - Suite #110, Chester, NJ 07930
732-681-0760
E/W: Hendrickson Avenue File Name : Van Zile Rd & Hendrickson Ave - AM
N/S: Van Zile Road Site Code : 00000000
Town/County: Brick/Ocean Start Date : 1/27/2022
Job #: 4126-99-001TE Page No :2
Hendrickson Avenue Van Zile Road Van Zile Road

Westbound Northbound Southbound
Start Time Left Thru Right Peds App. Total Left Thru Right Peds App. Total Left Thru Right Peds App. Total Int. Total
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Entire Intersection Begins at 08:00 AM
08:00 AM 1 0 1 0 2 0 52 13 0 65 6 92 0 0 98 165
08:15 AM 2 0 0 0 2 0 75 18 0 93 5 82 0 0 87 182
08:30 AM 1 0 0 0 1 0 73 16 0 89 15 92 0 0 107 197
08:45 AM 1 0 2 0 3 0 55 43 0 98 26 87 0 0 113 214
Total Volume 5 0 3 0 8 0 255 90 0 345 52 353 0 0 405 758
% App. Total 62.5 0 37.5 0 0 73.9 26.1 0 12.8 87.2 0 0
PHF .625 .000 .375 .000 .667 .000 .850 .523 .000 .880 .500 .959 .000 .000 .896 .886
Cars 3 0 1 0 4 0 233 80 0 313 47 332 0 0 379 696
% Cars 60.0 0 33.3 0 50.0 0 91.4 88.9 0 90.7 90.4 94.1 0 0 93.6 91.8
Trucks 2 0 1 0 3 0 17 5 0 22 0 15 0 0 15 40
% Trucks 40.0 0 33.3 0 37.5 0 6.7 5.6 0 6.4 0 4.2 0 0 3.7 5.3
School Buses 0 0 1 0 1 0 5 5 0 10 5 6 0 0 11 22
% School Buses 0 0 33.3 0 12.5 0 2.0 5.6 0 2.9 9.6 1.7 0 0 2.7 2.9
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Appendix C
Capacity Analysis
4126-99-001TE Existing - AM
10: Van Zile Road (CR 42) & Hendrickson Avenue
Intersection
Int Delay, s/veh 0.8
Movement WBL WBR NBT NBR SBL SBT
Lane Configurations
Traffic Vol, veh/h 5 3 255 90 52 353
Future Vol, veh/h 5 3 255 90 52 353
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, % 6 - 0 - - 3
Peak Hour Factor 89 89 89 89 89 89
Heavy Vehicles, % 40 67 9 11 10 6
Mvmt Flow 6 3 287 101 58 397
Major/Minor Minor1 Major1 Major2

Conflicting Flow All 851 338 0 0 388 0
Stage 1 338 - - - - -
Stage 2 513 - - - - -
Critical Hdwy 8 7.47 - - 4.2 -
Critical Hdwy Stg 1 7 - - - - -
Follow-up Hdwy 3.86 3.903 - - 2.29 -
Pot Cap-1 Maneuver 215 546 - - 1128 -
Stage 1 576 - - - - -
Stage 2 447 - - - - -
Platoon blocked, % - - -
Mov Cap-1 Maneuver 201 546 - - 1128 -
Mov Cap-2 Maneuver 201 - - - - -
Stage 1 576 - - - - -
Stage 2 417 - - - - -
Approach WB NB SB
HCM Control Delay, s 19.2 0 1.1
HCM LOS C
Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT

Capacity (veh/h) - - 263 1128 -
HCM Lane V/C Ratio - - 0.034 0.052 -
HCM Control Delay (s) - - 19.2 8.4 0
HCM Lane LOS - - C A A
HCM 95th %tile Q(veh) - - 0.1 0.2 -
JDP Synchro 11 Report

01/28/2022 HCM 6th TWSC
4126-99-001TE No Build - AM
Intersection
Lane Configurations
Traffic Vol, veh/h 5 3 263 93 54 364
Future Vol, veh/h 5 3 263 93 54 364
Grade, % 6 - 0 - - 3
Heavy Vehicles, % 40 67 9 11 10 6
Mvmt Flow 6 3 296 104 61 409

Stage 1 348 - - - - -
Stage 2 531 - - - - -
Follow-up Hdwy 3.86 3.903 - - 2.29 -
Pot Cap-1 Maneuver 204 538 - - 1117 -
Stage 1 568 - - - - -
Stage 2 436 - - - - -
Mov Cap-1 Maneuver 190 538 - - 1117 -
Stage 1 568 - - - - -
Stage 2 405 - - - - -
Approach WB NB SB
HCM LOS C

Capacity (veh/h) - - 251 1117 -
HCM Lane V/C Ratio - - 0.036 0.054 -
HCM Lane LOS - - C A A
HCM 95th %tile Q(veh) - - 0.1 0.2 -

01/28/2022 HCM 6th TWSC
4126-99-001TE Build - AM
Intersection
Lane Configurations
Traffic Vol, veh/h 31 9 263 129 63 364
Future Vol, veh/h 31 9 263 129 63 364
Grade, % 6 - 0 - - 3
Heavy Vehicles, % 40 67 9 11 10 6
Mvmt Flow 35 10 296 145 71 409

Stage 1 369 - - - - -
Stage 2 551 - - - - -
Follow-up Hdwy 3.86 3.903 - - 2.29 -
Pot Cap-1 Maneuver 190 520 - - 1078 -
Stage 1 551 - - - - -
Stage 2 423 - - - - -
Mov Cap-1 Maneuver 174 520 - - 1078 -
Stage 1 551 - - - - -
Stage 2 387 - - - - -
Approach WB NB SB
HCM LOS D

Capacity (veh/h) - - 205 1078 -
HCM Lane V/C Ratio - - 0.219 0.066 -
HCM Lane LOS - - D A A
HCM 95th %tile Q(veh) - - 0.8 0.2 -

01/31/2022 HCM 6th TWSC
4126-99-001TE Build - AM
20: Site Driveway & Hendrickson Avenue
Intersection
Movement EBT EBR WBL WBT NBL NBR
Lane Configurations
Traffic Vol, veh/h 147 45 0 8 32 0
Future Vol, veh/h 147 45 0 8 32 0
Sign Control Free Free Free Free Stop Stop
Storage Length - - - - 0 -
Veh in Median Storage, # 0 - - 0 0 -
Grade, % 0 - - -2 -1 -
Heavy Vehicles, % 11 0 0 50 0 0
Mvmt Flow 283 87 0 15 62 0
Major/Minor Major1 Major2 Minor1

Stage 1 - - - - 327 -
Stage 2 - - - - 15 -
Critical Hdwy - - 4.1 - 6.2 6.1
Critical Hdwy Stg 1 - - - - 5.2 -
Critical Hdwy Stg 2 - - - - 5.2 -
Follow-up Hdwy - - 2.2 - 3.5 3.3
Pot Cap-1 Maneuver - - 1200 - 671 725
Stage 1 - - - - 749 -
Stage 2 - - - - 1014 -
Mov Cap-1 Maneuver - - 1200 - 671 725
Mov Cap-2 Maneuver - - - - 671 -
Stage 1 - - - - 749 -
Stage 2 - - - - 1014 -
Approach EB WB NB
HCM Control Delay, s 0 0 10.9
HCM LOS B
Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

Capacity (veh/h) 671 - - 1200 -
HCM Lane V/C Ratio 0.092 - - - -
HCM Control Delay (s) 10.9 - - 0 -
HCM Lane LOS B - - A -
HCM 95th %tile Q(veh) 0.3 - - 0 -

01/31/2022 HCM 6th TWSC

Ba-3296-Cong. Kehilos Yisroel - Traffic Impact Study - 2!2!2022

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Ba-3296-Cong. Kehilos Yisroel - Traffic Impact Study - 2!2!2022

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TRAFFIC IMPACT STUDY

Congregation Kehilos Yisroel

Property Located at:

200 Van Zile Road

1904 Main Street 245 Main Street, Suite #110

Nick Verderese, PE Justin P. Taylor, PE, PTOE

January 31, 2022

 A detailed field inspection was conducted to obtain an inventory of existing roadway

Existing Roadway Conditions

The following are descriptions of the roadways in the study area:

Existing Traffic Volumes

COVID-19 Traffic Count Normalization

Existing Capacity Analysis

The following is a discussion pertaining to the existing intersection analyzed.

Van Zile Road (CR 42) & Hendrickson Avenue

Future Capacity Analysis

Van Zile Road (CR 42) & Hendrickson Avenue

Hendrickson Avenue & Site Driveway

Site Access and Circulation

FINDINGS & CONCLUSIONS

Proposed School Use

Proposed School Use

Proposed School Use

Proposed School Use

Proposed School Use

Groups Printed- Cars - Trucks - School Buses

Grand Total 10 0 6 0 16 0 376 188 0 564 139 675 0 0 814 1394

Hendrickson Avenue Van Zile Road Van Zile Road

Major/Minor Minor1 Major1 Major2

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT

JDP Synchro 11 Report

Major/Minor Minor1 Major1 Major2

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT

JDP Synchro 11 Report

Major/Minor Minor1 Major1 Major2

Minor Lane/Major Mvmt NBT NBRWBLn1 SBL SBT

JDP Synchro 11 Report

Major/Minor Major1 Major2 Minor1

Minor Lane/Major Mvmt NBLn1 EBT EBR WBL WBT

JDP Synchro 11 Report

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