Planning & Zoning Commission (linked)

Prepared by: 
 
35 New England Business Center Drive 
Suite 140 
Andover, MA 01810 
 
Transportation Impact Assessment 
 
Proposed Business Park 
21 Gurley Road 
Waterford, Connecticut 
Prepared for: 
CLA Engineers 
Norwich, CT 
March 2022 
 
 
 
 

Copyright © 2022 by VAI 
All Rights Reserved 
TRANSPORTATION IMPACT ASSESSMENT 
 
PROPOSED BUSINESS PARK 
21 GURLEY ROAD 
WATERFORD, CONNECTICUT 
Prepared for: 
 
CLA ENGINEERS 
Norwich, CT 
March 2022 
Prepared by: 
 
VANASSE & ASSOCIATES, INC. 
35 New England Business Center Drive 
Suite 140 
Andover, MA  01810 
(978) 474-8800 

 
CONTENTS 
 
EXECUTIVE SUMMARY .............................................................................................................. 1 
 
Recommendations ............................................................................................................... 1 
Summary ............................................................................................................................. 2 
 
INTRODUCTION ............................................................................................................................ 3 
Project Description .............................................................................................................. 3 
Study Methodology ............................................................................................................. 3 
 
EXISTING CONDITIONS .............................................................................................................. 5 
Geometry ............................................................................................................................. 5 
Existing Traffic Volumes .................................................................................................... 7 
Safety Analysis .................................................................................................................... 8 
 
FUTURE CONDITIONS ............................................................................................................... 10 
No-Build Traffic Volumes ................................................................................................ 10 
Future Traffic Volumes - Build Condition ........................................................................ 12 
 
CONCLUSIONS AND RECOMMENDATIONS ......................................................................... 19 
Conclusions ....................................................................................................................... 19 
Summary ........................................................................................................................... 19 

 
FIGURES 
No. 
Title 
 
1 
Site Location Map 
2 
Traffic Count Locations 
3 
2021 Existing Weekday Morning Peak Month Peak Hour Traffic Volumes  
4 
2021 Existing Weekday Evening Peak Month Peak Hour Traffic Volumes  
5 
2023 No-Build Weekday Morning Peak Month Peak Hour Traffic Volumes 
6 
2023 No-Build Weekday Evening Peak Month Peak Hour Traffic Volumes 
7 
Weekday Morning Project-Generated Peak Hour Traffic Volumes 
8 
Weekday Evening Project-Generated Peak Hour Traffic Volumes 
9 
2023 Weekday Morning Build Peak Month Peak Hour Traffic Volumes 
10 
2023 Weekday Evening Build Peak Month Peak Hour Traffic Volumes  
  
 
 

 
TABLES 
No. 
Title 
 
1 
2021 Existing Peak-Month Traffic Volumes 
2 
Motor Vehicle Crash Data Summary 
3 
Trip-Generation Summary 
4 
Trip-Distribution Summary 
5 
Level-of-Service Criteria for Signalized Intersections 
6 
Level-of-Service Criteria for Unsignalized Intersections 
7 
Signalized Intersection Capacity Analysis Summary 
8 
Unsignalized Intersection Capacity Analysis Summary 
 

 
1 
EXECUTIVE SUMMARY 
Vanasse & Associates, Inc. (VAI) has prepared this Transportation Impact Assessment (TIA) in 
order to determine the traffic impacts associated with the development of a proposed business 
park at 21 Gurley Road in Waterford, Connecticut.  This study reviews access requirements, 
safety considerations, and identifies and analyzes existing traffic conditions and future traffic 
conditions with the proposed project.  This study was prepared in accordance with state and 
industry guidelines for the preparation of Traffic Impact Assessments (TIAs). 
 
As proposed the Project will entail the construction of seven (7) separate buildings that will 
accommodate a mix of office and warehouse space, totaling approximately 80,880+ square feet 
(sf).  The Project will provide a total of 271 parking spaces.  As documented in this assessment: 
 
• 
Project-related traffic increases are projected to amount to 508 new vehicle trips (254 
entering and 254 exiting) on a typical weekday, including 68 new vehicle trips (59 
entering and 9 exiting) during the weekday morning peak hour and 65 new vehicle trips 
(12 entering and 53 exiting) during the weekday evening peak hour. 
 
• 
A review of the motor vehicle crash history for the study area reveals a low crash history 
for all study area intersections, with approximately two (2) motor vehicle crashes per year 
reported within the entire study area  
 
• 
Project-related traffic increases are not expected to result in a notable impact to area 
traffic operations, with all unsignalized movements projected to operate at LOS B or 
better during peak hours, and no notable impact to signalized traffic operations at the 
intersection of Boston Post Road (Route 1) with Oil Mill Road. 
 
RECOMMENDATIONS 
 
Site Access Design 
 
In order to ensure that safe and efficient access and egress are provided to and from the project 
site it is recommended that the proposed driveways onto both Gurley Road and Oil Mill Road 
provide a minimum of 24 feet of total width to accommodate a minimum 12-foot entering lane 
and a 12-foot exiting lane, separated by a painted centerline to delineate entering and exiting 
traffic flows.  The proposed driveway approaches to Gurley Road and Oil Mill Road should be 
placed under STOP-sign (MUTCD R1-1) control, with a painted STOP-bar provided on the 
driveway approaches to Gurley Road and Oil Mill Road.   

 
2 
It is also recommended that all existing and proposed vegetation be regularly maintained to 
ensure adequate sight distance is provided from the proposed driveway locations.  Specifically, 
all existing and proposed vegetation should be three feet or less in height to ensure that adequate 
sight lines are provided to and from the driveway location.  All proposed signage should also be 
located to ensure adequate sight lines are maintained.  With these measures in place, safe and 
efficient access and egress will be provided to and from the project site with minimal impact to 
area traffic operations. 
 
 
SUMMARY 
 
As documented in this report, project-related traffic increases are not projected to result in a 
notable impact to area traffic operations during the peak hours of roadway activity.  With 
implementation of the above recommendations, safe and efficient site access will be provided and 
the proposed project can be built with minimal impact on the roadway system. 
 

 
3 
INTRODUCTION 
Vanasse & Associates, Inc. (VAI) has prepared this Transportation Impact Assessment (TIA) in 
order to determine the traffic impacts associated with the development of a proposed business 
park at 21 Gurley Road in Waterford, Connecticut.  This study reviews access requirements, 
safety considerations, and identifies and analyzes existing traffic conditions and future traffic 
conditions with the proposed project.  This study was prepared in accordance with state and 
industry guidelines for the preparation of Traffic Impact Assessments (TIAs). 
 
 
PROJECT DESCRIPTION 
 
As proposed the Project will entail the construction of seven (7) separate buildings that will 
accommodate a mix of office and warehouse space, totaling approximately 80,880+ square feet 
(sf).  Specifically, the project will include the following buildings: 
 
• 
Building 1: 10,800 sf 
• 
Building 2: 12,800 sf 
• 
Building 3: 10,400 sf 
• 
Building 4: 6,880 sf 
• 
Building 5: 14,400 sf 
• 
Building 6: 10,400 sf 
• 
Building 7: 15,200 sf 
 
Access to Building 1 is proposed via a new driveway onto Oil Mill Road, north of Gurley Road.  
The remaining buildings would be accessed via two new driveways onto Gurley Road.  A total of 
271 parking spaces is proposed for the development as a whole. Figure 1 depicts the site location 
in relation to the local roadway network. 
 
 
STUDY METHODOLOGY 
 
This study was prepared in accordance with ConnDOT standards for the preparation of Traffic 
Impact Assessments (TIAs); and was conducted in three distinct stages.   
 
The first stage involved an assessment of existing traffic conditions in the study area. A 
comprehensive field inventory of existing traffic conditions on the study area roadways was 
conducted in October of 2021.  The field investigation consisted of an inventory of existing 

WATERFORD
OLD MILL ROAD
SITE
OLD MILL ROAD
95
395
1
GURLEY ROAD
WATERFORD PARKWAY SOUTH
WATERFORD PARKWAY NORTH
GURLEY ROAD
BOSTON POST ROAD
SCENIC
MALLARD LANE
VIEW
DRIVE
Figure 1
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
Site Location Map
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roadway geometrics, operating characteristics and land use information within the study area, as 
well as a review of available traffic volumes and motor vehicle crash data provided by the Town 
of Waterford Police Department. 
 
In the second stage of the study, future traffic conditions were projected and analyzed.  Specific 
travel demand forecasts for the project were assessed along with future traffic demands due to 
expected traffic growth independent of the project.  The traffic analysis conducted in stage two 
identifies existing or projected future roadway capacity, traffic safety, and site access issues. 
 
The third stage of the study presents and evaluates measures to address traffic and safety issues, if 
any, identified in stage two of the study. 
 

 
5 
EXISTING CONDITIONS 
A comprehensive field inventory of traffic conditions on the study area roadways was conducted 
in October of 2021.  The field investigation consisted of an inventory of existing roadway 
geometrics, and operating characteristics, as well as posted speed limits, prevailing travel speeds 
and land use information within the study area.   
 
The study area for the TIA was selected to contain segments of the Gurley Road and Oil Mill 
Road corridors, the major roadways providing access to the project site, including the following 
intersections:   
 
• 
Boston Post Road at Oil Mill Road 
• 
Gurley Road at Oil Mill Road 
• 
Gurley Road at Interstate 95 (I-95) northbound on-ramp 
• 
Oil Mill Road at Waterford Parkway North 
• 
Waterford Parkway North at I-95 southbound off-ramp 
• 
Gurley Road at western site driveway (proposed) 
• 
Gurley Road at eastern site driveway (proposed) 
• 
Oil Mill Road at site driveway (proposed) 
 
The study area intersections are depicted on Figure 2. 
 
GEOMETRY 
 
Roadways 
 
Gurley Road 
 
Gurley Road is a local roadway under the jurisdiction of the Town of Waterford that traverses the 
study area in a general east-west orientation, between it’s western dead-end terminus and 
Waterford Parkway South.  Within the study area Gurley Road provides a single lane of travel in 
each direction, separated by a painted double-yellow centerline.  Sidewalk is not provided along 
the corridor within the study area.  Land use along the corridor consists primarily of residential 
uses and areas of open space.   
 

Figure 2
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
Traffic Count Locations
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Legend:
Signalized Intersection
Automatic Traffic Recorder Count Location
X X
X X
S
X X
Unsignalized Intersection
S
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6 
Oil Mill Road 
 
Oil Mill Road is a local roadway under the jurisdiction of the Town of Waterford that traverses 
the study area in a general north-south orientation, between its southern terminus at Boston Post 
Road and its northern terminus at Buttertown Road and Way Hill Road.  Within the study area 
Oil Mill Road provides a single lane of travel in each direction, separated by a painted double-
yellow centerline.  Sidewalk is not provided along the corridor within the study area.  Land use 
along the corridor consists primarily of residential uses and areas of open space.   
 
Intersections 
 
Boston Post Road at Oil Mill Road 
 
Oil Mill Road intersects Boston Post Road from the north to form a three-way intersection that 
operates under traffic signal control.  The Boston Post Road eastbound and westbound 
approaches to this intersection provide a single general purpose travel lane, with a marked 
shoulder provided.  The Oil Mill Road southbound approach provides a single general purpose 
travel lane.  Formal pedestrian accommodations, including sidewalk and signalized pedestrian 
crosswalks are not currently provided at this location.  Land use in the vicinity of this intersection 
consists primarily of residential uses. 
 
Gurley Road at Oil Mill Road 
 
Gurley Road intersects Oil Mill Road from the east and west to form a four-way intersection that 
operates under four-way STOP-sign control.   All four approaches to this intersection provide a 
single general purpose travel lane that operates under STOP-sign control.  Formal pedestrian 
accommodations, including sidewalk, are not currently provided at this location.  Land use in the 
vicinity of this intersection consists primarily of residential uses. 
 
Oil Mill Road at Waterford Parkway North 
 
Waterford Parkway North intersects Oil Mill Road from the east to form a three-way intersection 
that operates under STOP-sign control.  All three approaches to this intersection provide a single 
general purpose travel lane, with the Waterford Parkway North westbound approach operating 
under STOP-sign control.  Formal pedestrian accommodations, including sidewalk, are not 
currently provided at this location.  Land use in the vicinity of this intersection consists primarily 
of residential uses. 
 
Waterford Parkway North at I-95 Southbound Off-Ramp 
 
The I-95 southbound off-ramp intersects Waterford Parkway North from the south to form a 
three-way intersection that operates under STOP-sign control.  All three approaches to this 
intersection provide a single general purpose travel lane, with the I-95 southbound off-ramp 
northbound approach operating under STOP-sign control.  Formal pedestrian accommodations, 
including sidewalk, are not currently provided at this location.  Land use in the vicinity of this 
intersection consists primarily of areas of open space. 
 
Waterford Parkway South at I-95 Northbound On-Ramp 
 
The I-95 northbound on-ramp intersects Waterford Parkway South from the north to form a three-
way intersection.  All three approaches to this intersection provide a single general purpose travel 
lane, with the I-95 northbound on-ramp providing an one-way on-ramp from Waterford Parkway 
South.  Formal pedestrian accommodations, including sidewalk, are not currently provided at this 

 
7 
location.  Land use in the vicinity of this intersection consists primarily of areas of open space. 
 
 
EXISTING TRAFFIC VOLUMES 
 
In order to establish existing traffic-volume demands within the study area, traffic counts were 
conducted in the study area in October 2021.  Specifically, weekday daily counts were conducted 
by way of an automatic traffic recorder on Gurley Road, east of Oil Mill Road, and along Oil Mil 
Road, north of Gurley Road.  Additionally, peak period turning movement counts were conducted 
during the weekday morning (7:00 to 9:00 AM) and weekday evening (4:00 PM to 6:00 PM) 
peak periods, which represents the peak hours of commuter related traffic.   
 
Seasonal Adjustment 
 
In accordance with ConnDOT traffic impact assessment guidelines, traffic volumes collected in 
October 2021 were adjusted to reflect peak month conditions.  Specifically, based on expansion 
factors published by ConnDOT, June traffic volumes represent peak month conditions, and are 
approximately 8 percent higher than October traffic conditions.  As such, collected volumes were 
adjusted upwards accordingly to reflect peak month conditions.  
 
The 2021 Existing weekday morning and weekday evening peak-month peak-hour traffic 
volumes are depicted on Figure 3 and Figure 4, and are summarized in Table 1. 
 
 
Table 1 
2020 EXISTING PEAK-MONTH TRAFFIC VOLUMES 
 
 
 
 
Weekday Morning Peak Hour 
 
Weekday Evening Peak Hour 
 
Location 
 
AWTa 
 
VPHb 
 
K Factorc 
Directional 
Distributiond 
 
VPH 
 
K Factor 
Directional 
Distribution 
 
Gurley Road, east of  
Oil Mill Road 
 
600 
 
66 
 
11.0 
 
88% EB 
 
66 
 
11.0 
 
52% EB 
 
Oil Mill Road,  
north of Gurley Road 
 
 
1,335 
 
80 
 
6.0 
 
60% SB 
 
159 
 
11.9 
 
68% SB 
aAverage weekday traffic in vehicles per day. 
bVehicles per hour. 
cPercent of daily traffic occurring during the peak hour. 
dPercent travelling in peak direction. 
eVehicles. 
NB = northbound, SB = southbound. EB = eastbound, WB = westbound. 
 
 
As summarized in Table 1, Gurley Road, in the vicinity of the project site, was found to 
accommodate approximately 600 vehicles per day (vpd) on a typically weekday under peak-
month conditions, with approximately 66 vehicles per hour (vph) during the weekday morning 
peak hour and approximately 66 vph during the weekday evening peak hour.  Traffic flow during 
the morning peak hour is oriented 88 percent in the eastbound direction, while traffic flows in the 
evening peak hour are oriented 52 percent in the eastbound direction.   
 
Oil Mill Road, in the vicinity of the project site, was found to accommodate approximately 1,335 
vpd on a typically weekday under peak-month conditions, with approximately 80 vph during the 

Figure 3
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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Figure 4
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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weekday morning peak hour and approximately 159 vph during the weekday evening peak hour.  
Traffic flow during the morning peak hour is oriented 60 percent in the southbound direction, 
while traffic flows in the evening peak hour are oriented 68 percent in the southbound direction.   
   
 
SAFETY ANALYSIS 
 
In order to evaluate the safety characteristics of intersections that are expected to accommodate 
the majority of Project-related traffic, motor vehicle crash data were obtained from the Town of 
Waterford Police Department, and reviewed to document crash trends at locations proximate to 
the site.  The findings of the safety analysis are summarized as follows: 
 
Motor Vehicle Crash Data 
 
Motor vehicle crash information for the study area intersections was provided by the Connecticut 
Department of Transportation for the most recent three-year period available (2016 through 2018) 
in order to examine motor vehicle crash trends occurring within the study area.  The data 
provided is summarized by intersection and presented in Table 2. 
 

 
9 
Table 2 
MOTOR VEHICLE CRASH DATA SUMMARYa 
 
 
Boston Post Road at 
Oil Mill Road 
Oil Mill Road at  
Gurley Road 
Waterford Parkway 
North at I-95 
Southbound Off-Ramp 
Oil Mill Road at  
Waterford Parkway 
North 
 
Traffic Control Type:b 
 
Year: 
 
2019 
 
2020 
 
2021 
 
Total 
 
S 
 
 
5 
1 
0 
6 
 
U 
 
 
0 
1 
1 
2 
 
U 
 
 
0 
0 
1 
1 
 
U 
 
 
1 
0 
0 
1 
 
Average 
 
2.0 
 
 
0.7 
 
 
0.3 
 
 
0.3 
 
Type: 
 
Angle 
 
Rear-End 
 
Head-On 
 
Sideswipe 
 
Fixed Object 
 
Pedestrian/Bicycle 
 
Unknown/Other 
 
Total 
 
1 
2 
1 
0 
2 
0 
0 
6 
 
1 
0 
1 
0 
0 
0 
0 
1 
 
0 
0 
0 
0 
1 
0 
0 
1 
 
0 
0 
0 
0 
1 
0 
0 
1 
 
Conditions: 
   Clear 
   Cloudy 
   Rain 
   Snow/Ice 
   Total 
 
 
4 
0 
1 
1 
6 
 
 
2 
0 
0 
0 
2 
 
 
0 
0 
1 
0 
1 
 
 
1 
0 
0 
0 
1 
 
Lighting: 
   Daylight 
   Dawn/Dusk 
   Dark (Road Lit) 
   Dark (Road Unlit) 
 Unknown 
   Total 
 
 
5 
1 
0 
0 
0 
6 
 
 
2 
0 
0 
  0 
0 
2 
 
 
0 
0 
1 
  0 
0 
1 
 
 
0 
0 
1 
  0 
0 
1 
 
Severity: 
 
Property Damage Only 
 
Personal Injury 
 
Fatality 
 
Total 
 
 
 
6 
0 
0 
6 
 
 
2 
0 
0 
2 
 
 
0 
1 
0 
1 
 
 
0 
1 
0 
1 
aSource: Town of Waterford Police Department. 
bTraffic Control Type: S = Signalized Intersection; U = Unsignalized Intersection. 
 
 
As summarized in Table 2, the intersection of Boston Post Road with Oil Mill Road experienced 
a total of 6 motor vehicle collisions over the three-year review period, the majority of involved 
rear-end collisions, or collisions with fixed objects that resulted in property damage only.  The 
remining study area intersections experienced on average less than one motor vehicle collision 
per year.  No fatalities were reported within the study area over the three-year review period. 
 

 
10 
FUTURE CONDITIONS 
Traffic volumes in the study area were projected to the year 2023, which reflects the anticipated 
opening year of the proposed facility, consistent with State traffic study guidelines.  Independent 
of the proposed project, traffic volumes on the roadway network in the year 2023 under No-Build 
conditions include all existing traffic and new traffic resulting from background traffic growth.  
Anticipated project-generated traffic volumes superimposed upon this 2023 No-Build traffic 
network reflect the 2023 Build conditions with the project. 
 
General Background Traffic Growth 
 
In order to account for potential future traffic growth external to the study area and presently 
unforeseen development, traffic volumes were adjusted by applying a one-percent per year 
compounded growth rate to the 2021 Existing peak hour traffic volumes.   
 
 
NO-BUILD TRAFFIC VOLUMES 
 
The 2023 No-Build condition traffic-volume networks were developed by applying the  
background traffic growth rate to the 2021 peak month peak hour traffic volumes. The resulting 
2023 No-Build weekday morning and weekday evening peak-month peak-hour traffic-volume 
networks are shown on Figure 5 and Figure 6, respectively. 
 
 
PROJECT-GENERATED TRAFFIC 
 
Project completion year (2023 Build) traffic volumes for the study area roadways were 
determined by estimating site-generated traffic volumes and assigning these volumes on the study 
roadways.  The following sections describe the procedures used to develop the project completion 
year Build condition traffic-volume networks. 
 
As previously noted, the Project will entail the construction of seven (7) separate buildings 
totaling approximately 80,880+ sf.  Based on consultation with the proponent, it is expected that 
approximately half of this space would accommodate office space, with the remaining square 
footage utilized as warehouse space.  In order to develop the traffic characteristics of the Project, 
trip-generation statistics published by the Institute of Transportation Engineers (ITE)1 for uses 
 
1Trip Generation, Eleventh Edition; Institute of Transportation Engineers; Washington, DC; September 2021. 

Figure 5
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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Figure 6
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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similar to the proposed project were reviewed.  Specifically, trip generation estimates are based 
on data published for ITE Land Use Code (LUC) 150 – Warehousing, and LUC 710 – General 
Office Space, the most appropriate categories for the proposed development.  
 
The trip generation characteristics of the project are summarized in Table 3. 
 
Table 3 
TRIP GENERATION SUMMARY 
 
Time Period/Direction 
Office 
Tripsa 
 
 
Warehouse 
Tripsb 
Total 
Trips 
 
Weekday Daily: 
 
Weekday Morning: 
 
Entering 
 
Exiting 
       Total 
 
Weekday Evening: 
 
Entering 
 
Exiting 
 
Total 
 
 
438 
 
 
54 
  7 
61 
 
 
10 
48 
58 
 
70 
 
 
5 
2 
7 
 
 
2 
5 
7 
 
508 
 
 
59 
  9 
68 
 
 
12 
53 
65 
Source:  ITE Trip Generation Manual, 11th Edition, September 2021 
aBased on LUC 710 – General Office Space, applied to 40,440 sf. 
bBased on LUC 150 – Warehousing, applied to 40,440 sf. 
 
 
As summarized in Table 5, the proposed development is projected to generate 508 new vehicle 
trips (254 entering and 254 exiting) on a typical weekday, including 68 new vehicle trips (59 
entering and 9 exiting) during the weekday morning peak hour and 65 new vehicle trips (12 
entering and 53 exiting) during the weekday evening peak hour. 
 
 
Trip Distribution and Assignment 
 
The trip distribution patterns for the Project were based on observed traffic patterns within the 
study area and anticipated commuter routes that will be utilized to arrive and depart the Project.  
In general 35 percent of project-related traffic is expected to arrive from Boston Post Road, west 
of the site; 35 percent to and from I-95, north of the site; 20 percent to and from Boston Post 
Road, east of the site; and 10 percent to and from Oil Mill Road, north of the site.  The trip 
distribution patterns for the project are summarized in Table 4. 
 
 

 
12 
Table 4 
TRIP-DISTRIBUTION SUMMARY 
 
 
 
 
Roadway 
 
 
Direction 
To/From 
 
 
To/From Site 
(Percent) 
 
Boston Post Road 
Interstate 95 
Boston Post Road 
Oil Mill Road 
 
West 
North 
East 
North 
 
35 
35 
20 
10 
 
TOTAL 
 
 
100 
 
 
FUTURE TRAFFIC VOLUMES - BUILD CONDITION 
 
The 2023 Build condition networks consist of the 2023 No-Build traffic volumes with the 
anticipated project-generated traffic added to them.  The weekday morning and weekday evening 
site-generated traffic volumes are depicted on Figure 7 and Figure 8, respectively.  The 2023 
Build weekday morning and weekday evening peak-hour traffic-volume networks are graphically 
depicted on Figure 9 and Figure 10. 
 
 
 

Figure 7
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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Figure 8
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Figure 9
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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Figure 10
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Transportation Impact Assessment - Proposed Business Park - Waterford, Connecticut
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TRAFFIC OPERATIONS ANALYSIS 
Measuring existing and future traffic volumes quantifies traffic flow within the study area.  To 
assess quality of flow, roadway capacity and vehicle queue analyses were conducted under 
Existing, No-Build and Build traffic volume conditions.  Capacity analyses provide an indication 
of how well the roadway facilities serve the traffic demands placed upon them, with vehicle 
queue analyses providing a secondary measure of the operational characteristics of an intersection 
or section of roadway under study. 
 
 
METHODOLOGY 
 
Levels of Service 
 
A primary result of capacity analyses is the assignment of level of service to traffic facilities 
under various traffic-flow conditions.2  The concept of level of service is defined as a qualitative 
measure describing operational conditions within a traffic stream and their perception by 
motorists and/or passengers.  A level-of-service definition provides an index to quality of traffic 
flow in terms of such factors as speed, travel time, freedom to maneuver, traffic interruptions, 
comfort, convenience, and safety. 
 
Six levels of service are defined for each type of facility.  They are given letter designations from 
A to F, with level-of-service (LOS) A representing the best operating conditions and LOS F 
representing congested or constrained operating conditions. 
 
Since the level of service of a traffic facility is a function of the traffic flows placed upon it, such 
a facility may operate at a wide range of levels of service, depending on the time of day, day of 
week, or period of year. 
 
2The capacity analysis methodology is based on the concepts and procedures presented in the Highway Capacity 
Manual; Transportation Research Board; Washington, DC; 2010. 

 
14 
Signalized Intersections 
 
The six levels of service for signalized intersections may be described as follows: 
 
• 
LOS A describes operations with very low control delay; most vehicles do not stop at all. 
• 
LOS B describes operations with relatively low control delay.  However, more vehicles 
stop than LOS A. 
• 
LOS C describes operations with higher control delays.  Individual cycle failures may 
begin to appear.  The number of vehicles stopping is significant at this level, although 
many still pass through the intersection without stopping. 
• 
LOS D describes operations with control delay in the range where the influence of 
congestion becomes more noticeable.  Many vehicles stop and individual cycle failures 
are noticeable. 
• 
LOS E describes operations with high control delay values.  Individual cycle failures are 
frequent occurrences. 
• 
LOS F describes operations with high control delay values that often occur with over-
saturation.  Poor progression and long cycle lengths may also be major contributing 
causes to such delay levels. 
Levels of service for signalized intersections are also calculated using the operational analysis 
methodology of the 2010 Highway Capacity Manual.  For signalized intersections, this method 
assesses the effects of signal type, timing, phasing, and progression; vehicle mix; and geometrics 
on delay.  Level-of-service designations are based on the criterion of control or signal delay per 
vehicle.  Control or signal delay is a measure of driver discomfort, frustration, and fuel 
consumption, and includes initial deceleration delay approaching the traffic signal, queue move-
up time, stopped delay and final acceleration delay.  Table 5 summarizes the relationship between 
level of service and control delay.  The tabulated control delay criterion may be applied in 
assigning level-of-service designations to individual lane groups, to individual intersection 
approaches, or to entire intersections. 
 
 
Table 5 
LEVEL-OF-SERVICE CRITERIA 
FOR SIGNALIZED INTERSECTIONSa 
 
Level-Of-Service by Volume-to-Capacity Ratio 
Average Control Delay 
(Seconds Per Vehicle) 
v/c ≤ 1.0 
v/c > 1.0 
 
A 
B 
C 
D 
E 
F 
 
 
F 
F 
F 
F 
F 
F 
 
≤10.0  
10.1 to 20.0 
20.1 to 35.0  
35.1 to 55.0 
55.1 to 80.0 
>80.0 
aSource: Highway Capacity Manual; Transportation Research Board; Washington, DC; 2010; 
page 18-6. 

 
15 
Unsignalized Intersections 
 
The six levels of service for unsignalized intersections may be described as follows: 
 
• 
LOS A represents a condition with little or no control delay to minor street traffic. 
• 
LOS B represents a condition with short control delays to minor street traffic. 
• 
LOS C represents a condition with average control delays to minor street traffic. 
• 
LOS D represents a condition with long control delays to minor street traffic. 
• 
LOS E represents operating conditions at or near capacity level, with very long control 
delays to minor street traffic. 
• 
LOS F represents a condition where minor street demand volume exceeds capacity of an 
approach lane, with extreme control delays resulting. 
The levels of service of unsignalized intersections were determined by application of a procedure 
described in the 2000 Highway Capacity Manual.3  Based on field observations, side street delays 
predicted by the HCM model overstates minor approach delays as compared to what is observed 
in the field.  This is likely due to two factors, the presence of upstream and downstream traffic 
signals along Hamilton Avenue that provide gaps in traffic in both the northbound and 
southbound directions and the conservative nature of the HCM methodology that assumes longer 
gaps in traffic flow to make side street maneuvers than motorists typically require.  As such, the 
critical gap factor in the HCM methodology was adjusted by one second to more accurately 
reflect actual side street delays.  
 
Level of service is measured in terms of average control delay.  Mathematically, control delay is a 
function of the capacity and degree of saturation of the lane group and/or approach under study 
and is a quantification of motorist delay associated with traffic control devices such as traffic 
signals and STOP signs.  Control delay includes the effects of initial deceleration delay 
approaching a STOP sign, stopped delay, queue move-up time, and final acceleration delay from 
a stopped condition. Definitions for level of service at unsignalized intersections are also given in 
the 2010 Highway Capacity Manual.  Table 6 summarizes the relationship between level of 
service and average control delay for two way stop controlled and all-way stop controlled 
intersections.  
 
 
 
3Highway Capacity Manual; Transportation Research Board; Washington, DC; 2000. 

 
16 
Table 6 
LEVEL-OF-SERVICE CRITERIA FOR 
UNSIGNALIZED INTERSECTIONSa 
 
Level-Of-Service by Volume-to-Capacity Ratio 
Average Control Delay 
(Seconds Per Vehicle) 
v/c ≤ 1.0 
v/c > 1.0 
 
A 
B 
C 
D 
E 
F 
 
 
F 
F 
F 
F 
F 
F 
 
≤10.0  
10.1 to 15.0 
15.1 to 25.0  
25.1 to 35.0 
35.1 to 50.0 
>50.0 
aSource: Highway Capacity Manual; Transportation Research Board; Washington, DC; 2010; 
page 19-2. 
 
 
Signalized Intersections 
 
The signalized intersection analysis was conducted using the SYNCHRO computer model, which 
is based on the 2010 Highway Capacity Manual procedures and is officially sanctioned by 
ConnDOT.  The results are summarized in Table 7. 
 
Table 7 
 
SIGNALIZED INTERSECTION CAPACITY ANALYSIS SUMMARY 
 
 
 
2021 Existing 
2023 No-Build 
 
2023 Build 
Location/ 
Time Period 
 
Approach 
 
V/Ca 
 
Delayb 
 
LOSc 
 
V/C 
 
Delay 
 
LOS 
 
V/C 
 
Delay 
 
LOS 
 
Boston Post Road at 
Oil Mill Road 
 
Weekday Morning  
Peak Hour 
 
 
 
 
 
Eastbound  
Westbound 
Southbound 
Intersection 
 
 
 
 
0.60 
0.63 
0.07 
-- 
 
 
 
 
15 
15 
8 
14 
 
 
 
 
B 
B 
A 
B 
 
 
 
 
0.63 
0.64 
0.07 
-- 
 
 
 
 
15 
15 
8 
15 
 
 
 
 
B 
B 
A 
B 
 
 
 
 
0.76 
0.66 
0.08 
-- 
 
 
 
 
23 
15 
8 
18 
 
 
 
 
C 
B 
A 
B 
 
Weekday Evening  
Peak Hour 
 
 
Eastbound  
Westbound 
Southbound 
Intersection 
 
 
0.61 
0.57 
0.31 
-- 
 
9 
8 
12 
9 
 
A 
A 
B 
A 
 
0.61 
0.61 
0.31 
-- 
 
9 
8 
12 
9 
 
A 
A 
B 
A 
 
0.63 
0.61 
0.38 
-- 
 
10 
8 
12 
9 
 
A 
A 
B 
A 
aVolume-to-capacity ratio. 
bAverage delay per vehicle (in seconds). 
cLevel of service. 
 
 
Signalized Analysis Results 
 
As summarized in Table 7, under 2021 Existing conditions the intersection of Boston Post Road 
with Oil Mill Road currently operates at an overall LOS B during both the weekday morning and 
weekday evening peak hours.  Under future 2023 No-Build conditions this location is projected to 
continue to operate at an overall LOS B during both peak periods.  Under 2023 Build conditions 
this location is projected to continue to operate at LOS B, with Project-related traffic increases 
resulting in minimal impacts to overall delays.  
 

 
17 
Unsignalized Intersections 
 
The unsignalized intersection analysis was conducted using the SYNCHRO computer model, 
which is based on the 2010 Highway Capacity Manual procedures and is officially sanctioned by 
ConnDOT.  The results are summarized in Table 8. 
 
Table 8 
 
UNSIGNALIZED INTERSECTION CAPACITY ANALYSIS SUMMARY 
 
 
 
2021 Existing 
2023 No-Build 
 
2023 Build 
Location/ 
Time Period 
 
Approach 
 
V/Ca 
 
Delayb 
 
LOSc 
 
V/C 
 
Delay 
 
LOS 
 
V/C 
 
Delay 
 
LOS 
 
Gurley Road at 
Oil Mill Road 
Weekday Morning  
Peak Hour 
 
 
 
 
Eastbound 
Westbound  
Northbound 
Southbound 
 
 
 
0.10 
0.01 
0.01 
0.06 
 
 
 
7 
7 
7 
7 
 
 
 
A 
A 
A 
A 
 
 
 
0.10 
0.02 
0.01 
0.06 
 
 
 
7 
7 
8 
7 
 
 
 
A 
A 
A 
A 
 
 
 
0.13 
0.02 
0.02 
0.09 
 
 
 
7 
7 
8 
8 
 
 
 
A 
A 
A 
A 
 
Weekday Evening  
Peak Hour 
 
Eastbound 
Westbound 
Northbound 
Southbound 
 
0.09 
0.02 
0.04 
0.13 
 
7 
7 
8 
8 
 
A 
A 
A 
A 
 
0.09 
0.02 
0.04 
0.13 
 
7 
7 
8 
8 
 
A 
A 
A 
A 
 
0.10 
0.02 
0.04 
0.15 
 
8 
7 
8 
8 
 
A 
A 
A 
A 
Oil Mill Road at 
Waterford Turnpike 
North 
Weekday Morning  
Peak Hour 
 
 
 
Westbound  
Southbound 
 
 
 
0.04 
0.00 
 
 
 
9 
<5 
 
 
 
A 
A 
 
 
 
 
0.04 
0.00 
 
 
 
9 
<5 
 
 
 
A 
A 
 
 
 
 
0.06 
0.00 
 
 
 
9 
<5 
 
 
 
A 
A 
 
Weekday Evening  
Peak Hour 
 
Westbound  
Southbound 
 
0.11 
0.00 
9 
<5 
A 
A 
 
0.11 
0.00 
9 
<5 
A 
A 
 
0.12 
0.00 
9 
<5 
A 
A 
 
Waterford Turnpike 
North at I-95 Off-Ramp 
Weekday Morning  
Peak Hour 
 
 
Northbound 
 
 
0.02 
 
 
9 
 
 
A 
 
 
 
0.02 
 
 
9 
 
 
A 
 
 
 
0.02 
 
 
9 
 
 
A 
 
Weekday Evening  
Peak Hour 
 
Northbound 
0.07 
9 
A 
 
0.07 
9 
A 
 
0.07 
9 
A 
 
Gurley Road at  
East Site Driveway 
Weekday Morning  
Peak Hour 
 
 
Eastbound 
Southbound 
 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
 
0.02 
0.01 
 
 
<5 
9 
 
 
A 
A 
 
Weekday Evening  
Peak Hour 
 
Eastbound 
Southbound 
-- 
-- 
 
-- 
-- 
-- 
-- 
 
-- 
-- 
 
-- 
-- 
-- 
-- 
 
0.00 
0.02 
 
<5 
9 
A 
A 
 
Gurley Road at  
West Site Driveway 
Weekday Morning  
Peak Hour 
 
 
Eastbound 
Southbound 
 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
 
0.00 
0.02 
 
 
<5 
9 
 
 
A 
A 
 
Weekday Evening  
Peak Hour 
 
Eastbound 
Southbound 
-- 
-- 
-- 
-- 
-- 
-- 
 
-- 
-- 
-- 
-- 
-- 
-- 
 
0.00 
0.02 
<5 
9 
 
A 
A 
 
Oil Mill Road at  
Site Driveway 
Weekday Morning  
Peak Hour 
 
 
Westbound 
Southbound 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
-- 
-- 
 
 
 
0.00 
0.09 
 
 
7 
<5 
 
 
A 
A 
 
Weekday Evening  
Peak Hour 
Westbound 
Southbound 
-- 
-- 
-- 
-- 
-- 
-- 
 
-- 
-- 
-- 
-- 
-- 
-- 
 
0.02 
0.00 
9 
<5 
A 
A 
 
aVolume-to-capacity ratio. 
bAverage delay per vehicle (in seconds). 
cLevel of service. 

 
18 
 
Unsignalized Analysis Results 
 
As summarized in Table 8, Project-related traffic impacts are projected to have minimal impact to 
unsignalized intersection traffic operations within the study area.  In all instances, Project-related 
traffic increases are projected to result in increases to delays of 1 second or less as compared to 
future No-Build conditions.  All Project driveways are projected to operate at LOS A under future 
Build conditions, with minimal driveway queuing expected to extend 1 vehicle or less. 

 
19 
CONCLUSIONS AND RECOMMENDATIONS 
CONCLUSIONS 
 
As documented in this report, the proposed business park is projected to generate 508 new vehicle 
trips (254 entering and 254 exiting) on a typical weekday, including 68 new vehicle trips (59 
entering and 9 exiting) during the weekday morning peak hour and 65 new vehicle trips (12 
entering and 53 exiting) during the weekday evening peak hour. 
 
An analysis of traffic operations at the study area intersections indicates that in all instances, the 
proposed project is not expected to result in a significant change in traffic operations or vehicle 
queuing over Existing or No-Build conditions.  In order to ensure safe and efficient access to the 
project site, the following measures are recommended.   
 
 
Site Access Design 
 
In order to ensure that safe and efficient access and egress are provided to and from the project 
site it is recommended that the proposed driveways onto both Gurley Road and Oil Mill Road 
provide a minimum of 24 feet of total width to accommodate a minimum 12-foot entering lane 
and a 12-foot exiting lane, separated by a painted centerline to delineate entering and exiting 
traffic flows.  The proposed driveway approaches to Gurley Road and Oil Mill Road should be 
placed under STOP-sign (MUTCD R1-1) control, with a painted STOP-bar provided on the 
driveway approaches to Gurley Road and Oil Mill Road.   
 
It is also recommended that all existing and proposed vegetation be regularly maintained to 
ensure adequate sight distance is provided from the proposed driveway locations.  Specifically, 
all existing and proposed vegetation should be three feet or less in height to ensure that adequate 
sight lines are provided to and from the driveway location.  All proposed signage should also be 
located to ensure adequate sight lines are maintained.  With these measures in place, safe and 
efficient access and egress will be provided to and from the project site with minimal impact to 
area traffic operations. 
 
 
SUMMARY 
 
As documented in this report, project-related traffic increases are not projected to result in a 
notable impact to area traffic operations during the peak hours of roadway activity.  With 

 
20 
implementation of the above recommendations, safe and efficient site access will be provided and 
the proposed project can be built with minimal impact on the roadway system. 
be built with minimal impact on the roadway system. 

APPENDIX 
 
TRAFFIC COUNT DATA 
MOTOR VEHICLE CRASH DATA 
TRIP GENERATION DATA 
CAPACITY ANALYSIS RESULTS 

TRAFFIC COUNT DATA 

Accurate Counts
1
Location  : Gurley Road
91370001
Location  : East of Oil Mill Road
City/State: Waterford, CT
11/16/2021
WB,
Hour Totals
EB,
Hour Totals
Combined Totals
Time
Morning
Afternoon
Morning
Afternon
Morning
Afternoon
Morning
Afternoon
Morning
Afternoon
12:00
0
0
0
9
12:15
0
2
0
8
12:30
0
4
1
12
12:45
0
4
0
10
0
6
1
35
1
45
1:00
0
0
0
2
1:15
0
4
0
13
1:30
0
2
0
8
1:45
0
1
0
7
0
6
0
29
0
36
2:00
0
5
0
10
2:15
0
4
0
12
2:30
0
6
0
11
2:45
0
0
0
15
0
5
0
38
0
53
3:00
0
3
0
7
3:15
0
4
0
9
3:30
0
2
0
6
3:45
0
6
0
15
0
5
0
27
0
42
4:00
0
3
0
8
4:15
0
7
0
7
4:30
0
3
2
5
4:45
0
4
0
17
0
9
2
29
2
46
5:00
0
8
0
10
5:15
0
5
4
3
5:30
0
2
5
8
5:45
0
2
0
17
4
4
13
25
13
42
6:00
0
1
9
4
6:15
0
0
2
3
6:30
0
1
11
5
6:45
0
1
0
3
6
4
28
16
28
19
7:00
2
1
8
3
7:15
1
1
16
0
7:30
0
1
11
1
7:45
0
1
3
4
14
2
49
6
52
10
8:00
0
0
15
0
8:15
1
0
11
0
8:30
1
0
12
0
8:45
1
0
3
0
15
1
53
1
56
1
9:00
0
0
12
1
9:15
3
0
7
0
9:30
1
0
14
3
9:45
2
0
6
0
2
0
35
4
41
4
10:00
1
0
7
0
10:15
1
0
7
0
10:30
1
0
3
1
10:45
0
0
3
0
5
0
22
1
25
1
11:00
1
1
7
0
11:15
4
0
11
1
11:30
0
0
5
1
11:45
1
1
6
2
7
0
30
2
36
4
Total
21
90
233
213
254
303
Percent
18.9%
81.1%
52.2%
47.8%
45.6%
54.4%
Grand Total
21
90
233
213
254
303
Percent
18.9%
81.1%
52.2%
47.8%
45.6%
54.4%
ADT
ADT: 557
AADT: 557

Accurate Counts
1
Location  : Oil Mill Road
91370002
Location  : North of Gurley Road
City/State: Waterford, CT
11/16/2021
NB,
SB,
Time
Total
12:00 AM
1
1
2
1:00
0
1
1
2:00
0
1
1
3:00
0
1
1
4:00
3
4
7
5:00
4
6
10
6:00
13
22
35
7:00
18
25
43
8:00
26
44
70
9:00
30
30
60
10:00
35
51
86
11:00
34
61
95
12:00 PM
34
64
98
1:00
40
55
95
2:00
45
73
118
3:00
38
85
123
4:00
45
93
138
5:00
19
79
98
6:00
21
45
66
7:00
7
34
41
8:00
6
20
26
9:00
7
9
16
10:00
0
3
3
11:00
0
7
7
Total
426
814
1240
Percent
34.4%
65.6%
AM Peak
10:00
11:00
11:00
Volume
35
61
95
PM Peak
2:00
4:00
4:00
Volume
45
93
138
Grand Total
426
814
1240
Percent
34.4%
65.6%
ADT
ADT: 1,240
AADT: 1,240

File Name : 91370001
Site Code : 91370001
Start Date : 11/16/2021
Page No
: 1
N/S Street  : Oil Mill Road
E/W Street : Gurley Road
City/State   : Waterford, CT
Weather     : Clear
Groups Printed- Cars - Trucks
Oil Mill Rd
From North 
Gurley Rd
From East
Oil Mill Rd
From South
Gurley Rd
From West
Start Time
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Int. Total
07:00 AM
0
3
0
3
0
0
0
3
7
1
1
1
19
07:15 AM
5
5
0
1
0
0
1
5
10
0
2
2
31
07:30 AM
1
5
0
0
0
0
0
4
8
0
2
1
21
07:45 AM
2
4
0
0
0
1
1
6
10
0
1
2
27
Total
8
17
0
4
0
1
2
18
35
1
6
6
98
08:00 AM
2
13
0
1
0
0
0
10
13
1
0
2
42
08:15 AM
2
6
0
2
0
0
2
9
8
0
1
2
32
08:30 AM
3
5
0
1
0
0
3
4
9
0
0
5
30
08:45 AM
0
12
1
3
0
0
1
6
15
0
1
1
40
Total
7
36
1
7
0
0
6
29
45
1
2
10
144
Grand Total
15
53
1
11
0
1
8
47
80
2
8
16
242
Apprch %
21.7
76.8
1.4
91.7
0
8.3
5.9
34.8
59.3
7.7
30.8
61.5
 
Total %
6.2
21.9
0.4
4.5
0
0.4
3.3
19.4
33.1
0.8
3.3
6.6
Cars
15
46
1
11
0
1
8
41
80
2
8
16
229
% Cars
100
86.8
100
100
0
100
100
87.2
100
100
100
100
94.6
Trucks
0
7
0
0
0
0
0
6
0
0
0
0
13
% Trucks
0
13.2
0
0
0
0
0
12.8
0
0
0
0
5.4
Oil Mill Rd
From North 
Gurley Rd
From East
Oil Mill Rd
From South
Gurley Rd
From West
Start Time
Left
Thru
Right
App. Total
Left
Thru
Right
App. Total
Left
Thru
Right
App. Total
Left
Thru
Right
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
2
13
0
15
1
0
0
1
0
10
13
23
1
0
2
3
42
08:15 AM
2
6
0
8
2
0
0
2
2
9
8
19
0
1
2
3
32
08:30 AM
3
5
0
8
1
0
0
1
3
4
9
16
0
0
5
5
30
08:45 AM
0
12
1
13
3
0
0
3
1
6
15
22
0
1
1
2
40
Total Volume
7
36
1
44
7
0
0
7
6
29
45
80
1
2
10
13
144
% App. Total
15.9
81.8
2.3
 
100
0
0
 
7.5
36.2
56.2
 
7.7
15.4
76.9
 
 
PHF
.583
.692
.250
.733
.583
.000
.000
.583
.500
.725
.750
.870
.250
.500
.500
.650
.857
Cars
7
31
1
39
7
0
0
7
6
26
45
77
1
2
10
13
136
% Cars
100
86.1
100
88.6
100
0
0
100
100
89.7
100
96.3
100
100
100
100
94.4
Trucks
0
5
0
5
0
0
0
0
0
3
0
3
0
0
0
0
8
% Trucks
0
13.9
0
11.4
0
0
0
0
0
10.3
0
3.8
0
0
0
0
5.6
Accurate Counts 
978-664-2565

File Name : 91370001
Site Code : 91370001
Start Date : 11/16/2021
Page No
: 2
N/S Street  : Oil Mill Road
E/W Street : Gurley Road
City/State   : Waterford, CT
Weather     : Clear
 Oil Mill Rd 
 Gurley Rd 
 Gurley Rd 
 Oil Mill Rd 
Right
1 
0 
1 
Thru
31 
5 
36 
Left
7 
0 
7 
In
Out
Total
27 
39 
66 
3 
5 
8 
30 
74 
44 
Right
0 
0 
0 
Thru
0 
0 
0 
Left
7 
0 
7 
Out
Total
In
54 
7 
61 
0 
0 
0 
54 
61 
7 
Left
6 
0 
6 
Thru
26 
3 
29 
Right
45 
0 
45 
Out
Total
In
48 
77 
125 
5 
3 
8 
53 
133 
80 
Left
1 
0 
1 
Thru
2 
0 
2 
Right
10 
0 
10 
Total
Out
In
7 
13 
20 
0 
0 
0 
7 
20 
13 
Peak Hour Begins at 08:00 AM
 
Cars
Trucks
Peak Hour Data
North
Peak Hour Analysis From 07:00 AM to 08:45 AM - Peak 1 of 1
Peak Hour for Each Approach Begins at:
08:00 AM
08:00 AM
08:00 AM
07:45 AM
+0 mins.
2
13
0
15
1
0
0
1
0
10
13
23
0
1
2
3
+15 mins.
2
6
0
8
2
0
0
2
2
9
8
19
1
0
2
3
+30 mins.
3
5
0
8
1
0
0
1
3
4
9
16
0
1
2
3
+45 mins.
0
12
1
13
3
0
0
3
1
6
15
22
0
0
5
5
Total Volume
7
36
1
44
7
0
0
7
6
29
45
80
1
2
11
14
% App. Total
15.9
81.8
2.3
 
100
0
0
 
7.5
36.2
56.2
 
7.1
14.3
78.6
 
PHF
.583
.692
.250
.733
.583
.000
.000
.583
.500
.725
.750
.870
.250
.500
.550
.700
Cars
7
31
1
39
7
0
0
7
6
26
45
77
1
2
11
14
% Cars
100
86.1
100
88.6
100
0
0
100
100
89.7
100
96.2
100
100
100
100
Trucks
0
5
0
5
0
0
0
0
0
3
0
3
0
0
0
0
% Trucks
0
13.9
0
11.4
0
0
0
0
0
10.3
0
3.8
0
0
0
0
Accurate Counts 
978-664-2565

File Name : 91370001
Site Code : 91370001
Start Date : 11/16/2021
Page No
: 3
N/S Street  : Oil Mill Road
E/W Street : Gurley Road
City/State   : Waterford, CT
Weather     : Clear
 Oil Mill Rd 
 Gurley Rd 
 Gurley Rd 
 Oil Mill Rd 
Right
1 
0 
1 
Thru
31 
5 
36 
Left
7 
0 
7 
In - Peak Hour: 08:00 AM
39 
5 
44 
Right
0 
0 
0 
Thru
0 
0 
0 
Left
7 
0 
7 
In - Peak Hour: 08:00 AM
7 
0 
7 
Left
6 
0 
6 
Thru
26 
3 
29 
Right
45 
0 
45 
In - Peak Hour: 08:00 AM
77 
3 
80 
Left
1 
0 
1 
Thru
2 
0 
2 
Right
11 
0 
11 
In - Peak Hour: 07:45 AM
14 
0 
14 
Cars
Trucks
Peak Hour Data
North
Accurate Counts 
978-664-2565

File Name : 91370001
Site Code : 91370001
Start Date : 11/16/2021
Page No
: 4
N/S Street  : Oil Mill Road
E/W Street : Gurley Road
City/State   : Waterford, CT
Weather     : Clear
Groups Printed- Cars
Oil Mill Rd
From North 
Gurley Rd
From East
Oil Mill Rd
From South
Gurley Rd
From West
Start Time
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Left
Thru
Right
Int. Total
07:00 AM
0
3
0
3
0
0
0
3
7
1
1
1
19
07:15 AM
5
4
0
1
0
0
1
3
10
0
2
2
28
07:30 AM
1
5
0
0
0
0
0
4
8
0
2
1
21
07:45 AM
2
3
0
0
0
1
1
5
10
0
1
2
25
Total
8
15
0
4
0
1
2
15
35
1
6
6
93
08:00 AM
2
13
0
1
0
0
0
9
13
1
0
2
41
08:15 AM
2
4
0
2
0
0
2
8
8
0
1
2
29
08:30 AM
3
4
0
1
0
0
3
4
9
0
0
5
29
08:45 AM
0
10
1
3
0
0
1
5
15
0
1
1
37
Total
7
31
1
7
0
0
6
26
45
1
2
10
136
Grand Total
15
46
1
11
0
1
8
41
80
2
8
16
229
Apprch %
24.2
74.2
1.6
91.7
0
8.3
6.2
31.8
62
7.7
30.8
61.5
 
Total %
6.6
20.1
0.4
4.8
0
0.4
3.5
17.9
34.9
0.9
3.5
7
Oil Mill Rd
From North 
Gurley Rd
From East
Oil Mill Rd
From South
Gurley Rd
From West
Start Time
Left
Thru
Right
App. Total
Left
Thru
Right
App. Total
Left
Thru
Right
App. Total
Left
Thru
Right
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
2
13
0
15
1
0
0
1
0
9
13
22
1
0
2
3
41
08:15 AM
2
4
0
6
2
0
0
2
2
8
8
18
0
1
2
3
29
08:30 AM
3
4
0
7
1
0
0
1
3
4
9
16
0
0
5
5
29
08:45 AM
0
10
1
11
3
0
0
3
1
5
15
21
0
1
1
2
37
Total Volume
7
31
1
39
7
0
0
7
6
26
45
77
1
2
10
13
136
% App. Total
17.9
79.5
2.6
 
100
0
0
 
7.8
33.8
58.4
 
7.7
15.4
76.9
 
 
PHF
.583