MEMORANDUM. Our project study area included the following locations:

MEMORANDUM Date: To: From: Subject: Najib O. Habesch Nick M. Fomenko, PE, PTOE Bushnell Park North Traffic Assessment BETA Project #: 4461 As part of our contract to undertake the design of the Bushnell Park North (BPN) project, BETA Group, Inc. (BETA) has examined existing and future traffic operations. A conceptual plan has been prepared by Suisman Urban Design (SUD), latest revision April 4, 2013. BETA s effort examined baseline conditions within the area of the proposed improvements, revisited current and future traffic flows based on the proposed changes to geometry and capacity, and prepared recommendations based on the findings. This memorandum outlines recommendations for adjustment to the SUD plan based on the traffic analyses. Our project study area included the following locations: Asylum at High and Ford Pearl at Ford, Jewell, and Trinity Pearl at Ann Uccello Jewell at Trinity Jewell at Ann Uccello Jewell at Trumbull Gold at Wells and Lewis Gold at Main and Tower Square Pulaski Circle at Wells (north) and Wells (east) Elm at Trinity During the analysis it became apparent that the intersection of Trumbull and Pearl should be considered, and it was added to the study area. We did not conclude that improvements outside of signal timing changes should be implemented at this intersection. The primary focus of the analysis at this location was to evaluate queues extending into adjacent intersections, which should not occur. The SUD plan implements a road diet to the existing geometry of Wells, Jewell and Ford, creating a significantly narrower cross section, better defined on-street parking, enhanced pedestrian amenities, and additional off-street features. Specifically, the SUD plan includes the following: BETA GROUP, INC. 1010 Wethersfield Avenue, Suite 305, Hartford, CT 06114 P: 860.513.1503 F: 860.513.1582 W: www.beta-inc.com

Page 2 of 18 Adding the contra-flow bus lane along Asylum Realigning the Jewell /Pearl /Trinity /Ford intersection Narrowing Wells and Jewell to one lane on each direction Narrowing Ford to two lanes in each direction Realigning Gold and Lewis with Wells Signalizing the intersection of Jewell and Ann Uccello Reorienting Ann Uccello from one-way northbound to two-way Removing the northbound Trinity approach to Jewell Reorienting High from one-way southbound to two-way The subsequent sections of this document outline the process through which BETA analyzed the traffic operations and concludes with recommendations. EXISTING CONDITIONS Traffic volume data was procured from various sources to develop balanced existing conditions weekday morning and afternoon peak hour networks. These sources were, SUD, Lucy Gibson, PE and VHB. Data included manual turning movement counts and Automatic Traffic Recorder data. Several intersections were manually counted by BETA to supplement the previously existing data. These traffic volumes were entered into a SYNCHRO, Version 7 software analysis model to calculate operations. The existing conditions model was adjusted based on real-world observations. A traffic operational simulation was also developed using SimTraffic, an application within SYNCHRO. The SimTraffic results are considered to better reflect the true operating conditions, since the simulations analyze the entire network accounting for traffic interacting between intersections. Therefore, the analysis results presented in this document are those resulting from the SimTraffic model. The existing traffic operations are summarized in Table 1. The results shown in Table 1 and subsequent tables include Level of Service () and 95 th percentile queues (in feet).

Page 3 of 18 Table 1 Existing Traffic Volumes and Geometric Conditions Traffic Operations Summary Intersection Approach Movement Asylum at High and Ford Pearl at Ford, Jewell, and Trinity Pearl at Ann Uccello Jewell at Trinity Jewell at Ann Uccello Level of Service AM Peak Hour PM Peak Hour Queue (in ft.) Queue Right D 350 A 85 Left D 40 D 50 Through C 115 C 145 Left D 265 B 205 Through D 50 D 120 Right A 75 D 245 OVERALL D -- C -- Left C 105 E 180 Through D 105 E 180 Right A 155 A 100 Left F 100 A 75 Through B 85 B 80 Right A 85 A 80 Left D 415 D 445 Through A 195 A 155 Right A 53 A 25 OVERALL C -- B -- Left B 150 C 175 Through B 150 B 180 Through C 175 C 165 Right B 240 C 205 Left A 85 D 70 Through B 85 C 70 Right B 85 B 70 Left B 40 C 120 Right A 40 B 120 OVERALL B -- C -- Left A 65 A 155 Through A -- A -- Through A -- A -- Left A -- A -- Through A -- A -- Through A -- A -- Right A -- A --

Page 4 of 18 Jewell at Trumbull Gold at Wells and Lewis Gold at Main and Tower Square Elm at Trinity Left E 102 D 115 Through C 360 B 350 Through C 180 B 135 Right A 195 A 50 Left B 70 C 150 Right A 85 B 210 OVERALL C -- B -- Through A -- A -- Through A 50 A 50 Right A 40 A 40 Left A 30 A 95 Right A 30 A 95 Left C 80 C 125 Through C 95 C 170 Right B 95 C 170 Left E 195 D 70 Through C 75 D 45 Right A 75 B 45 Left D 75 D 95 Through B 115 B 160 Right C 115 A 160 Left C 45 C 50 Through C 80 B 100 Right A 95 B 110 OVERALL C -- C -- Left A 10 C 70 Through D 10 D 70 Right A 5 A 30 Left B 140 B 55 Through B 150 A 75 Right A 150 A 75 Left B 50 D 115 Through B 50 B 115 Right A 50 A 100 Left B 90 B 40 Through B 90 B 40 Right A 90 B 60 OVERALL B -- B -- Based on the findings shown in Table 1, no intersection experiences an overall F (failure); however, several movements operate at E or F, which is considered very poor. Queues can generally be managed within the roadway network. Occasionally the southbound queue along Ford approaching Pearl extends into the intersection at Asylum, but this typically clears within one cycle. The average queue for this approach is approximately 265 feet, which can be accommodated within the existing geometry.

Page 5 of 18 To understand how the existing traffic volumes would operate in the geometric layout provided by the SUD plan, BETA performed analysis for this scenario. This model illustrates the feasibility of constructing the proposed improvements with 2013 traffic volumes. It should be noted that the intersection of BPN at Ann Uccello has been analyzed as an unsignalized intersection. It is unlikely that this intersection will satisfy signal warrants. Traffic volumes are not sufficient to warrant a signal, nor are the expected pedestrian maneuvers (minimum of 330 pedestrian crossings during the peak hour). Also, the westbound BPN through/right-turn lane at Trumbull has been modified to a through lane. This is to improve the signal phasing characteristics at this location. To model the impacts of the revised geometry and possible redirection of vehicles, traffic volumes were redistributed from BPN onto Trumbull and Pearl. This is expected due to the likelihood that motorists will attempt to follow the path of least delay throughout the network and was BETA s attempt to resolve operational issues which resulted in early analyses. Trumbull and Pearl have more lanes and therefore, more traffic capacity. The volume redirection was an iterative process to discover the appropriate balance of diverted traffic as it related to delays and queues at various intersections. BETA incorporated these changes into the SYNCHRO/SimTraffic model to analyze operations for the 2013 existing traffic volumes. The SimTraffic analysis results are shown in Table 2.

Page 6 of 18 Intersection Approach Movement Asylum at High and BPN Pearl at BPN Pearl at Ann Uccello BPN at Ann Uccello Table 2 Existing Traffic Volumes with SUD Geometry Traffic Operations Summary Level of Service AM Peak Hour PM Peak Hour Queue (in ft.) Queue Through D 60 D 50 Right A 90 C 330 Through C 130 B 100 Right A 100 B 130 Left C 215 D 210 Through C 190 D 230 Through C 130 F 420 Right B 130 F 420 OVERALL B -- F -- Left D 85 D 120 Right A 80 A 60 Through D 110 A 110 Right C 110 C 110 Left B 390 C 415 Through C 390 E 460 OVERALL C -- D -- Left A 60 B 120 Through A 60 A 130 Right A 55 A 130 Left B 145 B 90 Through B 200 A 120 Right B 200 A 120 Left B 120 A 80 Through C 120 A 80 Right B 120 A 80 Left B 45 C 100 Through B 45 B 100 Right A 45 B 100 OVERALL B -- A -- Left A 60 F 505 Through A 60 E 505 Through C -- A 150 Right C -- A 150 Left B 45 F 60 Right A 45 F 60

Page 7 of 18 BPN at Trumbull BPN at Gold BPN at Lewis Gold at Main and Tower Square Elm at Trinity Left D 355 F 590 Through C 355 F 590 Through C 190 C 190 Right A 110 A 65 Left C 185 D 330 Right A 35 A 100 OVERALL C -- D -- Left E 145 E 90 Right E 145 A 90 Through F 410 B 190 Right F 410 B 190 Left D 100 A 80 Through A 90 A 130 OVERALL F -- A -- Left C 35 C 20 Right F 50 C 100 Through A 130 A -- Through A 110 A 220 Left B 140 C 265 Through C 140 C 265 Right B 140 C 265 Left C 170 D 60 Through C 170 C 60 Right B 170 A 60 Left D 70 E 120 Through C 115 C 215 Right C 120 C 215 Left D 45 D 50 Through C 100 C 145 Right D 130 C 145 OVERALL C -- C -- Through E 15 C 85 Right B 10 A 85 Left B 135 C 60 Through C 150 B 80 Left D 50 A 140 Right A 50 A 140 Left C 65 C 35 Through C 160 B 100 Right C 160 B 100 OVERALL B -- B -- Based on the findings shown in Table 2, E or F occurs at several locations during both the morning and afternoon peak hours. This occurs at the following locations:

Page 8 of 18 High southbound approach to Asylum (PM peak hour) BPN southbound approach to Pearl (PM peak hour) BPN eastbound approach to Ann Uccello (PM peak hour) Ann Uccello approach to BPN (PM peak hour) BPN eastbound approach to Trumbull (PM peak hour) Gold approach to BPN (AM and PM peak hours) BPN northbound approach to Gold (AM peak Hour) Lewis approach to BPN (AM peak hour) Main northbound left turn at Gold (PM peak hour) Queues also extend well beyond the limits of the available roadway links in several locations. Perhaps the most crucial of which is the northbound BPN approach to Gold, where queues extend into Pulaski Circle. BETA was not able to adjust signal timing and phasing to successfully address the capacity issue. In an effort to alleviate excessive delays and queues, BETA incorporated several modifications to the SUD plan. These changes include the following: Incorporate concurrent pedestrian phases at all intersections along BPN (with the exception of BPN at Trumbull ). Pedestrian crossing at the BPN/Trumbull intersection could not be accommodated safely with concurrent phasing, hence the exclusive pedestrian phase at this location Provide a four-lane cross section along BPN between Pulaski Circle and Trumbull, which permits two (2) lanes for northbound and two (2) lanes for southbound flow Provide an exclusive left-turn lane at the eastbound PBN approach to Trumbull Modify the southbound Trumbull approach to BPN from one left-turn lane and one right-turn lane to one left-turn lane and one lane from which motorists can turn left or right Modify the Lewis approach to BPN from two lanes to one lane The City of Hartford staff members have also requested that the northbound Trinity connection remain open. This was also included in the BETA modified network. In addition to the aforementioned geometric modifications, the aforementioned traffic volume redistribution was applied to the BETA modified network and were incorporated into the SYNCHRO/SimTraffic model. Table 3 shows the analysis results based on these modifications.

Page 9 of 18 Table 3 Existing Traffic Volumes with SUD Geometry and BETA Modifications Traffic Operations Summary Intersection Approach Movement Asylum at High and BPN Pearl at BPN Pearl at Ann Uccello BPN at Ann Uccello Level of Service AM Peak Hour PM Peak Hour Queue (in ft.) Queue Through C 40 C 45 Right A 100 A 90 Through B 110 D 155 Right A 110 C 155 Left C 190 C 205 Through C 200 C 225 Through C 110 B 225 Right B 110 A 175 OVERALL B -- B -- Left B 75 D 115 Right A 135 A 80 Through D 90 D 120 Right B 90 C 120 Left B 250 B 255 Through B 270 B 290 OVERALL B -- B -- Left C 180 C 235 Through B 190 B 235 Right B 190 B 185 Left B 130 C 125 Through A 195 B 160 Right B 195 A 160 Left C 135 B 70 Through C 135 B 70 Right B 135 A 70 Left C 65 B 80 Through C 65 A 80 Right A 65 A 80 OVERALL B -- B -- Left A 20 A 10 Through A 20 A 10 Through A -- A -- Right A -- A -- Left A 30 B 35 Right A 30 C 35

Page 10 of 18 BPN at Trumbull BPN at Gold BPN at Lewis Gold at Main and Tower Square Elm at Trinity Left C 90 D 170 Through B 100 C 240 Through B 110 C 155 Right A 185 A 90 Left B 130 D 265 Right A 135 C 305 OVERALL B -- C -- Left B 80 A 80 Right A 80 A 80 Through B 265 A 185 Right B 265 A 185 Left C 110 C 110 Through A 115 B 115 OVERALL B -- B -- Left D 45 F 115 Right B 45 B 115 Through A 65 A 50 Through A 110 B 210 Left C 140 C 245 Through B 140 C 245 Right B 140 C 245 Left C 165 C 65 Through C 165 C 65 Right C 165 A 65 Left D 55 E 115 Through C 140 C 210 Right B 140 C 210 Left D 50 D 50 Through D 130 C 165 Right B 130 C 165 OVERALL C -- C -- Through A 20 C 75 Right B 20 B 15 Left B 110 B 45 Through A 125 A 65 Left B 55 C 85 Right A 55 A 100 Left A 55 B 45 Through B 80 B 110 Right A 80 A 110 OVERALL A -- A -- While Table 3 does show E or F at two locations (BPN/Lewis and Main /Gold ), the improvements to both delays and queues are significantly improved from those presented in Table 2. The alignment proposed in the SUD plan has remained unchanged by BETA outside of

Page 11 of 18 the section between Trumbull and Pulaski Circle. BETA does not believe that the measures to reduce traffic flow in this area will be effective due to the direct access provided to Interstate 91 via the Whitehead Highway. FUTURE CONDITIONS In order to design a roadway system that will not soon be obsolete, BETA developed future year (2033) peak hour traffic volumes. To understand future year traffic conditions, conversations were had with the City of Hartford Planning Department and the Capital Region Council of Government (CRCOG). The CRCOG provided a range of annual traffic growth rates from 0.34% to 0.64%. Several proposed building areas have also been shown on the SUD plans in areas currently occupied by parking lots. A breakdown of the proposed buildings is as follows: At Jewell St/Ann Uccello St o 9,200 s.f. footprint, 8 stories of residential At Ann Uccello St/Hicks St o 16,500 s.f. footprint, 8 stories of residential At Jewell St/Pearl St o 8,000 s.f. footprint, 7 stories residential At Ford St/Asylum St/Pearl St o 32,600 s.f. footprint, 1 story commercial, 13 floors residential o 7,000 s.f. footprint, 1 story commercial, 13 floors residential o 18,000 s.f. footprint, 1 story commercial, 13 floors residential For the future year condition, existing traffic was increased by 0.64% per year over a 20-year period (12.8% total), and the site-generated traffic for the anticipated new buildings was added to the annually increased volumes. Site traffic related to these developments was estimated based on current published traffic generation rate data for urban infill projects. Reductions in trip generation were approximately 50%, based on the Institute of Transportation Engineers rates for typical suburban developments. The 2033 traffic volumes were applied to the Suisman design roadway network (geometry and lane arrangements). The results of these analyses are shown in Table 4.

Page 12 of 18 Intersection Approach Movement Asylum at High and BPN Pearl at BPN Pearl at Ann Uccello BPN at Ann Uccello Table 4 Future Traffic Volumes with SUD Geometry Traffic Operations Summary Level of Service AM Peak Hour PM Peak Hour Queue (in ft.) Queue Through C 45 F 120 Right A 125 F 405 Through B 125 B 150 Right A 125 B 150 Left D 245 F 440 Through D 260 F 440 Through D 170 F 355 Right C 170 F 355 OVERALL C -- F -- Left D 85 F 305 Right A 135 C 305 Through C 95 D 120 Right A 95 B 120 Left C 360 D 480 Through C 375 F 420 OVERALL B -- E -- Left D 285 C 260 Through C 285 B 260 Right C 270 A 260 Left C 140 B 135 Through B 255 B 145 Right B 255 B 145 Left A 90 C 90 Through A 90 B 90 Right A 90 A 90 Left B 45 B 105 Through A 45 A 105 Right B 45 A 105 OVERALL B -- B -- Left A 20 E 445 Through A 20 F 445 Through A -- A -- Right A -- A -- Left A 35 F 180 Right A 35 F 180

Page 13 of 18 BPN at Trumbull BPN at Gold BPN at Lewis Gold at Main and Tower Square Elm at Trinity Left D 255 F 510 Through D 255 F 510 Through C 180 C 180 Right B 100 A 125 Left F 310 F 300 Right A 30 F 35 OVERALL D -- F -- Left C 115 D 120 Right C 115 B 120 Through F 320 A 290 Right F 155 A 115 Left D 105 B 105 Through A 120 A 105 OVERALL F -- A -- Left E 30 E 35 Right F 60 B 80 Through A -- A -- Through B -- A -- Left B 160 C 250 Through B 160 C 250 Right A 160 B 250 Left C 215 D 80 Through C 215 D 80 Right C 215 B 80 Left D 65 E 125 Through D 175 E 230 Right C 175 D 230 Left D 65 E 70 Through C 130 D 195 Right C 130 C 195 OVERALL C -- D -- Through D 25 C 80 Right B 15 A 15 Left D 215 B 55 Through D 230 B 90 Left C 20 B 20 Right A 65 A 170 Left C 65 C 50 Through C 165 B 140 Right B 165 B 140 OVERALL C -- B -- Based on the findings presented in Table 4, the roadway network will experience significantly increased delays and queues compared to the existing 2013 conditions. E or F conditions will Ref: H:\4000\4461 -Hartford Intermodal Triangle Bushnell Park North\4488 Hartford CT - BPN Traffic Engineering Services - CED MOVED TO 4461\Reports\2013_04_22_BPN _Traffic_Memo.docx

Page 14 of 18 occur at several intersections during both the morning and afternoon peak hours. This occurs at the following locations: Asylum eastbound at BPN (PM peak hour) BPN northbound at Asylum (PM peak hour) High southbound at Asylum (PM peak hour) Pearl westbound at BPN (PM peak hour) BPN southbound at Pearl (PM peak hour) BPN eastbound at Ann Uccello (PM peak hour) Ann Uccello at BPN (PM peak hour) BPN eastbound at Trumbull (PM peak hour) Trumbull southbound at BPN (AM and PM peak hours) BPN northbound at Gold (AM peak hour) Main northbound left at Gold (PM peak hour) A review of the queuing results reveals that several 95 th percentile queues will extend beyond the available storage limits and will encroach into adjacent intersections. Locations where this occurs include the following: Asylum eastbound at BPN High southbound approach to Asylum BPN southbound approach to Pearl BPN southbound at Pearl BPN eastbound at Ann Uccello BPN eastbound approach to Trumbull BPN northbound at Gold To assess future traffic operations within the developed BPN design, BETA analyzed the future peak hour traffic volumes using the SUD plan, and incorporated the aforementioned modifications (concurrent pedestrian phases, 4-lane cross section between Pulaski Circle and Trumbull, leftturn lane from BPN onto Trumbull, permit a double left-turn from Trumbull onto BPN, and Lewis single lane approach). The traffic volume shift from BPN onto Trumbull and Pearl has also been applied under this analysis scenario. A summary of these results is shown in Table 5.

Page 15 of 18 Table 5 Future Traffic Volumes with SUD Geometry and BETA Modifications Traffic Operations Summary Intersection Approach Movement Asylum at High and BPN Pearl at BPN Pearl at Ann Uccello BPN at Ann Uccello Level of Service AM Peak Hour PM Peak Hour Queue (in ft.) Queue Through C 40 C 35 Right A 160 A 160 Through C 145 B 155 Right B 145 B 155 Left C 280 D 250 Through C 300 D 260 Through C 140 F 360 Right B 140 F 360 OVERALL B -- F -- Left E 120 D 120 Right A 90 A 65 Through A 105 A 110 Right C 105 D 110 Left C 330 B 430 Through C 390 C 435 OVERALL B -- C -- Left C 110 C 95 Through A 110 A 95 Right A 100 A 85 Left C 160 B 150 Through B 265 B 190 Right B 265 B 190 Left C 145 B 95 Through C 145 B 95 Right C 145 B 95 Left C 85 C 125 Through C 85 B 125 Right A 85 B 125 OVERALL B -- B -- Left A 10 A 60 Through A 10 A 60 Through A -- A -- Right A -- A -- Left A 45 A 40 Right A 45 A 40

Page 16 of 18 BPN at Trumbull BPN at Gold BPN at Lewis Gold at Main and Tower Square Elm at Trinity Left D 165 D 220 Through C 200 C 535 Through B 90 B 170 Right A 185 A 130 Left D 230 C 225 Right C 250 C 225 OVERALL C -- C -- Left B 80 C 90 Right B 80 A 90 Through B 225 A 170 Right A 225 A 170 Left D 120 B 120 Through A 120 A 120 OVERALL B -- A -- Left D 45 F 140 Right C 45 D 140 Through A -- A -- Through B -- A -- Left C 210 C 245 Through C 210 C 245 Right B 210 B 245 Left C 180 D 70 Through C 180 C 70 Right B 180 B 70 Left D 80 D 110 Through D 160 D 215 Right C 160 C 215 Left D 65 D 60 Through D 120 D 220 Right C 120 D 220 OVERALL C -- D -- Through D 20 C 65 Right B 25 A 20 Left D 220 B 60 Through D 240 B 90 Left A 60 B 100 Right A 55 B 90 Left C 75 C 45 Through C 140 B 110 Right B 140 A 110 OVERALL C -- B -- Based on the analysis summary shown in Table 5, two locations will experience E or F: High southbound approach to Asylum (PM peak hour)

Page 17 of 18 Lewis westbound approach to BPN (PM peak hour) The High approach to Asylum results in F during the afternoon peak hour due to being reduced from a two-lane approach to a single-lane approach. The delays at this approach also result in an overall F for the intersection. If future field conditions operate this poorly, it is likely that motorists currently traveling along this section of High will likely find an alternate route, thereby reducing the delays at this intersection. The Lewis approach to BPN will likely experience a similar fate to High. If field delays are excessive when turning form Lewis onto BPN, these motorists will likely seek alternate routes to the north along Pearl. Also, the 95 th percentile queues along the eastbound BPN approach to Trumbull appear to extend into the intersection with Ann Uccello. This queue length has been calculated by SimTraffic, but was displayed only two times during the simulation recording period. BETA anticipates the queue at this location to be accommodated within the section of BPN between Trumbull and Ann Uccello. The average queue at this location is 315 feet, which is less than the roadway link distance of 450 feet. It is worth noting that the BETA plan analyses include the northbound Trinity connection to BPN. This adds approximately 70 AM peak hour vehicles and 160 PM peak hour vehicles to BPN eastbound between Trinity and Trumbull (most of which will turn left onto Trumbull ). The elimination of the Trinity connection would result in shorter queues along BPN eastbound, especially during the PM peak hour. The BPN approach to Trumbull would experience a 95 th percentile queue of approximately 300 feet, as opposed to the 535-foot queue with the Trinity connection. The proposed left-turn lane could also be reduced from the proposed 150 feet to 100 feet. CONCLUSION BETA reviewed traffic operations for the existing and future weekday peak hours throughout the Bushnell Park North study area for both existing geometric conditions and geometry based on the plan illustrated by Suisman Urban Design. Based on the qualitative analysis tools SYNCHRO and SimTraffic, the majority of the SUD plan geometry can accommodate the anticipated traffic volumes. To provide the needed capacity in areas experiencing poor operations, BETA recommends the following modifications to the SUD plan: Incorporate concurrent pedestrian phases at all intersections along BPN with the exception of Trumbull Provide a four-lane cross section along BPN between Pulaski Circle and Trumbull, which permits two (2) lanes for northbound and two (2) lanes for southbound travel Provide an exclusive left-turn lane from BPN onto Trumbull Modify the southbound Trumbull approach to BPN from one left-turn lane and one right-turn lane to one left-turn lane and one lane from which motorists can turn left or right

Page 18 of 18 Modify the Lewis approach to BPN from two lanes to one lane In order to estimate the actual operations throughout the network with the two-lane BPN design (between Trumbull and Pearl ), traffic volumes were redistributed from BPN onto Trumbull and Pearl as a by-pass operation. Trumbull and Pearl have more lanes and therefore, more traffic capacity. This iterative process resulted in finding the balance of traffic between the two routes that produced an ideal condition for both motorist travel and operational impacts. The analysis results for the SUD layout indicate overall intersection failure at the intersections of Asylum /BPN/High and BPN/Gold during future conditions. The intersection at Asylum will experience significant delays and queues at the eastbound, northbound and southbound approaches. The intersection at Gold will experience excessive queues along the northbound approach, which will extend into Pulaski Circle. Analysis for the BETA configuration results indicate that only the intersection of Asylum /BPN/High will operate at F under future afternoon peak hour conditions utilizing the aforementioned modifications and volume balancing. We believe that traffic will divert to other connections along Church thereby reducing this impact. In other areas, the queues can generally be accommodated within the available storage as shown on the SUD plan, with the exception of the eastbound BPN approach to Trumbull. The 95 th percentile queue will extend beyond Ann Uccello during the weekday PM peak hour, but is expected to occur only once or twice during the peak hour. These queues generally occur due to the traffic from Trinity accessing BPN. With the elimination of this Trinity connection, the queues along BPN at Trumbull will be accommodated within the available storage area.