HomeMy WebLinkAboutAppendix I - Traffic Impact StudyTRAFFIC IMPACT STUDY FOR
PROPOSED ENCLAVES HOTEL
AND RESTAURANT
HAMLET OF SOUTHOLD
TOWN OF SOUTHOLD
Prepared For:
P. W. GROSSER CONSULTING ENGINEERS
Prepared By:
DUNN ENGINEERING ASSOCIATES
June 2019
i
Table of Contents
Introduction ....................................................................................................................................1
Purpose of Report ..............................................................................................................2
Location .............................................................................................................................2
Study Approach ..............................................................................................................................6
Existing Roadway Network ............................................................................................................9
Roadway Characteristics .................................................................................................10
Signalized Intersection .....................................................................................................10
Grade and Sight Distances ...............................................................................................11
Existing Traffic Flow Conditions .................................................................................................13
Traffic Volumes ...............................................................................................................14
Main Road (Route 25) Accident History .........................................................................15
Existing Emergency Services .......................................................................................................21
Site Trip Generation Analysis.......................................................................................................23
Trip Generation ................................................................................................................24
Directional Distribution Analysis .................................................................................................26
Traffic Assignment Analysis ........................................................................................................29
Planned Roadway Improvements and Other Planned Developments ...........................................33
Planned Roadway Improvements ....................................................................................34
Other Planned Developments ..........................................................................................34
Intersection Capacity Analyses .....................................................................................................35
Unsignalized Intersections ...............................................................................................36
Access Examination ......................................................................................................................43
Proposed Access ..............................................................................................................44
Parking ..........................................................................................................................................45
Town Parking Code .........................................................................................................46
Additional Considerations ............................................................................................................48
Public Transportation .......................................................................................................49
Project Alternative ...........................................................................................................49
Conclusions...................................................................................................................................57
ii
Table of Contents (continued)
Appendix ...................................................................................................................................... 60
Intersection Capacity Analyses Summaries
Intersection Capacity Analyses Results
Traffic Volumes
Traffic Volume Worksheets
NYSDOT Accident Verbal Descriptions
Public Transportation
1
INTRODUCTION
2
Purpose of Report
This Traffic Impact Study contains the results of a traffic engineering examination of the proposed
development of the Enclaves Hotel and Restaurant at 54455 Main Road (Route 25) in Southold, New
York. The development will consist of a 74 seat quality restaurant and a 44 unit hotel on a 294,202
square foot (6.725 acre) site. This report appraises the traffic aspects of the proposed development
with particular emphasis on its impact on the surrounding street and highway network.
Location
The site is located on the north side of Main Road (NYS Route 25). The site lies between Locust
Lane and Town Harbor Lane which intersect Main Road from the south. The site is bounded on the
north by the Long Island Rail Road and to the east and west by private properties. The site has no
access to the adjacent highway system other then from Main Road. The site is located within the
hamlet of Southold, Town of Southold, New York.
Figure 1, Area Map, indicates the location of the Town of Southold in the New York Metropolitan
area. The project site is shown in Figure 2, Location Map, while Figure 3, Site Map, presents the
boundaries of the property and the adjacent roadway network.
At present, the site of the proposed development is occupied by single family house.
6
STUDY APPROACH
7
As part of the preparation of this Traffic Impact Study, the following tasks were undertaken:
1. Several personal, on-site field observations were made to observe the traffic movements
under various conditions.
2. Collection and analysis of current existing traffic data, including traffic volumes and signal
timings, as available from the Town of Southold and the New York State Department of
Transportation (NYSDOT).
3. Supplementary manual traffic counts were collected as necessary to update the available
volume counts.
4. An examination was made of the traffic flow on Main Road (NYS Route 25) in the vicinity of
the site.
5. Recent accident records obtained from NYSDOT were reviewed to determine if any accident
problems exist in the vicinity of the site.
6. The availability of police and fire protection services was examined.
7. A trip generation analysis was performed to determine the additional traffic attributable to the
proposed development.
8. A directional distribution analysis was performed to distribute the site-generated traffic onto
the surrounding street network.
9. A trip assignment analysis was performed and the traffic volumes that would result from the
addition of site-generated traffic to existing traffic were examined to determine the impact of
the proposed development on the surrounding street system.
10. Capacity analyses were performed at key study intersections on Main Road to examine their
ability to accommodate both the existing traffic volume and the additional site-generated
traffic.
11. A review of the access arrangements was made.
12. An evaluation of the available parking and on-site circulation was made in regard to traffic
circulation, safety, maintenance, and adequacy of layout.
8
13. Conclusions were made in regard to the traffic impact of the development on the surrounding
street network based on the data and facts gathered in this study.
9
EXISTING
ROADWAY NETWORK
10
Roadway Characteristics
As shown in Figure 3, Site Map, the development will be located on the north side of Main Road
(NYS Route 25) between Locust Lane and Town Harbor Lane which intersect Main Road from the
south.
Main Road (Route 25) is a major east/west New York State highway facility (designated NYS Route
25) located along the southern boundary of the site. In the vicinity of the site, Main Road consists of
two lanes (one lane in each direction.). Turning lanes are not typically found along Main Road in the
vicinity of the site. The posted speed limit on Main Road (Route 25) is 40 miles per hour. Roadways
intersecting Main Road from the south in this highway segment are in an area wide thirty mile per
hour speed zone. Boisseau Avenue has a 35 mile per hour posted speed limit.
Signalized Intersection
In the vicinity of the site, are located the following significant unsignalized intersections:
Main Road (NYS Route 25) at Boisseau Avenue/Hobart Road
Main Road (NYS Route 25) at Locust Lane
Main Road (NYS Route 25) at the Seven-eleven Driveway
Main Road (NYS Route 25) at Town Harbor Lane
The lane configurations at the unsignalized intersection approaches of Main Road (NYS Route 25) at
Boisseau Avenue/Hobart Road consist of the following:
1. Eastbound Main Road: A combined left/thru/right lane.
2. Westbound Main Road: A combined left/thru/right lane.
3. Southbound Boisseau Avenue: A combined left/thru/right lane
4. Hobart Road is one-way away from Main Road and has no approach lanes.
11
The lane configurations at the unsignalized intersection approaches of Main Road (NYS Route 25) at
Locust Lane consist of the following:
1. Eastbound Main Road: A combined thru/right lane.
2. Westbound Main Road: A combined left/thru lane.
3. Northbound Locust Lane: A combined left/right lane
The lane configurations at the unsignalized intersection approaches of Main Road (NYS Route 25) at
the Seven-Eleven Driveway consist of the following:
1. Eastbound Main Road: A combined thru/right lane.
2. Westbound Main Road: A combined left/thru lane.
3. Northbound Seven-Eleven Driveway A combined left/right lane
The lane configurations at the unsignalized intersection approaches of Main Road (NYS Route 25) at
Town Harbor Lane consist of the following:
1. Eastbound Main Road: A combined thru/right lane.
2. Westbound Main Road: A combined left/thru lane.
3. Northbound Town Harbor Lane: A combined left/right lane
Grades and Sight Distances
In the vicinity of the proposed site access driveway, Main Road is essentially flat and there are no
appreciable horizontal or vertical curves, which would reduce sight distance in the vicinity of the
sight. The American Association of State Highway and Transportation Officials (AASHTO)
recommend that minor public street intersections with a major roadway, having a 40 mile per hour
speed limit, have 445 feet of sight distance available. The Stopping Sight Distance for the 40 mile
per hour speed limit is 305 feet. The difference between the two is that the stopping sight distance is
sufficient for a vehicle traveling on the major street (Main Road) to stop or slow in order to avoid a
collision with a vehicle entering from a minor street. The intersection design sight distance provides
sufficient space for a vehicle entering from a minor street to make its desired movement and
accelerate to operating speed without requiring an approaching vehicle on the major street to adjust
12
their speed at all. Due to the geometrics of Main Road there is sufficient sight distance to meet the
standards recommended for intersection design sight distance.
Geometrics are not always the limiting factor with regard to sight distance and the presence of parked
vehicles on the north side of Main Road (Route 25) could reduce sight distance by blocking
visibility. For this reason in is recommended that parking be prohibited on the north side of Main
Road along the entire site frontage. This will allow vehicles exiting the site to have sufficient sight
distance to the east. Due to the positioning of the adjacent residential driveway to the west and the
location of the eastbound Main Road travel lane a further distance from the exit driveway, site
distance to the west will be adequate without further parking restrictions.
As a result, no sight distance restrictions exist in the vicinity of the proposed site access driveways.
13
EXISTING TRAFFIC
FLOW CONDITIONS
14
Traffic Volumes
Current traffic flow information for Main Road (NYS Route 25) was obtained from the NYSDOT
Traffic Data Viewer website (http://gis.dot.ny.gov/tdv). The Traffic Data Viewer is an interactive
map program that graphically displays traffic data for individual road segments and count station
locations. According to the website, the 2015 Average Annual Daily Traffic (AADT) on Main Road
(NYS Route 25) in the vicinity of the proposed site was 7,626 vehicles. There was a short count
available that was collected in August 2010 for the section of highway, which indicated a higher
AADT at 7,738 vehicles. That count also included weekend data. That counter was located on Main
Road between Town Harbor and Laurel Lane. Data from that count also provides vehicle
classification data and speed data. In addition a traffic count collected in August of 2015 was found
for Main Road taken 490 feet south of Pequash Avenue. This section of Main Road had an AADT of
12,602 vehicles. The volume counts are contained in the Appendix of this report.
In addition to the volume counts noted the State operates a permanent count station on Route 25 east
of Aldrich Lane in the hamlet of Laurel. The permanent count station generates traffic volume trend
data for Route 25 in the Town of Southold and Riverhead east of the Riverhead business district. The
latest available data from the count station dates back to 2013. It shows that the highest volumes
occur in July and August. The highest daily traffic occurs on Friday with Saturday and Thursday
being close seconds. The counts indicated little traffic growth between 2004 and 2013. The data
from the permanent count station is included in the Appendix of this report
It should be noted that the above AADT and the traffic volume count data were not utilized for
analysis purposes, but were used to define peak periods of highway traffic and are presented for
informational purposes.
To obtain specific turning count information for existing traffic during the peak hours of the proposed
development, manual turning movement counts were collected at the following four locations:
Main Road (NYS Route 25) at Boisseau Avenue/Hobart Road
Main Road (NYS Route 25) at Locust Lane
Main Road (NYS Route 25) at the Seven-eleven Driveway
Main Road (NYS Route 25) at Town Harbor Lane
The turning traffic counts at both locations were collected on several occasions in July of 2018
during a typical weekday AM peak period from 7:00 A.M. to 9:00 A.M., a typical weekday PM peak
period of 4:00 P.M. to 6:00 P.M, and a Saturday peak period of 11:00 P.M. to 2:00 P.M
Figure 4, 2018 Existing Traffic Counts, presents the 2018 Weekday AM and PM peak hour traffic
15
volumes found at the intersection noted. Figure 5, 2018 Existing Traffic Counts, presents the 2018
Saturday peak hour traffic volumes found at the intersection noted
All of the traffic volume counts can be seen in the section of the Appendix entitled, “Traffic
Volumes”.
Main Road (Route 25) Accident History
Information was obtained from NYSDOT regarding all accidents that have occurred on Main Road
(NYS Route 25) between Maple Lane and Town Harbor Lane in the immediate vicinity of the site for
the latest three years (January 1, 2015 to December 31, 2017) for which records are available. This
data consists of computer-generated verbal description summaries of each reportable and non-
reportable accident that occurred on the segment of Main Road between Maple Lane and Town
Harbor Lane (end points inclusive).
After receiving the accident data, an accident statistic summary table was prepared. A summary of
the accidents on Main Road within the study area, by year, severity (property damage only, injury, or
fatal) and location is shown in Table 1.
The accident verbal descriptions obtained from NYSDOT on which Table 1 is based can be found in
the Appendix in the section entitled, “NYSDOT Accident Verbal Descriptions”.
This slightly over one quarter mile segment of Main Road experienced a total of 33 accidents (11 per
year) in the three year period examined. There was no particular pattern to the accident type that
would lend itself to counter measures. There are five streets intersecting Main Road and all but
Boisseau Avenue are Tee intersections, although the Boisseau Avenue intersection almost acts as a
Tee as the south leg of the intersection is one-way away from Main Road. Tee intersections
generally operate more safely then four-way intersections as there are less conflicting movements
occurring at the intersection. The intersections of Main Road at Town Harbor lane, Locust Avenue,
Maple Lane and Cottage Lane experienced less then two accidents per year. Two accidents occurred
at Town Harbor Lane during the three year period, with both occurring in 2016. Both of these
involved vehicles hitting deer. A total of 6 accidents occurred at Boisseau Avenue and Hobart Road.
A total of 14 accidents occurred between Maple Lane and Boisseau Avenue; many of these involved
parked vehicles or vehicles leaving on street parking spaces being hit by passing traffic. There were
no fatalities and only six accidents involving personnel injury.
With a well-designed access plan, it is expected that the proposed development will not lead to an
undue increase of the rate of accident occurrence along Main Road (Rt. 25) in the immediate vicinity
of the site.
Figure 4
18
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21
EXISTING
EMERGENCY
SERVICES
22
The availability of police protection and fire protection services in the vicinity of the proposed site is
excellent. The area of the proposed site is patrolled by the Southold Town Police Department. The
Southold Town Police headquarters are located in the hamlet of Peconic at 41405 Main Road (Route
25). Police Headquarters is approximately two and a half miles to the west of the proposed site. At
present, numerous Southold Town Police patrols travel past the site on a daily basis.
The site is located in the Southold Fire District and the nearest firehouse is the Southold Fire
Department Headquarters. The Fire Department also provides emergency ambulance service. The
headquarters of the Fire Department are located 55135 Main Road (Route 25) less then one quarter
mile west of the proposed development.
Due to the proximity of the firehouse, with both fire and ambulance service, and the presence of
frequent police patrols, it should be recognized that excellent emergency services are available to
service the site of the proposed development.
23
SITE TRIP
GENERATION
ANALYSIS
24
Trip Generation
As noted earlier, the development, as proposed, will consist of a 74 seat restaurant and a 44 unit hotel
Information on trip generation rates for various land uses is contained in the 10th edition of “Trip
Generation”, a report published by the Institute of Transportation Engineers (ITE). The ITE
reference provides studies and trip generating characteristics of a wide range of land uses. The Trip
Generation report contains a land use type related to the proposed restaurant and hotel.
The Trip Generation manual has several different land use categories related to hotel type uses.
These include a standard hotel use that typically has supporting facilities such as pools, restaurants,
cocktail lounges, meeting and banquet rooms. The use typically also has over 150 rooms. Another
use provided in the Manual is the Business Hotel. These hotels typically have less supporting
facilities then the standard hotel. Supporting facilities such as a breakfast buffet bar, afternoon
beverage bar, pool and limited meeting facilities. Another hotel use is the resort hotel. These
facilities are generally supported by recreational amenities such as pools, tennis courts and possibly
golf courses or other activities. When considering the proposed 44 room hotel the best match is the
business hotel use. The business hotel, like the proposed hotel does not have large meeting and
banquet rooms or a restaurant that would attract patrons other then those staying at the facility. The
project does include a restaurant but for the purpose of trip generation is being treated separately.
The Trip Generation Manual also includes multiple restaurant uses, such as Quality Restaurant, High
Turn-over Sit Down Restaurant and several types of Fast Food Restaurant. The use of the Quality
Restaurant to determine the number of trips the proposed, 74 seat restaurant will generate is apparent.
Table 2, “Site-Generated Traffic – Based on ITE Trip Generation Rates”, shows the estimated site-
generated traffic anticipated during typical peak hours based on the ITE trip generation rates for a
Business Hotel (Land Use Code 312) based on 44 rooms and for a Quality Restaurant(Land Use
Code 931) based on 74 seats. Note that the trip generation data for the weekday P.M. peak hour of
the generator was used to determine the weekday midday peak hour traffic generation of the
proposed use. It is the highest trip generation rate for the weekday peak periods.
25
Use
Vehicle Trips per Hour
Weekday A.M.
Peak Hour
Weekday P.M.
Peak Hour
Saturday
Peak Hour
Enter Exit Enter Exit Enter Exit
Quality Restaurant
with 74 seats
(Land Use Code 931)
8 4 13 9 15 10
Business Hotel
With 44 rooms
(Land Use Code 312)
10 7 10 7 11 10
Total 18 11 23 16 26 20
Table 2
Site-Generated Traffic
Based on ITE Trip Generation Rates
Proposed Restaurant and Hotel
26
DIRECTIONAL
DISTRIBUTION
ANALYSIS
27
In order to determine the origins and destinations of vehicles entering and exiting the proposed
development, a directional distribution analysis was performed.
Figure 6, Directional Distribution of Site-Generated Traffic, presents the directional distribution of
traffic that is expected to arrive at and depart from the proposed development via the existing
roadways.
The directional distribution figure was based on a rough assessment of the population distribution of
patrons of the site. The quality restaurant will capture patrons from up to 20 miles from the site,
while the hotel will capture patrons from even greater distances. Hotel patrons once registered will no
doubt keep trips to a more local nature. The weight of the population within the capture area of the
hotel and restaurant is heavily weighted to the west. Taking all of these factors into consideration a
60/40 split of arriving traffic was assumed with 60 percent coming from the west and 40 percent
coming from the east.
29
TRAFFIC
ASSIGNMENT
ANALYSIS
30
The site-generated traffic estimates and the directional distribution were utilized to assign the
expected generated traffic volumes at the proposed shared common access driveway and on the
surrounding roadway network.
Figure 7, Assignment of Site-Generated Traffic - Weekday A.M. and PM Peak Hours, shows the site-
generated traffic for the proposed Enclaves Restaurant and Hotel during the weekday morning peak
hour, and the weekday PM peak hour of highway traffic using the directional distribution for the
new site generated traffic shown in Figure 6 the trip generation of new traffic trips is shown in Table
2. Figure 8, Assignment of Site-Generated Traffic – Saturday Peak, shows the same information for
the Saturday peak hour of highway traffic.
33
PLANNED ROADWAY
IMPROVEMENTS AND
OTHER PLANNED
DEVELOPMENTS
34
Planned Roadway Improvements
To determine whether there are any plans for improvements to the roadways in the study area, the
latest available Nassau – Suffolk Transportation Improvement Program (TIP) was reviewed. Our
review revealed no projects involving the reconstruction and improvement of roadways serving the
proposed Enclaves prior to its expected completion.
Other Planned Developments
In order to properly conduct the Traffic Impact Study, it is necessary to examine the cumulative
effects of this project as well as other planned developments in the area. To this end, any other
developments approved and planned to be constructed before 2020 (this project’s Build year) which
may impact traffic conditions in the area were identified.
The Town of Southold was contacted and a representative of the Planning Department indicated that
there were no currently planned projects within the area of the proposed Enclaves that would
generate significant enough traffic to impact conditions at the Study intersections.
35
INTERSECTION
CAPACITY ANALYSES
36
Unsignalized Intersections
Unsignalized intersection capacity analyses were performed to determine the ability of vehicles to
safely negotiate turning movements at the key location noted below:
Main Road (NYS Route 25) at Boisseau Avenue/Hobart Road
Main Road (NYS Route 25) at Locust Lane
Main Road (NYS Route 25) at the Seven-eleven Driveway/Site Exit
Main Road (NYS Route 25) at Town Harbor Lane
Main Road (NYS Route 25) at the Site Entrance
All analyses were performed in accordance with the methodology set forth in the 2010 edition of the
Highway Capacity Manual using the same HCS+ software as was utilized for the signalized capacity
analyses.
Methodology
The unsignalized intersection capacity analysis methodology evaluates the average control delay per
vehicle to determine level of service. Level of service for a two-way stop-controlled intersection is
defined solely for each minor movement. Several variables impact the measure of delay for a two-
way stop-controlled intersection, including the level of conflicting traffic impeding a minor street
movement and the size and availability of gaps in the conflicting traffic stream.
Level of service for an unsignalized intersection is defined in terms of the average control delay per
vehicle during a peak 15-minute analysis period. Control delay consists of initial deceleration delay,
queue move-up time, stopped delay, and final acceleration delay. Six levels of service, ranging from
A to F, have been established as measures of vehicle delay. These levels and their related control
delay criteria are summarized in Table 5, Unsignalized Intersections - Level of Service Criteria.
Level of Service Control Delay
(seconds per vehicle)
A < 10.0
B 10.1 - 15.0
C 15.1 - 25.0
D 25.1 - 35.0
E 35.1 - 50.0
F > 50.0
Source: Highway Capacity Manual 2000, Transportation Research Board, National Research Council, Washington, D.C.
Table 3
Unsignalized Intersections
Level of Service Criteria
37
Intersection capacity analyses were first performed to examine existing levels of service (2018
Existing Condition). The volume counts were taken during July of 2018 and therefore reflect peak
Summer traffic.
The 2018 existing traffic volumes were then projected to 2020 (Build Year plus Five Years) by
utilizing a linear growth factor of 0.6% per year to account for normal background traffic growth.
The 0.6% linear annual growth factor used was estimated from an examination of the Suffolk County
Comprehensive Plan – 2035. The Plan estimates that Suffolk County will experience continued
growth at a rate of 0.85% per year over the next five to ten years. The Town of Southold during that
same period is projected to see a rate of growth estimated at 1.28%. During that same period the New
York Metropolitan Transportation Council using the Best Practices Model anticipates a population
growth of 0.52% for all of Suffolk County. In order to take a conservative approach a growth factor
of 1.5% per year (3.0% for the two year period between 2018 and 2020) was used.
In addition to the anticipated growth in background traffic the anticipated traffic that would be
generated by other planned developments within the Study Area where considered. As noted
previously, no significant other developments were identified by the Town of Southold. Figure 9,
2020 No Build Traffic Volumes – Weekday Peak Hours, shows the anticipated traffic volumes at the
study intersections in 2020 for the weekday A.M. peak hour, and P.M. peak hour of traffic. Figure
10, 2020 No Build Traffic Volumes – Saturday Peak Hours, show the anticipated traffic volumes at
the study intersections in 2020 for the Saturday Peak Hour of traffic.
The capacity analyses were rerun to examine the future 2020 levels of service before the
development of the proposed site (2020 No-Build Condition). The 2020 No-Build Condition takes
into account the 1.5 percent per year normal background traffic growth factor over 2 years.
Finally, the anticipated traffic the proposed Enclaves will generate, as presented in Table 2 and
Figures 7 and 8, was added to the 2020 No-Build Traffic. Figure 11, 2020 Build Traffic Volumes –
Weekday Peak Hours, shows the anticipated traffic volumes at the study intersections with the
additional traffic from the Enclaves in 2020 for the weekday A.M. peak hour, and P.M. peak hour of
traffic. Figure 12, 2020 Build Traffic Volumes – Saturday Peak Hours, show the anticipated traffic
volumes at the study intersections with the additional traffic from the Enclaves in 2020 for the
Saturday Peak Hour of traffic.
Figure 9
41
Summaries of the results of the unsignalized capacity analyses are provided in Table A thru E in the
Appendix of this report under the section entitled, “Intersection Capacity Analyses Summaries”.
Detailed HCS+ printouts with all input and output parameters can also be found in the Appendix.
The unsignalized capacity analysis was conducted to examine how the study intersections and site
42
access points would function in the future when the site is open and operational. The results of this
analysis indicate that particularly during the weekday AM and PM peak hours of traffic the study
intersections work well and the completed project will have no significant impact on traffic
operations. Movements at all intersections work at Level of Service “C,” or better during both the
AM and PM peak hours of traffic.
During the Saturday peak hours the study intersections indicate that side street delay accessing or
crossing Main Road (Route 25) is high resulting in Levels of Service of “F” at Boisseau Avenue,
“E” at Locust Lane, “D” at the Seven – Eleven Driveway and “E” at Town Harbor Lane. Left turn
movements made from Main Road onto the side streets that were also modeled by the analysis
indicate low levels of delay and Level of Service “A” for all left turns. The delays found at these
intersections are typical of most side street approaches to heavily traveled State Highways, such as
Route 25.
Despite the higher delays evidenced at the study intersections, the addition of traffic from the
proposed project does not result in any adverse changes in intersection operating Levels of Service
and minor increases in intersection movement delay of 5 seconds or less, which would not be
noticeable. The proposed site exit, opposite the existing Seven – Eleven Driveway, will operate with
Level of Service “C”, or better, during the weekday peak periods and Level of Service “D” during the
Saturday peak period. The Level of Service “D” on Saturday will have less delay then any of the
other side street movements studied and should be considered an adequate Level of Service.
43
ACCESS
EXAMINATION
44
Proposed Access
The site of the proposed Enclaves is occupied by an existing single family home.. Currently, the site
has full access to Main Road (Route 25) via a single narrow driveway. The proposed access plan
improves this condition by splitting access for entering and exiting vehicles. An entrance only
driveway will be placed on the easterly side of the frontage on Main Road and an exit only drive will
be placed on the western side of the frontage on Main Road opposite the existing Seven-Eleven
driveway located on the south side of Main Road. In order to assure that adequate sight distance is
available for exiting traffic, it is recommended the parking be restricted on the north side of Main
Road (Route 25) between the two sight driveways and 50 feet to the west of the exit drive.
The proposed access plan has been designed to provide safe and efficient access for both patrons and
employees of the proposed site.
45
PARKING
46
Town Parking Code
The parking layout within the proposed development as shown on the site plan provides a total of 123
paved parking spaces (of which 4 are reserved for handicapped patrons) and an additional 37 grass
paved parking space to accommodate any overflow that may occur.
The Town of Southold Code requires that one parking space be provided for every 3 seats provided
in the restaurant. The proposed restaurant will have of a total of 74 seats. This translates to 25
parking spaces required by Town Code (74 at 1 space per 3 seats = 25 spaces). However, the code
also carries a requirement that one space must be provided for every 100 square feet of restaurant
area. The restaurant is 3,800 square feet, requiring 38 parking spaces based on area.
In addition, the Town Code requires one parking space be provided for each unit of the proposed
hotel, plus another space for each employee. The hotel will consist of 44 units and will utilize 12
employees. This translates into the need for 56 parking spaces for the hotel use. It is recognized that
a hotel offers different amenities that a rigid interpretation of the Town Code could require additional
parking. However, the amenities, such as pools fitness centers, meeting rooms and others are for the
use of the hotel guests and generate no additional vehicular parking requirements. The Institute of
Transportation Engineers examines the Hotel Use (Land Use Code 310) in their reference, “Parking
Generation”, 4th Edition. It notes that Hotels provide supporting facilities such as restaurants, cocktail
lounges, meeting rooms and banquet rooms or convention facilities, limited recreational facilities
(pool, fitness room) and or retail and service shops.” The reference also provides data from studies
conducted at various hotel sites. That data is provided as the number of vehicles parked versus the
number of occupied rooms on site. The data indicates an average demand on a Saturday for parking
of 1.2 vehicles per occupied space or with 44 rooms a demand for 53 spaces. Again, these sites have
restaurants, bars banquet rooms and other services that are more extensive then provided at the
Enclaves. The data provided by the ITE indicate that the Town Code requirement to base parking on
the number of rooms and employees is reasonable and no further allowance need to be made for other
accessory support uses included in the hotel.
The total number of parking spaces required by Town Code is 94 (38 plus 56 = 94). One hundred-
twenty-three parking spaces are provided and only ninety-four are required by Town Code, providing
a surplus of 29 paved parking spaces.
In addition to the paved parking spaces 37 unpaved spaces will be provided on site to accommodate
any special event overflow parking that can not be accommodated by the surplus paved spaces
provided. The total number of paved parking spaces provided is 123 with an additional 37 grass
paved spaces, totaling 160 paved and unpaved parking spaces, while the Town Code only requires 94
47
parking spaces. The parking provided by the proposed site plan meets the requirement of the Town
Code and will be adequate to accommodate parking demand for special events that may occur.
48
ADDITIONAL
CONSIDERATIONS
49
Public Transportation
Suffolk County Transit provides bus service to most of Suffolk County. The nearest bus route to the
proposed site provided by Suffolk County Transit is the S92 bus line. This route has buses, which
travel east and west along Main Road (NYS Route 25) in this area passing directly in front of the site.
Service is available on an hourly basis in both directions from 7:00 AM to 7:00 PM. Additional
information can be found in the section of the Appendix entitled, “Public Transportation”.
Because of the proximity of this bus route to the site, which would allow patrons and employees to
use the buses to travel to and from the development, it is expected that some patrons and employees
may utilize the public transportation system. In this study, however, no credit was applied for use of
public transportation, and the traffic destined to and from the proposed site was based on the use of
passenger cars only. However, the use of public transportation by patrons and employees would
further reduce the traffic impact and the parking needs.
Project Alternative
An alternative project has been developed that includes a 74 seat restaurant as is currently proposed
in the preferred site plan and a one story 30,650 square foot office building which requires parking
for 306 vehicles. Table 4, “Site-Generated Traffic Project Alternative – Based on ITE Trip
Generation Rates”, shows the estimated site-generated traffic anticipated during typical peak hours
based on the ITE trip generation rates for an office with 30,650 square feet and for a quality
restaurant based on 74 seats.
50
Use
Vehicle Trips per Hour
Weekday A.M.
Peak Hour
Weekday P.M.
Peak Hour
Saturday
Peak Hour
Enter Exit Enter Exit Enter Exit
Quality Restaurant
with 74 seats
(Land Use Code 931)
8 4 13 9 15 10
Office with 30,650
square feet
(Land Use Code 710)
42 6 8 38 7 6
Total 50 10 21 47 22 16
Table 4
Site-Generated Traffic
Project Alternative
Based on ITE Trip Generation Rates
Proposed Office and Restaurant
Table 5 Comparison of Site Generated Traffic, Proposed Project versus Alternative Project compares
the site generated characteristics of the two alternatives.
Use
Vehicle Trips per Hour
Weekday A.M.
Peak Hour
Weekday P.M.
Peak Hour
Saturday
Peak Hour
Enter Exit Enter Exit Enter Exit
Proposed Project 18 11 23 16 26 20
Alternative Project 50 10 21 47 22 16
Difference +32 -1 -2 +31 -4 -4
Table 5
Comparison of Site-Generated Traffic
Proposed Project versus Project Alternative
As can be seen in Table 5 the alternative project with a 30,650 square foot office building instead of a
51
44 unit hotel generates significantly more traffic during the weekday AM and PM peak hours of
traffic and slightly less traffic during the Saturday peak hours when office building typically
experience reduced activity.
Pedestrian and Bicycle Access
Main Road (Route 25) is a New York State designated Class 2 Bicycle Route. As such bicycle users
in the area utilize Main Road frequently passing the proposed site. With the presence of the adjacent
bike route bicycle access to the site is excellent.
Sidewalks are also present on both sides of Main Road in the vicinity of the site, although the
sidewalk on the south side of Main Road ends at the easterly end of the Seven-Eleven site. The
sidewalk on the north side of Main Road continues past Town Harbor Lane. To the west both the
north and south sidewalks are continuous past Young’s Avenue and Horton Lane. Crosswalks for
crossing Main Road are not provided except at the intersection of Main Road with Young’s Avenue.
The lack of crosswalks is likely appropriate, unless there is a particular crossing location that
generates enough pedestrian traffic to warrant a formalized crossing. None were apparent. Due to
the presence of the sidewalks the site has adequate pedestrian access.
Truck Access
During the construction the site will generate a number of truck visits to the site each working day.
For the most part heavy truck activity (more than two axels or more the four tires) will include
vehicles delivering material and equipment to the site. The Architect has estimated that an average of
six of these vehicles will visit the site during construction. The will be more frequent visits during
peak activity periods such as when excavation material is removed for foundations and pool
construction and when the foundations are poured for the building or the pool is poured. These
periods of peak activity should not last for more then a few days and will be separated by days of
lesser truck activity. In any case it is not anticipated that more then 3 trucks will enter and exit the
site during any one hour period.
As noted previously New York State performed a traffic vehicle count on Main Road (Route 25) just
east of Town Harbor Lane. The count was performed in June of 2010 and included a vehicle
classification count. The classification count indicated that fully 6.52 percent of the traffic passing
the count location consisted of heavy vehicle (more than two axels or more the four tires). At the
time the traffic on Main road during typical week work hours exceeded 500 vehicles an hour or in
excess of 33 heavy trucks an hour. The addition of three more heavy trucks to that volume will not
be recognizable during the infrequent times of peak activity. The remainder of the construction
period should see no more then two heavy vehicle an hour and more likely on. These will not
52
generate an undue burden on the surrounding community. Following the construction of the site
visits to the site by heavy vehicles will be decreased significantly and have less impact.
Heavy vehicles which will visit the site to make deliveries are expected to use one of two routes
depending on whether other deliveries are being made as the vehicles traverse there routes.
Additional deliveries are more likely to affect vehicle routing once the Enclaves is operating. Food,
produce and other supply operations are likely to have other customers along Main Road both east
and west of the site and are expected to use Route 25. These delivery vehicles are not likely to be all
new trucks but vehicles that now have an added delivery along an established route. Vehicles
coming to the site to make a single delivery would likely traverse the Long Island expressway to
County Road 58 to County Road 43 to Sound Avenue/County Road 48 to Young’s Avenue to Route
25. The use of Young’s Avenue is recommended in order to take advantage of the existing traffic
signals at both County Road 48 and Route 25. The presence of the traffic signals will facilitate
access to Route 25 and County Road 48, making the delivery trips safer.
Special Events
It is anticipated that 8 to 12 special events will be held on site each year. Events may include
weddings, fund raisers or community events. The size of these events could range up to between 200
and 250 guests. Special Permits from the Town will be required for all Special Events.
The larger Special Events are likely to be weddings and large parties that will be associated with the
Hotel. It is anticipated that because of the association with the hotel that a block of ten rooms or
more would be retained by guests of the event. During these events it is anticipated that many of the
guests will be staying at the Enclaves Hotel and will not require transportation to the site; their
vehicles already being parked on site in hotel parking facilities. During special events valet parking
will be used so that additional vehicles can be fit into the parking lots and unpaved parking shown on
the site plan. Others will arrive at the site via multi passenger vehicles or “for hire” vehicles such as,
Uber or Lyft or traditional cab service.
For the purpose of analyzing how the site will function during a special event it will be assumed that
the sixty-six additional vehicles to be parked on the site just with the use of the unpaved parking
spaces (See the Sections of this Report entitled, “Town Parking Code” and “Special Event Parking”).
and another twenty vehicles (hired transport) will arrive and depart the site transporting people
during the one hour peak Saturday period. In reality the vehicles parking at the site would arrive
during the beginning of the event and depart much later as the event ends. The arrivals and
departures would not occur during the same hour, but are analyzed as occurring at the same time in
order to take a conservative approach.
53
Figure 13, Special Event Composite Traffic, Saturday Peak Hour, presents the traffic volumes that
can be anticipated to occur during a special event hosted at the site. Additional capacity analyses
were conducted to determine the impact of special event traffic on the adjacent intersections and the
site access. The results of this analysis are compared to the Existing, and No Build analyses in Table
F in the Appendix of this report.
The results of the intersection capacity analysis indicate that Special Events at the proposed Enclaves
will have little traffic impact on traffic moving along Route 25 through the study intersections. Side
streets such as Boisseau Avenue, Locust Lane, and Town Harbor Lane will experience some
additional delay accessing Main Road (Route 25) during short periods when special event traffic
arrives and departs. While side street delay increases somewhat, only at the intersections of Main
Road with Locust Lane and the Seven-Eleven driveway, do the intersection operating Levels of
Service change. At the Locust Lane intersection, the Locust Lane approach to Main Street (Route 25)
deteriorates from LOS “E” with an approach delay of 45.3 second to “F” with an approach delay of
57.9 seconds. While the LOS has deteriorated, the increase in approach delay is not large and will be
tolerated by motorists. At the intersection of Main Road at the Seven-Eleven driveway, the operation
of the Seven-Eleven driveway goes from a No-Build Level of Service of “D” with a delay of 29.2
seconds to a LOS of “E” with a delay of 38.4 seconds. Again, while the approach LOS has
deteriorated, the increase in approach delay is not large and will be tolerated by motorists during an
approximately one hour period, 8 to 12 times per year.
The south bound site exit driveway, under special event arrivals and departures will operate at Level
of Service “F” during special event conditions with an approach delay of 51.7 seconds. This is
compared to the typical Saturday peak hour operation without a special event, where the driveway
will operate at LOS “D” with a 29.4 second delay. The driveway will still operate with delays
typically found at many intersections along Route 25 in Southold.
It must be remembered that Special Events are only planned to occur approximately 8 to 12 times per
year. The minor increased delay occurring for an hour 8 to 12 times per year will not create
significant traffic impacts.
Figure 13
54
Special Event Parking
During Special Events the site will benefit from its mixed use nature and a parking management plan
55
designed to accommodate the guests. As noted, the size of these events could range up to between
200 and 250 guests but many such as charity events and conferences will be smaller. During the
larger special events, and many of the others, there will be an association with the hotel use on the
site. Blocks of room will be taken by the guests so that they may stay right at the venue. Many will
others will arrive at the site via multi passenger vehicles or “for hire” vehicles such as, Uber or Lyft
or traditional cab service. Both the on site lodging and the conveyance of guests by hired
transportation will reduce the over all need for parking.
To manage the parking during special events valet parking will used that will allow more vehicles to
be parked on site then the number of parking spaces provided on the site. With the valet parking it is
anticipated that available parking will be increased by ten percent to a total of 176 spaces.
During a hypothetical special event with 250 guests, and the hotel and restaurant fully using their
parking, 66 spaces would be available by Code. (The 66 parking spaces being available on site above
that required by Town Code, See the Section of this Report entitled “Town Parking Code”). Valet
parking would allow the site to accommodate another 16 spaces (10% 0f 160 total spaces). It is
further anticipated that 20 of the special event guests would be staying at the hotel, using hotel
parking, and that approximately 37 guests (15 % of the 250 guests) would arrive by hired vehicles.
The site would then need to provide parking spaces for 193 guest and 10 event staff personnel or 74
parking spaces. With the valet service it is anticipated that the site plan will provide space for 76
vehicles thus meeting the anticipated demand.
It should be further noted that the operators have additional means of managing parking supply and
demand. Catering of the larger Special Events will be done by offsite caterers. They can be limited,
by their contracts, as to the number of vehicles that can be brought onto the site. The Caterer’s staff
can be parked at the caterer’s facility and be brought to the site by multi passenger vehicle.
The Special Events require a Town Permit and the Town has oversight as to how well the site is
managing its parking. The management of the site will work to assure that no difficulties arise by the
managing the site and the events that the site holds.
Large Passenger Vehicle Access
The largest vehicle that will be permitted on site is a typical 16 passenger shuttle van that commonly
services hotels and motels. The geometrics will accommodate these vehicles and they can be
accommodated in the some of the site parking spaces which permit over-hang of the vehicle behind
the curb and over the lawn area. Larger vehicles such as buses or extreme length limousines can not
negotiate the site and will not be permitted.
56
On-Street Parking
As noted earlier in the report it is recommended that on-street parking in front of the site be
prohibited to increase sight distance for the site exit driveway. On-street parking is allowed along
many portions of Main Road near the site and patrons could utilize the available parking. Since
parking will not be available directly in front of the site, use of the on-street parking will entail longer
walking distances and should discourage its use. The site is designed and will be managed to
encourage all visitors to utilize the available on-site parking. Use of the north side of Main Road’s
on–street parking should not create any issues, as pedestrians leaving their vehicles can quickly and
easily gain access to the existing sidewalk. Use of on-street parking on the south side of Main Road
does raise safety concerns, as it would require crossing Main Road which is heavily traveled. This
should be discouraged.
57
CONCLUSIONS
58
Our study and traffic engineering analysis have led us to conclude that, the adjacent highway abd
street system will be able to accommodate the proposed Enclaves Restaurant and Hotel. Although
there will be a minimal increase in traffic from the development of the Enclaves, with the proposed
access plan, and the implementation of the recommended improvements, the development of the site,
as proposed, will not cause a significant negative impact on traffic conditions. The following points
should be recognized:
1. The proposed access plan has been designed to adequately provide for the projected traffic
entering and exiting the access driveway so as to assure the public safety and to minimize
traffic congestion.
2. The highest site-generated traffic for the proposed Enclaves can be expected to occur during a
Saturday peak hour when an estimated 46 new vehicle trips per hour will be generated (26 in
and 20 out). During the weekday A.M. peak hour, the site-generated volumes are anticipated
to be 29 new vehicle trips per hour (18 in and 11 out). During the weekday P.M. peak hour,
trip generation at the site will be lower when the site-generated traffic is expected to be 39
new vehicle trips per hour (23 in and 16 out).
3. With the well designed access plan and the proposed improvements, the intersection capacity
analyses indicate the new traffic generated by the proposed Enclaves can be accommodated
with minimal traffic impact to the surrounding highway and street network.
4. The capacity analysis indicate that the two proposed access points will operate at Level of
Service “C” or better at all times, with the exception of during the Saturday peak hour of
traffic when it will operate at Level of Service D due to the heavy traffic flows that exist on
Main Road. The Level of Service D at the site exit driveway is a better Level of Service the
found at any of the adjacent study intersections and should be considered adequate
considering the proposed driveway’s location on a heavily traveled State highway..
5. The results of study capacity analysis indicate that particularly during the weekday AM and
PM peak hours of traffic the study intersections work well and the completed project will
have no significant impact on traffic operations. Movements at all intersections work at Level
of Service “C” or better during both the AM and PM peak hours of traffic.
6. During the Saturday peak hours the study intersections indicate that side street delay
accessing or crossing Main Road (Route 25) is high, resulting in Levels of Service of “F” at
Boisseau Avenue, “E” at Locust Lane, “D” at the Seven – Eleven Driveway and “E” at Town
Harbor Lane. Despite the higher delays evidenced at the study intersections, the addition of
traffic from the proposed project does not result in any adverse changes in intersection
operating Levels of Service and minor increases in intersection movement delay of 5 seconds
or less, which would not be noticeable.
7. In the vicinity of the proposed site access driveways, Main Road (Route 25) is essentially flat
and there are no appreciable horizontal curves. As a result, no geometric sight distance
59
restrictions exist in the vicinity of either of the proposed site access driveways.
8. Geometrics are not always the limiting factor with regard to sight distance and the presence of
parked vehicles on the north side of Main Road (Route 25) could reduce sight distance by
blocking visibility. For this reason in is recommended that parking be prohibited on the north
side of Main Road along the entire site frontage. This will allow vehicles exiting the site to
have sufficient sight distance to the east. Due to the positioning of the adjacent residential
driveway to the west and the location of the eastbound Main Road travel lane a further
distance from the exit driveway, site distance to the west will be adequate without further
parking restrictions
9. It is expected that the proposed development will not lead to an undue increase of the rate of
accidents in the study area given the proposed roadway improvements and access plan.
10. The parking layout within the proposed development as shown on the site plan provides a
total of 123 paved parking spaces (of which 4 are reserved for handicapped patrons). The
Town of Southold Code requires the provision of 38 parking spaces for the proposed
restaurant and 56 parking spaces for the proposed 44 unit hotel, for a total requirement of 94
spaces, 29 more then required. In addition, 37 unpaved parking spaces will be provided on
site in order to accommodate parking overflow, should it occur, during special events. Hence,
the number of parking spaces provided on the site plan will be adequate to accommodate
parking demand on the site.
11. It is anticipated that 8 to 12 special events will be held on site each year. Events may include
weddings, fund raisers or community events. The size of these events could range between
200 and 250 guests. Special Permits from the Town will be required. The results of the
intersection capacity analysis indicate that Special events at the proposed Enclaves will have
little traffic impact on traffic moving along Route 25 through the study intersections. Side
streets such as Boisseau Avenue, Locust Lane, and Town Harbor Lane will experience some
additional delay accessing Main Road (Route 25) during the short time periods when special
event traffic arrives and departs.
12. Due to the excellent patrol coverage of the police and the proximity of the firehouse, it should
be recognized that excellent emergency services are available to service the site.
13. Suffolk County Transit provides bus service on Main Road (Route 25) in the vicinity of the
site by way of the S92 bus line. This service line has the potential to reduce vehicular traffic
to and from the site.
14. Given the proposed operation of the site and the proposed access configuration, and based on
our analysis performed, the proposed development will not cause any significant impacts to
traffic flow or safety in the vicinity of the site.
As a result, based upon traffic engineering considerations, it is recommended that the proposed
Enclaves Restaurant and Hotel be approved.
60
APPENDIX
Intersection Capacity
Analyses Summaries
Lo
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No
Bu
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20
2
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Bu
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20
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Ex
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No
B
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20
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Bu
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20
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Ex
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No
Bu
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20
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Build 2020
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3
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A
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A
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PM
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Ex
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20
1
8
No
Bu
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l
d
20
2
0
Bu
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l
d
20
2
0
Ex
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g
20
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8
No
B
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d
20
2
0
Bu
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d
20
2
0
Ex
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20
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No
Bu
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20
2
0
Build 2020
We
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A
A
A
No
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3
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A
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Sa
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P
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Ex
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20
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No
Bu
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l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
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20
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8
No
B
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d
20
2
0
Bu
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20
2
0
Ex
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20
1
8
No
Bu
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20
2
0
Build 2020
We
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b
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3
A
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No
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B
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Ex
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20
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8
No
Bu
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
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s
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g
20
1
8
No
B
u
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l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
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g
20
1
8
No
Bu
i
l
d
20
2
0
Build 2020
We
s
t
b
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d
t
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S
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b
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M
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4
5
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3
3
8
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4
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4
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.
3
A
A
A
No
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b
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d
S
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–
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C
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E
x
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N
A
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N
A
1
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N
A
N
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B
Ta
b
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.
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Su
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C
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A
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(
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Co
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l
D
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(s
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c
)
Le
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l
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f
S
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c
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Ex
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s
t
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g
20
1
8
No
Bu
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
B
u
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
Bu
i
l
d
20
2
0
Build 2020
We
s
t
b
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d
t
o
S
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b
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Le
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M
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.
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S
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Dr
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7
4
0
.
7
7
0
.
7
8
9
.
2
9.
3
9
.
4
A
A
A
No
r
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h
b
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u
n
d
S
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v
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–
El
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v
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D
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w
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y
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1
9
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.
2
1
0
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2
3
2
7
.
8
29
.
2
3
1
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7
D
D
D
So
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b
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d
S
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E
x
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t
NA
N
A
0
.
1
3
N
A
N
A
2
9
.
4
N
A
N
A
D
Ta
b
l
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C
(
c
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.
)
Su
m
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l
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d
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c
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C
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c
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A
n
a
l
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s
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s
R
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s
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Ma
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R
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d
(
R
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2
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)
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S
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v
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E
l
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v
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D
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w
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S
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E
x
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Sa
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P
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H
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C
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d
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Lo
c
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M
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m
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R
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Co
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l
D
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(s
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c
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Le
v
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l
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f
S
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r
v
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c
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Ex
i
s
t
i
n
g
20
1
8
No
Bu
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
B
u
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
Bu
i
l
d
20
2
0
Build 2020
We
s
t
b
o
u
n
d
t
o
S
o
u
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h
b
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Le
f
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M
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R
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d
.
on
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T
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H
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L
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e
0.
3
0
0
.
3
1
0
.
3
2
8
.
2
8.
2
8
.
2
A
A
A
No
r
t
h
b
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n
d
T
o
w
n
H
a
r
b
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La
n
e
0.
1
1
0
.
1
2
0
.
1
2
1
4
.
7
15
.
1
1
5
.
3
B
C
C
Ta
b
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D
Su
m
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f
U
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s
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g
n
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d
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c
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C
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c
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y
A
n
a
l
y
s
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s
R
e
s
u
l
t
s
Ma
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n
R
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d
(
R
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2
5
)
a
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T
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w
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H
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b
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L
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AM
P
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H
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C
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d
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Lo
c
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/
M
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m
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v/
c
R
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Co
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t
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l
D
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l
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y
(s
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c
)
Le
v
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l
o
f
S
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v
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c
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Ex
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s
t
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n
g
20
1
8
No
Bu
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
B
u
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l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
Bu
i
l
d
20
2
0
Build 2020
We
s
t
b
o
u
n
d
t
o
S
o
u
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h
b
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d
Le
f
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F
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M
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R
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d
.
on
t
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T
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H
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b
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L
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e
0.
4
5
0
.
4
7
0
.
4
8
8
.
5
8.
5
8
.
5
A
A
A
No
r
t
h
b
o
u
n
d
T
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w
n
H
a
r
b
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r
La
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e
0.
1
2
0
.
1
3
0
.
1
3
1
7
.
5
17
.
9
1
8
.
2
C
C
C
Ta
b
l
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D
(
c
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.
)
Su
m
m
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f
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s
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d
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c
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C
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c
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y
A
n
a
l
y
s
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s
R
e
s
u
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Ma
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n
R
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d
(
R
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2
5
)
a
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T
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w
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H
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b
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L
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PM
P
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a
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H
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C
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d
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s
Lo
c
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n
/
M
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m
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v/
c
R
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Co
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t
r
o
l
D
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l
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y
(s
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c
)
Le
v
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l
o
f
S
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r
v
i
c
e
Ex
i
s
t
i
n
g
20
1
8
No
Bu
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
B
u
i
l
d
20
2
0
Bu
i
l
d
20
2
0
Ex
i
s
t
i
n
g
20
1
8
No
Bu
i
l
d
20
2
0
Build 2020
We
s
t
b
o
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n
d
t
o
S
o
u
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h
b
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Le
f
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M
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d
.
on
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T
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L
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e
0.
7
1
0
.
7
6
0
.
7
8
9
.
1
9.
2
9
.
2
A
A
A
No
r
t
h
b
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u
n
d
T
o
w
n
H
a
r
b
o
r
La
n
e
0.
2
7
0
.
3
0
0
.
3
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Ex
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20
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No
Bu
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d
20
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Bu
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20
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Ex
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20
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No
B
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d
20
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0
Bu
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20
2
0
Ex
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20
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8
No
Bu
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20
2
0
Build 2020
We
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b
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N
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N
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N
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A
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Ex
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No
Bu
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20
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0
Bu
i
l
d
20
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Ex
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20
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8
No
B
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d
20
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0
Bu
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20
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Ex
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20
1
8
No
Bu
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20
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Build 2020
We
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b
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A
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Ex
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No
Bu
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d
20
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0
Bu
i
l
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20
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Ex
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20
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No
B
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d
20
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Bu
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l
d
20
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Ex
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20
1
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No
Bu
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d
20
2
0
Build 2020
We
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b
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b
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Ex
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No
Bu
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20
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Sp
.
Ev
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Bu
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20
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Ex
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20
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No
B
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20
2
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Sp
.
Ev
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Bu
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20
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Ex
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20
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No
Bu
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d
20
2
0
Sp. Event Build 2020
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Ex
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No
Bu
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d
20
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Sp
.
Ev
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Bu
i
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d
20
2
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Ex
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20
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No
B
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l
d
20
2
0
Sp
.
Ev
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Bu
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l
d
20
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0
Ex
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g
20
1
8
No
Bu
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l
d
20
2
0
Sp. Event Build 2020
We
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t
b
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d
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S
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4
A
A
A
No
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L
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A
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Co
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D
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Ex
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g
20
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8
No
Bu
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l
d
20
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0
Sp
.
Ev
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n
t
Bu
i
l
d
20
2
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Ex
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g
20
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8
No
B
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l
d
20
2
0
Sp
.
Ev
e
n
t
Bu
i
l
d
20
2
0
Ex
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g
20
1
8
No
Bu
i
l
d
20
2
0
Sp. Event Build 2020
We
s
t
b
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d
t
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S
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b
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Le
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M
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R
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.
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t
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S
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–
E
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Dr
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w
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7
7
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8
1
9
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2
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3
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5
A
A
A
No
r
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b
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d
S
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–
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D
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So
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E
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N
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N
A
N
A
5
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.
7
N
A
N
A
F
Ta
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F
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.
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Su
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C
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A
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a
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s
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R
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Ma
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R
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d
(
R
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S
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E
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D
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w
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S
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E
x
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Sa
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S
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M
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Co
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D
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(s
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Le
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f
S
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Ex
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g
20
1
8
No
Bu
i
l
d
20
2
0
Sp
.
Ev
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n
t
Bu
i
l
d
Ex
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s
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g
20
1
8
No
B
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l
d
20
2
0
Sp
.
Ev
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n
t
Bu
i
l
d
Ex
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s
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g
20
1
8
No
Bu
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l
d
20
2
0
Sp. Event Build
We
s
t
b
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d
t
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S
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b
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Le
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7
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8
3
9
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1
9.
2
9
.
3
A
A
A
No
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b
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d
T
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H
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3
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9
36
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1
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9
D
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E
Ta
b
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F
(
c
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.
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Su
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m
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Intersection Capacity
Analyses Results