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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 LO C A T I O N AC C I D E N T CL A S S I F I C A T I O N NU M B E R O F A C C I D E N T S 20 1 5 (J a n u a r y 1 – D e c e m b e r 3 1 ) 20 1 6 (J a n u a r y 1 – D e c e m b e r 3 1 20 1 7 (J a n u a r y 1 – D e c e m b e r 3 1 3-Year Period Total NR PD O IN J FA T A L NR PD O IN J FA T A L NR PD O IN J FA T A L NR PD O INJ FATAL Ma i n R o a d ( R t 2 5 ) be t w e e n M a p l e La n e a n d Bo i s s e a u Av e n u e / H o b a r t Ro a d TY P E Rt . A n g l e 1 1 2 4 Le f t T u r n 0 Re a r E n d 1 1 1 3 Si d e s w i p e 0 Ov e r t a k e 0 Ped/Bike 0 All O t h e r 2 1 1 1 2 7 TO T A L 3 1 1 0 2 0 0 0 1 3 3 14 PA V E M E N T CO N D I T I O N S Dr y 5 1 6 1 2 We t 1 1 Ic e / S n o w 1 1 Un k n o w n 0 TO T A L 5 2 7 14 LI G H T I N G CO N D I T I O N S Da y 4 1 5 1 0 Nig h t 1 1 2 4 Du s k / D a w n 0 Un k n o w n 0 TO T A L 5 2 7 14 6M a i n R o a d ( R t 25 ) B o i s s e a u Av e n u e / H o b a r t Ro a d TY P E Rt . A n g l e 0 Le f t T u r n 0 Re a r E n d 1 1 2 Si d e s w i p e 0 Ov e r t a k e 0 Ped/Bike 0 All O t h e r 2 1 1 4 TO T A L 3 0 0 0 0 0 0 9 1 1 0 0 6 PA V E M E N T CO N D I T I O N S Dr y 2 1 2 5 We t 0 Ic e / S n o w 1 1 Un k n o w n 0 TO T A L 3 1 2 6 LI G H T I N G CO N D I T I O N S Da y 3 1 1 5 Nig h t 1 1 Du s k / D a w n 0 Un k n o w n 0 TO T A L 3 1 2 So u r c e : T r a f f i c A c c i d e n t R e c o r d s , N e w Y o r k S t a t e D e p a r t m e n t o f T r a n s p o r t a t i o n . Ta b l e 1 Ac c i d e n t S u m m a r y Ma i n R o a d ( R t . 2 5 ) 19 LO C A T I O N AC C I D E N T CL A S S I F I C A T I O N NU M B E R O F A C C I D E N T S 20 1 5 (J a n u a r y 1 – D e c e m b e r 3 1 ) 20 1 6 (J a n u a r y 1 – D e c e m b e r 3 1 20 1 7 (J a n u a r y 1 – D e c e m b e r 3 1 3-Year Period Total NR PD O IN J FA T A L NR PD O IN J FA T A L NR PD O IN J FA T A L NR PD O INJ FATAL Ma i n R o a d ( R t 2 5 ) be t w e e n Bo i s s e a u Av e n u e / H o b a r t Ro a d a n d L o c u s t La n e TY P E Rt. Angle 1 1 Le f t T u r n 0 Rear End 0 Si d e s w i p e 0 Ov e r t a k e 0 Ped/Bike 0 All O t h e r 2 1 1 4 TO T A L 0 0 1 0 2 1 0 0 1 0 0 0 5 PA V E M E N T CO N D I T I O N S Dr y 1 3 1 5 We t 0 Ic e / S n o w 0 Un k n o w n 0 TO T A L 1 3 1 5 LI G H T I N G CO N D I T I O N S Da y 1 2 1 4 Nig h t 1 1 Du s k / D a w n 0 Un k n o w n 0 TO T A L 1 1 1 8 Ma i n R o a d ( R t 2 5 ) at L o c u s t L a n e TY P E Rt . A n g l e 1 1 2 Le f t T u r n 0 Rear End 0 Si d e s w i p e 0 Ov e r t a k e 0 Ped/Bike 0 All O t h e r 1 1 TO T A L 0 1 0 0 1 1 0 0 0 0 0 0 3 PA V E M E N T CO N D I T I O N S Dr y 1 2 3 We t 0 Ic e / S n o w 0 Un k n o w n 0 TO T A L 1 2 0 3 LI G H T I N G CO N D I T I O N S Da y 1 1 Nig h t 1 1 2 Du s k / D a w n 0 Un k n o w n 0 TO T A L 1 2 0 3 So u r c e : T r a f f i c A c c i d e n t R e c o r d s , N e w Y o r k S t a t e D e p a r t m e n t o f T r a n s p o r t a t i o n . Ta b l e 1 ( c o n t ’ d ) Ac c i d e n t S u m m a r y Ma i n R o a d ( R t . 2 5 ) 20 LO C A T I O N AC C I D E N T CL A S S I F I C A T I O N NU M B E R O F A C C I D E N T S 20 1 5 (J a n u a r y 1 – D e c e m b e r 3 1 ) 20 1 6 (J a n u a r y 1 – D e c e m b e r 3 1 20 1 7 (J a n u a r y 1 – D e c e m b e r 3 1 3-Year Period Total NR PD O IN J FA T A L NR PD O IN J FA T A L NR PD O IN J FA T A L NR PD O INJ FATAL Ma i n R o a d ( R t 2 5 ) be t w e e n L o c u s t La n e a n d T o w n Ha r b o r L a n e TY P E Rt. Angle 0 Le f t T u r n 0 Re a r E n d 1 1 2 Si d e s w i p e 0 Ov e r t a k e 0 Ped/Bike 0 All O t h e r 0 TO T A L 0 1 0 0 0 0 0 0 0 0 1 0 2 PA V E M E N T CO N D I T I O N S Dr y 1 1 2 We t 0 Ic e / S n o w 0 Un k n o w n 0 TO T A L 1 0 1 2 LI G H T I N G CO N D I T I O N S Da y 1 1 Nig h t 1 1 Du s k / D a w n 0 Un k n o w n 1 TO T A L 1 0 1 2 Ma i n R o a d ( R t 2 5 ) at T o w n H a r b o r La n e TY P E Rt. Angle 0 Le f t T u r n 0 Rear End 0 Si d e s w i p e 0 Ov e r t a k e 0 Ped/Bike 0 All O t h e r 2 2 TO T A L 9 9 9 9 9 2 0 0 0 0 0 0 0 PA V E M E N T CO N D I T I O N S Dr y 2 2 We t 0 Ic e / S n o w 0 Un k n o w n 0 TO T A L 0 2 0 2 LI G H T I N G CO N D I T I O N S Da y 0 Nig h t 2 2 Du s k / D a w n 0 Un k n o w n 0 TO T A L 0 2 0 2 So u r c e : T r a f f i c A c c i d e n t R e c o r d s , N e w Y o r k S t a t e D e p a r t m e n t o f T r a n s p o r t a t i o n . Ta b l e 1 ( c o n t ’ d ) Ac c i d e n t S u m m a r y Ma i n R o a d ( R t . 2 5 ) 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 c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 Ea s t b o u n d t o N o r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o B o i s s e a u A v e . 0. 0 2 0 . 0 3 0 . 3 8 . 3 8. 3 8 . 3 A A A We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o H o b a r t R o a d 0. 0 1 0 . 0 1 0 . 0 1 8 . 1 8. 2 8 . 2 A A A So u t h b o u n d B o i s s e a u Av e n u e 0. 1 9 0 . 2 0 0 . 2 0 1 5 . 6 16 . 0 1 6 . 4 C C C Ta b l e A Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t B o i s s e a u A v e n u e / H o b a r t R o a d AM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 Ea s t b o u n d t o N o r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o B o i s s e a u A v e . 0. 0 5 0 . 0 5 0 . 0 5 8 . 9 9. 0 9 . 0 A A A We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o H o b a r t R o a d 0. 0 1 0 . 0 1 0 . 0 1 8 . 4 8. 5 8 . 5 A A A So u t h b o u n d B o i s s e a u Av e n u e 0. 2 7 0 . 2 9 0 . 3 0 2 1 . 0 22 . 0 2 2 . 6 C C C Ta b l e A ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t B o i s s e a u A v e n u e / H o b a r t R o a d PM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 Ea s t b o u n d t o N o r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o B o i s s e a u A v e . 0. 0 9 0 . 0 9 0 . 0 9 9 . 3 9. 7 9 . 7 A A A We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o H o b a r t R o a d 0. 0 1 0 . 0 1 0 . 0 1 9 . 2 9. 3 9 . 3 A A A So u t h b o u n d B o i s s e a u Av e n u e 0. 6 1 0 . 7 1 0 . 7 4 4 6 . 2 63 . 4 6 8 . 1 E F F Ta b l e A ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t B o i s s e a u A v e n u e / H o b a r t R o a d Sa t u r d a y P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o L o c u s t L a n e 0. 3 0 0 . 3 2 0 . 3 3 8 . 2 8. 2 8 . 2 A A A No r t h b o u n d L o c u s t L a n e 0. 1 2 0 . 1 2 0 . 1 3 1 5 . 5 15 . 9 1 6 . 3 C C C Ta b l e B Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t L o c u s t L a n e AM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o L o c u s t L a n e 0. 4 3 . 0 4 4 0 . 4 6 8 . 3 8. 4 8 . 4 A A A No r t h b o u n d L o c u s t L a n e 0. 1 4 0 . 1 5 0 . 1 6 1 9 . 8 20 . 7 2 1 . 4 C C C Ta b l e B ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t L o c u s t L a n e PM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o L o c u s t L a n e 0. 7 4 0 . 7 6 0 . 7 9 9 . 1 9. 2 9 . 3 A A A No r t h b o u n d L o c u s t L a n e 0. 3 3 0 . 3 6 0 . 3 7 4 2 . 0 45 . 3 4 8 . 2 E E E Ta b l e B ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t L o c u s t L a n e Sa t u r d a y P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . On t o t h e S e v e n – E l e v e n Dr i v e w a y 0. 3 1 0 . 3 2 0 . 3 3 8 . 2 8, 3 8 . 3 A A A No r t h b o u n d S e v e n – El e v e n D r i v e w a y 0. 0 9 0 . 1 0 0 . 1 0 1 3 . 8 14 . 1 1 4 . 5 B B B So u t h b o u n d S i t e E x i t NA N A 0 . 0 4 N A N A 1 6 . 9 N A N A C Ta b l e C Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t t h e S e v e n - E l e v e n D r i v e w a y / S i t e E x i t AM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . On t o t h e S e v e n – E l e v e n Dr i v e w a y 0. 4 3 0 . 4 5 0 . 3 3 8 . 4 8. 4 8 . 3 A A A No r t h b o u n d S e v e n – El e v e n D r i v e w a y 0. 1 1 0 . 1 2 0 . 1 1 6 . 1 16 . 4 1 4 . 5 C C B So u t h b o u n d S i t e E x i t NA N A 0 . 1 N A N A 1 4 . 0 N A N A B Ta b l e C ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t t h e S e v e n - E l e v e n D r i v e w a y / S i t e E x i t PM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . On t o t h e S e v e n – E l e v e n Dr i v e w a y 0. 7 4 0 . 7 7 0 . 7 8 9 . 2 9. 3 9 . 4 A A A No r t h b o u n d S e v e n – El e v e n D r i v e w a y 0. 1 9 0 . 2 1 0 . 2 3 2 7 . 8 29 . 2 3 1 . 7 D D D So u t h b o u n d S i t e E x i t NA N A 0 . 1 3 N A N A 2 9 . 4 N A N A D Ta b l e C ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t t h e S e v e n - E l e v e n D r i v e w a y / S i t e E x i t Sa t u r d a y P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o T o w n H a r b o r L a n e 0. 3 0 0 . 3 1 0 . 3 2 8 . 2 8. 2 8 . 2 A A A No r t h b o u n d T o w n H a r b o r 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 l e D Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t T o w n H a r b o r L a n e AM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o T o w n H a r b o r L a n 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 o w n H a r b o r La n e 0. 1 2 0 . 1 3 0 . 1 3 1 7 . 5 17 . 9 1 8 . 2 C C C Ta b l e D ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t T o w n H a r b o r L a n e PM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o T o w n H a r b o r L a n e 0. 7 1 0 . 7 6 0 . 7 8 9 . 1 9. 2 9 . 2 A A A No r t h b o u n d T o w n H a r b o r La n e 0. 2 7 0 . 3 0 0 . 3 1 3 2 . 9 36 . 4 3 7 . 7 D E E Ta b l e D ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t T o w n H a r b o r L a n e Sa t u r d a y P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . in t o t h e S i t e E n t r a n c e NA N A 0 . 3 7 N A N A 8 . 3 N A N A A Ta b l e E Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t S i t e E n t r a n c e AM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . in t o t h e S i t e E n t r a n c e NA N A 0 . 5 0 N A N A 8 . 6 N A N A A Ta b l e E ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t S i t e E n t r a n c e PM P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e 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 u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . in t o t h e S i t e E n t r a n c e NA N A 0 . 8 4 N A N A 9 . 3 N A N A A Ta b l e E ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t S i t e E n t r a n c e Sa t u r d a y P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e r v i c e Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp . Ev e n t 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 Sp . Ev e n t 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 Sp. Event Build 2020 Ea s t b o u n d t o N o r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o B o i s s e a u A v e . 0. 0 9 0 . 0 9 0 . 1 0 9 . 3 9. 7 9 . 9 A A A We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o H o b a r t R o a d 0. 0 1 0 . 0 1 0 . 0 1 9 . 2 9. 3 9 . 5 A A A So u t h b o u n d B o i s s e a u Av e n u e 0. 6 1 0 . 7 1 0 . 8 2 4 6 . 2 63 . 4 8 9 . 5 E F F Ta b l e F Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t B o i s s e a u A v e n u e / H o b a r t R o a d Sa t u r d a y S p e c i a l E v e n t P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e r v i c e Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp . Ev e n t 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 Sp . Ev e n t 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 Sp. Event Build 2020 We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o L o c u s t L a n e 0. 7 4 0 . 7 6 0 . 8 7 9 . 1 9. 2 9 . 4 A A A No r t h b o u n d L o c u s t L a n e 0. 3 3 0 . 3 6 0 . 4 3 4 2 . 0 45 . 3 5 7 . 9 E E F Ta b l e F ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t L o c u s t L a n e Sa t u r d a y S p e c i a l E v e n t P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e r v i c e Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp . Ev e n t 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 Sp . Ev e n t 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 Sp. Event Build 2020 We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . On t o t h e S e v e n – E l e v e n Dr i v e w a y 0. 7 4 0 . 7 7 0 . 8 1 9 . 2 9. 3 9 . 5 A A A No r t h b o u n d S e v e n – El e v e n D r i v e w a y 0. 1 9 0 . 2 1 0 . 2 7 2 7 . 8 29 . 2 3 8 . 4 D D E So u t h b o u n d S i t e E x i t NA N A 0 . 5 6 5 N A N A 5 1 . 7 N A N A F Ta b l e F ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t t h e S e v e n - E l e v e n D r i v e w a y / S i t e E x i t Sa t u r d a y S p e c i a l E v e n t P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e r v i c e Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp . Ev e n t Bu i l d Ex i s t i n g 20 1 8 No B u i l d 20 2 0 Sp . Ev e n t Bu i l d Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp. Event Build We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . on t o T o w n H a r b o r L a n e 0. 7 1 0 . 7 6 0 . 8 3 9 . 1 9. 2 9 . 3 A A A No r t h b o u n d T o w n H a r b o r La n e 0. 2 7 0 . 3 0 0 . 3 4 3 2 . 9 36 . 4 4 1 . 9 D E E Ta b l e F ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t T o w n H a r b o r L a n e Sa t u r d a y S p e c i a l E v e n t P e a k H o u r C o n d i t i o n s Lo c a t i o n / M o v e m e n t v/ c R a t i o Co n t r o l D e l a y (s e c ) Le v e l o f S e r v i c e Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp . Ev e n t Bu i l d Ex i s t i n g 20 1 8 No B u i l d 20 2 0 Sp . Ev e n t Bu i l d Ex i s t i n g 20 1 8 No Bu i l d 20 2 0 Sp. Event Build We s t b o u n d t o S o u r t h b o u n d Le f t T u r n F r o m M a i n R o a d . in t o t h e S i t e E n t r a n c e NA N A 0 . 9 5 N A N A 9 . 6 N A N A A Ta b l e F ( c o n t . ) Su m m a r y o f U n s i g n a l i z e d I n t e r s e c t i o n C a p a c i t y A n a l y s e s R e s u l t s Ma i n R o a d ( R o u t e 2 5 ) a t S i t e E n t r a n c e Sa t u r d a y S p e c i a l E v e n t P e a k H o u r C o n d i t i o n s Intersection Capacity Analyses Results