HomeMy WebLinkAboutRockcove Dunn Engineering AsCoiates, P.C.
9 g
Consulting Engineers
66 Main street
Westhampton Beach, N.Y. 11978
516-288-2480
516-288-2544 Fax
January 6. 2000
Mr. Charles Cuddy, Esq.
:445 Griffin Avenue
Riverhead,New York 11901
Re: Rockcove Estates
Greenport, NY
i
Dear Mr. Cuddy:
In accordance with your request we have completed our traffic engineering examination of the
proposed construction of a 23 unit single family residential development. The 23 single family
homes will be built on a 27.7 acre site in Greenport, New York. At present the zoning of the
property is "R-40" Residences-Low Density AA. The location of the development is on the north
side of Middle Road (Suffolk County Road 48) to the east of Green Hill Lane and to the west of
McCann Lane. The northern boundary of the development is the Lon;Island Sound.
Trip Generation
y In order to determine the traffic attributable to the proposed development a trip generation analysis
was performed. The Institute of Transportation Engineer's (ITE) "Trip Generation" Manual, 6,
Edition, was utilized to determine the traffic generated by the 23 single family homes. The results
of the trip veneration analysis can be seen in Table 1.
A.M. peafc FFikar_ P.M. Peak Hour . Saturday.Peak Hoer
Enter: I
Exit = Enter.: Exit Enter Exit
7 19 19 20 17 14
Table 1
Trip Generation Analysis
Mr. Charles Cuddy, Esq.
January 6, 2000
Pave 2
It can be seen in Table 1 that the peak traffic generating time period will occur during the P.M. peak
hour when 39 vehicles will be added to the roadway network. This translates to one vehicle
approximately every two minutes.
I
Full Build Out
In order to determine the maximum amount of vehicles utilizing the adjacent street system, a review
of the most recent tax map was completed. The tax map was utilized to determine the number of
building lots that are available in the vicinity of the proposed development.
The roadway network provides access to Middle Road via two local streets. The intersections of
Moore's Lanes and Middle Road as well as McCann Lane and Middle Road provide access to the
h main easYwest traffic patterns. It was determined that a total of 118 building lots would utilize
R Moore's Lane and 69 building lots would utilize McCann Lane_
j In order to determine the total traffic generating characteristics of the adjacent residential areas, a
I trip generation analysis was performed. The ITE "Trip Generation" Manual was utilized to
determine the traffic generation potential of the "full build out" of the surrounding residential area.
4 The results of the trip generation analysis can be seen in Table 2.
Roadway A M PeWliour P.M. A"k Moan Saturday Peak Hour'
Utilized :- � ..
Enter Exrt Erffer .. . - Exit Enter exit
Moore's Lane 23 69 So 45 63 53
(118 Single Family
Residences)
McCann Lane 15 43 49 28 39 33
(69 Single Family
Residences)
I
Table 2
Trip Generation Analysis
Surrounding Residential Community
It can be seen in Table 2 that the peak traffic generating time period will occur during the P.M. peak
hour when 125 vehicles will utilize Moore's Lane and 77 vehicles will utilize McCann Lane.
Mr. Charles Cuddy, Esq_
January 6, 2000
Page 3
Traffic Volumes
Information was obtained from the Suffolk County Department of Public Works concerning the
existing traffic volumes on Middle Road in the vicinity of the site. These traffic volume counts
consisted of 24 hour daily count on August 5, 1996. The traffic volume information is attached
-to this letter. ,The traffic volume count shows that the estimated Average Annual Daily Traffic on
:Middle Road in the vicinity of the site is.10,540 vehicles per day. The peak traffic volumes occur
during the A_M.peak hour at 8:00 A.M_tivhen 392 vehicles travel eastbound and 358 vehicles travel
westbound on Middle Road for the peak hour. The peak P.M.peak hour occurs at 4:00 P-M. when
416 vehicles travel eastbound and 447 vehicles travel westbound on Middle Road during the one
hour-timeperiod.
Roadway Descriptions
Middle Road is a two lane(one lane in each direction) east/west Suffolk County roadway. Middle
Road is designated C_R 48_ The speed limit on Middle Road in the vicinity of the site is 45 mph.
A passing zone is present on Middle Road near the site_ Middle Road contains paved shoulders and
is 37 feet vyide.
It is recommended that the main roadways providing access to the proposed development be
extensions of existing roadways. Sound Drive is an east/west Town roadway located north of
Middle Road. Sound Drive is approximately 20 to 22 feet wide with no pavement markings_
Currently, Sound Drive terminates at the eastern and western property lines of the proposed
development. In order to provide access to the proposed single family residential development, it
is recommended that Sound Drive be extended from its eastern terminus to its western terminus.
throughout the proposed single family residential development. This will link Sound Drive and
make it a continuous road in the vicinity of the site. The new connection will provide access to the
proposed development and link two formally unlinked subdivisions having separate access to Middle
Road. The linking of the two subdivisions will provide alternate access for emergency vehicles
seeking to access either the existing subdivisions or the new Rockeove Estates subdivision.
Inlet Pond Road is also an east/west Town roadway which is approximately 20 to 22 feet in width.
Currently, Inlet Pond Road terminates at the western property line of the proposed development.
It is recommended that Inlet Pond Road be extended from its current terminus into the proposed
development where it will cul-de-sac at two locations and continue on to the north and connect with
Sound Drive_ The extension of Inlet Pond Road will provide access to the single family homes
within the proposed site.
�3
Mr. Charles Cuddy, Esq.
January 6, 2000
Page 4
Access Examination
With these recommended roadway improvements,access to and from the proposed development gill
be safe and efficient for the neighboring community as well as the new residences of the
development Traffic destined to the west from the.subject site will tend to utilize Moore's Lane to ;
access Middle Road. Traffic destined to and from the east from the subject site will tend to utilize r
-AlcCarnn'Lane. The proposed development will add an insignificant amount of traffic to the adjacent . r
roadway°nen-work.
Based on the existing traffic volume counts on Middle Road, a directional distribution was
determitted for the A.M. peak hour and the P.M. peak hour for the proposed development. This
directional distribution can be seen in Figure A attached to this letter. The trip generation analysis
was then used to assign the trips to the adjacent roadway network_ The trip assignment can be seen
in Figure B attached to this letter.
It can be seen in Figure B that 13 vehicles will be added to Moore's Lane during the A.M.peak hour
and during the P.M. peak hour, 14 vehicles will be added. It can also be seen in Figure B that 13
vehicles will be added to McCann Lane during the A.M.peak hour and during the P-M. peak hour,
15 vehicles will be added.
In addition to the traffic generated by the proposed development, the traffic generated by all other
building lots in the vicinity of the site with access to Moore's Lane and McCann Larne was assigned
to the roadway network. (All lots were assumed to be occupied by single family homes for the
purpose of this Study). Based on the existing traffic volume counts on Middle Road, a directional
distribution was determined for the A.M. peak hour and the P.M. peak hour for the existing
residential lots in the vicinity of the subject site. This directional distribution can be seen in Figure
C attached to this letter. The trip generation for the existing residential lots was then used to assign
the trips to the adjacent roadway network. The trip assignment for the existing residential lots can
be seen in Figure D attached to this letter.
The existing traffic volumes, the traffic generated by the proposed development, and the traffic
generated by the existing residential lots surrounding the subject site were all combined to show the
maximum traffic anticipated at the intersections of Moore's Lane at Middle Road and McCann Lane
at Middle Road. The total traffic at the intersections can be seen in Figure E attached to this letter.
The existing conditions on Moore's Lane, McCann Lane, and the other roadways in the vicinity of
the site can readily accommodate the traffic generated by the proposed development. The local
roadway network consists of 20 to 22 foot wide roadways with no pavement inarkings. This
configuration can accommodate the traffic generated by the residential neighbor traffic identified
in this report.
Mr. Charles Cuddy, Esq.
January 6, 2000
Page
The narrow lanes and lack of pavement markings are typical of many rural residential areas. These
characteristics help to provide "Traffic Calming" by slowing traffic in the area. Traffic does not
travel at a high rate of speed due to the narrow rough paved lanes. Therefore, the existing roadway
network is adequate to handle the traffic generated by the proposed residential development.
-Intersection-Examination - Sight Distance
Sight distance measurements were taken.at the existing intersections of Moore's Lane and Middle
Road as well as McCann Lane and Middle.Road. The results of the sight distance examination
revealed that more than adequate sight distances are available at these two intersections.
Specifically,-at the intersection of Moore's Lane and Middle Road the sight distance to the east is
over 1,000 feet and the sight distance to the west is approximately 800 feet. Similarly, the sight
distance at the intersection of McCann Lane and Middle Road was examined. The sight distance
was found to be greater than 1,000 feet in,both directions at this intersection. This is more than
adequate to provide safe and efficient operation.
Intersection Examination - Unsignalized Intersection Capacity Analyses
Unsignalized capacity analyses were also performed to determine the ability of vehicles to safely
negotiate turns at the key locations noted below:
• Middle Road at Moore's Lane
• Middle Road at McCann Lane
Unsignalized capacity analysis procedures fast determines how long a gap in traffic must be in order
for a vehicle to safely execute a particular movement, and then determines the capacity of gaps in
the major traffic stream to accommodate the movement. It also determines the total delay and level
of service for each of the critical movements at the intersection.
The LnZsiglalized capacity analyses were performed for the Full Build Out Conditions. These traffic
volumes take into consideration the existing summer traffic volumes as well as the traffic generated
by the proposed development and the adjacent residential building lots. All analyses were performed
in accordance with the methodology set forth in the 1997 edition of the Highway Capacity Manual.
The intersection capacity analysis calculations were performed using Highway Capacity Software
which is based on the Highway CapacityManual, Transportation Research Board Special ReportCapacityManual, Transportation Research Board Special Report
209.
Sunimaries of the results of the unsignalized capacity analyses are contained in Table A attached to
this letter_ The results of the analyses show that adequate Levels of Service (LOS A, B or Q will
be provided during peak traffic periods.
I
Mr. Charles Cuddy, Esq.
January 6, 2000
Page 6
Intersection Examination - Access Management
The intersections of Moore's Lane and Middle Road and McCann Lane and Middle Road are
approximately 1,100 feet apart. This provides good separation between the two intersections and
provides safe and efficient operation for vehicles traveling on Middle Road as well as on Moore's
Lane and McCann Lane. If an access drive- was to be provided directly from the proposed
-development onto Middle Road, this access- drive would have.to be located relatively.-close to
.McCann Lane. The access drive would not be located a;sufficient distance.away from the existing
intersection to provide safe and efficient operations,for vehicles in the area.
The use of combined accesses for residential developments is a com n technique instituted by
municipalities known as "Access Management". The goal of the access management concept is to
limit the number of access points on major heavily- travel-ed roads- County Road 48 (Middle,Road)
is one,of two major arterial roadways which provide for east-west traffic flow throughout the Town
of Southold. Route 25 is the other. In general, the:traffic volumes are high and the travel speeds
gieater:than other roadways within the Towm. Highway authorities must protect the ability of these
roadways to accommodate this traffic,by ininimiz Pg ft interferenpe caused by numerous driveways
and intersections. Not only. ,does this preserve thO ability of the highway, to handle heavy traffic
flows but it causes them to operate more.safely. Both Moore's Lane and McCann Lane provide safe,
direct access to Middle Road. There is no need to create another new access to Middle Road which
in turn creates new conflict points;where none currently exist.
Conclusions
Our traffic engineering examination and analysis have concluded that the proposed construction of
a 23 unit single family residential development will provide for safe and efficient traffic operations.
It is recommended that two of the existing local roadways in the area be extended into the site.
Particularly, it is recommended that Sound Drive be connected from the eastern boundary of the
property to the western boundary of the property. It is also recommended that Inlet Pond Road be
extended into the development from the western property line and cul-de-sac in two locations and
continue to Sound Drive in the north.
With the implementation of these recommended roadway improvements, safe and efficient traffic
operations will be provided in the vicinity of the site for the existing users of the roadway network
as well as all future users of roadway network.
In addition, taking into consideration the existing summer traffic volumes as well as the traffic
generated by the proposed development and the adjacent residential building lots, adequate Levels
of Service will be provided at the adjacent intersections during peak traffic periods.
Mr. Charles Cuddy, Esq_
January 6, 2000
Pa-e 7
If you have any questions or require any additional information,please feel free to contact me.
a
Sincerely,
RONALD N. HILL, P-E.
Principal
RNH/MMV/lam
L990863.Rev
t
Attachments
i
Middle Road at Moore's Lane
e Iry Avr�g�Cgntrvl
Crlticil �Iow Ra ,
t erv�ce
uemeflt qr Level of
S
catlgnl�llquemlcri �harMda�ec�ty pole
ci y
ui
Is®c 1 I cpl 1�®c,Jv®
Ch I
lyra,F^ �^nl o a �v I e; iJJ11 14
I llce
K f
f
I,.I ,... ° � >� �,„ i ,a L...L7!�1�;n iri� , I "1rWN°l x• °" �o Y
Eastbound to Northbound Left Turn from 4.1 17 54 1159 1077 8.2 8.5 A A
Middle Road to Moore's Lane
Southbound to Eastbound Left Turn from 6.4 38 24 330 252
Moore's Lane to Middle Road
Southbound to Westbound Right Turn 6.2 44 20 655 596
from Moore's Lane to Middle Road
Combined Southbound Approach 82 53 451 366 14.8 16.5 B C
Middle Road at McCann Lane
i Gnticai IgW to I<Ilaygrxlorlt Ar �vra9s Con#sol' lav®I 04%v
P y` I
Locatl Ihllq omnt I o ' r �'' I#
„^4I _•t .. ... ,,.', .,' II . 4, I 'S �I I
i i i
I r
'[d ,f v r '.:. 4!' I Ii ',..+rl n.1?•V 7
ITr.I` tlf r I. I 'A +,r u I P' 'rll I ,^ NI ^ �?� !,9 ✓i v••k
Rv fl "I I.I Ih,l' Ia
Eastbound to Northbound Left Turn from 4.1 7 25 1170 1057 8,1 8^5 A A
Middle Road to McCann Lane
Southbound to Eastbound Left Turn from 6,4 33 19 333 272
McCann Lane to Middle Road
Southbound to Westhound Right Turn 6.2 23 16 665 579
from McCann Lane to Middle Road
Combined Southbound Approach 56 35 420 358 14,9 16.1 B C
Table A
Summary of Unsignalized Intersection Capacity Analyses
x
NEW YORK S'T'ATE CR 48 MIDDLE ROAD
DEPT OF TRANSPORTATION YOUNGS AVENUE TO
AVERAGE WEEKDAY ROUTE 25 M
HOURLY REPORT AUGUST 05, 199.6 `
f
AM EASTBOUND WESTBOUND FILE NAME
12-1 32 37 CR 48 0766TO896
1-2 16 15
Z-3 8 11
3-4 6 10
4-5 13 23
5-6 51 51
6-7 217 160
7-8 395 274 DAILY TOTAL
8-9 392 358 11, 770
9-10 388 323
10-11 420 343 EST_ AADT
11-12 474 ** 344 10, 540
PN:
12-11 442 378
1-2 415 387
2-3 403 415
3-4 383 429
4-5 416 447. **
5-6 4-15 392
6-7 363 404
7-3 267 261
8-9 203 294
9-10 140 159 ** DENOTES
10-11 106 149 PEAK HOUR
11-12 59 82
TOTALS 6 , 024 5,746
}
PON
. .MOORE'S LANE MCCANN LANE
j 52�
i
I
MIDDLE ROAD
i
AM PEAK HOUR
i
e
MOORE'S LANE MCCANN LANE
N
m
v
y
48�
MIDDLE ROAD
PM PEAK HOUR
FIGURE A
_. DIRECTIONAL DISTRIBUTION
r'-�
:MOORE'S LANE MCCANN LANE
� o
i
-
ENTER = 7 MIDDLE ROAD
EXIT = 19 AM PEAK HOUR
MOORE'S LANE MCCANN LANE
'z
Lo
1a
ENTER 19 MIDDLE ROAD
EX[T = 10
PM PEAK HOUR
I'
FIGURE B
TRIP ASSIGNMENT
MOORE'S LANE MCCANN LANE
m N It
117
52� 52%
MIDDLE ROAD
AM PEAK HOUR
MOORE'S LANE MCCANN LANE
Ln It
N
v Ln 00
v v
52% 52q'
_18 7.j 48�
MIDDLE ROAD
PM PEAK HOUR
FIGURE C
DIRECTIONAL DISTRIBUTION
ADDITIONAL RESIDENTIAL LOTS
Owl%It
Ti
MOORE'S LANE MCCANN LANE
N7 N
a � � N N
12 �1
r
ENTER = 38 MIDDLE ROAD
E EXIT = 112
AM PEAK HOUR
Tdi
MOORE'S LANE MCCANN LANE
38 25
42 24
ENTER = 129 MIDDLE ROAD
EXIT = 73
PM PEAK HOUR
FIGURE D
TRIP ASSIGNMENT
ADDITIONAL RESIDENTIAL LOTS
"MOORE'S LANE MCCANN LANE
N [D N f
11 11
16 X369 .,358
392_ 421,
ENTER = 45 MIDDLE ROAD
EXIT = 131 AM PEAK HOUR
MOORE'S LANE MCCANN LANE
m
JIq
N
38 35
51 .424 24 X447
416► 415►
ENTER = 148 MIDDLE ROAD
EXIT = 83
PM PEAK HOUR
FIGURE E
TOTAL TRAFFIC VOLUMES
HCS: UnsignalizZI"NTROL(TWSC)
ntersections Release 3' ib
TWO-WAY STOP ANALYSIS
Analyst: DEA/AFY
Intersection: Middle Road & Moore's Lane
Count Date:
Time Period: AM Peak Hour
Intersection Orientation: East-West Major St.
Vehicle Volume Data:
Movements: 1 2 5 6 10 12
-------------------------------------------
Volume: 16 392 365 11 36 42
HFR: 17 413 388 12 38 44
2HF: 0.95 0.95 0.95 0.95 0.9s 0.95
PEP!: 0.02 0.02 0.02 0.02 0.02 0.02
-----------------------------------------------------------------------------------------------
Pedestrian Volume Data:
Movements:
-----------------------------------------------------------------------------------------------
Flow:
Larne width:
Walk speed:
-s Blockage:
Median Type: None
# of vehicles: 0
Flared approach Movements:
# of vehicles: Northbound 0
# of ehicles: Southbound 0
Lane usage for movements 1,2&3 approach:
Lane 1 Lane 2 Lane 3
L• '-T' R L T R L T R
-----------------------------------------------------------------------------------------------
Y y N N N N N N N
Channelized: N
Grade: 0.00
Lane usage for movements 4,5&6 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-----------------------------------------------------------------------------------------------
N Y Y N N N N N N
Channelized: N
Grade: 0.30
Lane usage for movements 7,8&9 approach:
Lane I Lane 2 Lane 3
L T R L T R L T R
-----------------------------------------------------------------------------------------------
N N N N N N N N N
Channelized: N
Grade: 1_.00
Lane usage for movements 10,11&12 approach:
Lane 1 Lane 2 Lane 3
L T------R------L��-----------R------ L
Y N Y N N N N N N
Channelized: N
Grade: 0.00
Data for Computing Effect of Delay to Major Street Vehicles:
-----------------------------------------------------------------------------------------------
Eastbound Westbound
=Shared In volume, major- th vehicles: 392 0
Shared In volume, major rt vehicles: C 0
-Sat flow rate, major th vehicles: 1700 1700
Sat flow rate, major rr- vehicles: 1700 1700
Numher of major street through lanes: 1 1
Length of study period, hrs: 0.25
li -------------------
----------------------------------------------------------------------------
I
Worksheet 4 Critical Gap and Follow-up time calculation.
Critical Gap Calculations:
Movement 1 10 12
-----------------------•---------------------------------------------------------
t c,base 4-1 7.1 6.2
t c,hv 1.0 1.0 1.0
P by 0.02 0.02 0.02
t c,g 0.2 0.1
G C•.00 0.00 0.00
3;1-1 O.C. 0.7 0.0
"T:
1 stage 0.00 0.00 0.00
t c
1 stage 4-1 6.4 6.2
Follow Up Time Calculations:
Movement 1 10 12
-----------------------------------------------------------------------------------------------
t f,base 2.2 3.5 3.3-
f,HU 0.9 0.9 0.9
P by 0.02 0.02 0.02
2.2 3.5 3-3
-----------------------------------------------------------------------------------------------
Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St. 9 12
-----------------------------------------------------------------------------------------------
Conflicting Flows 394
Potential Capacity 655
Pedestrian. Impedance Factor 1.00
Movement Capacity 655
Probability of ;queue free St. 0.93
-----------------------------------------------------------------------------------------------
Step 2: LT from Major St. 4 1
-----------------------------------------------------------------------------------------------
Conflicting Flows 400
Potential Capacity 1159
Pedestrian Impedance Factor 1.00
Movement Capacit_• 1159
Prohability of Queue free St. 0.99
Maj . L Shared ln_ Prob- Queue Free St. 0.98
-----------------------------------------------------------------------------------------------
Step 4: LT from Minor St. 7 10
Conflicting Flows 841
Potential Capacity 335 g
Pedestrian Impedance Factor 1_qp
Maj . L, Klin T Impedance factor 0.98
Maj . L, Min T Adj _ Imp Factor. 0.99
Cap. Adj. tactor due to Impeding mvmnt 0.99
Movement Capacity 330
-----------------------------------------------------------------------------------------------
worksheet 8 Shared Lane Calculations
Shared Lane Calculations
Movement 7 B 9 10 11 12
-----------------------------------------------------------------------------------------------
I II ------ ------ I
I [ I
I II
a( ph1 38 44
:Movement Capacity 330 655
Shared Lane Capacity 451
-----------------------------------------------------------------------------------------------
Worksheet 10 delal,queue length, and LOS
Movement L 4 7 8 9 10 1i 12
-----------------------------------------------------------------------------------------------
------ ------I
II I
I II l
v(-,rph) 17 82
C m(vph) 1159 451
v/c 0.01 0.1B
95* queue length
Control Delay 8.2 14.8
LOS A B
Approach Delay L4.B
Approach LOS B
-----------------------------------------------------------------------------------------------
Worksheet 11 Shared Major IT Impedance and Delay
Rank_ 1 Delav_ Calculations
Movement 2 5
-----------------------------------------------------------------------------------------------
P o] 0.99 1.00
* iL 392 0
V i2 0 0
S iL 1700 1700
S i2 1700 1700
P* Oj 0.98 1.00
D maj left 8.2 0-0
N number major st lanes 1 1
Delav, rank 1 m-,rmts 0.2 0.0
-----------------------------------------------------------------------------------------------
HCS: Unsignalized Intersections Release 3.1b
TWO-WAY STOP 4TROL(TWSC) ANALYSIS 0
-Analyst: DFA_;AFI
Intersection: Middle Road & Moore's Lane
Count Date:
Time Period: PM Peak Hour
Intersection Orientation: East-West Major St.
vehicle Volume Data:
Movements: 1 2 5 6 10 12
-----------------------------------------------------------------------------------------------
volume: 51 416 424 36 23 27
HFR: 54 436 446 40 24 28
PHF: 0.95 0.95 0.95 0.95 0.95 0.95
PIR': 0.02 0.02 0.02 0.02 0.02 0.02
-----------------------------------------------------------------------------------------------
Pedestrian volume Data:
Movements
-----------------------------------------------------------------------------------------------
Flow:
Lane width:
Walk speed:
Blockage:
Median T�rpe- None
# of -,:,eh4cies: 0
Fiared approach Movements:
# of vehicles: Northbound 0
# of vehicles: Southbound 0
.Lane usage for movements 1,2&3 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-----------------------------------------------------------------------------------------------
Y y N N N N N N N
Channelized: N
Grade: 0.00
Lane usage for movements 4,5&6 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-----------------------------------------------------------------------------------------------
N Y Y N N N N N N
Channelized: N
Grade: 0.00
Lane usage for movements 7,8&9 approach:
Lane 1 Lane 2 Lane 3
L T R L T R L T R
-----------------------------------------------------------------------------------------------
N N N N N N N N N
Channelized: N
Grade: 0.00
Lane usage for movements 10,11&12 approach:
Lane 1 Lane 2 Lane 3 p
L T R L� T R L T
-----------------------------------------------------------------------------------------------
Y 14 Y N N N N N N
Channelized: N
Grade: C.00
Data for Computing Effect of Delay to Major Street Vehicles:
----------------------------------------------------------------------------------------------
Eastbound Westbound
Shared In volume, major th vehicles: 416 0
Shared In volume, major rt vehicles: 0 0
Sat flow rate, major th vehicles: 1700 1700
Sat flow rate, major rt vehicles: 1700 1700
Number of major street through lanes: 1 1
'Length of study period, hrs: 0.25
-----------------------------------------------------------------------------------------------
Worksheet 4 Critical Gap and Follow-up time calculation.
Critical Gap Calculations:
Movement 1 10 12
-----------------------------------------------------------------------------------------------
t c,base 4.1 7.1 6.2
t c.hv 1.0 1.0 1.0
P rw 0.02 0.02 0.02
t c,g 0.2 0-i
G 0.00 0.00 0.00
t 3,1t 0.0 0.7 O.0
1 stage 0.00 0.00 0.00
t c
1 stage 4.1 6.4 6.2
Follow Up Time Calculations:
Movement 1 10 12
-----------------------------------------------------------------------------------------------
L f,base 2.2 3.5 3.3
t f,IRF 0.9 0.9 0.9
P by 0.02 0.02 0.02
t f 2-2 3.5 3.3
-----------------------------------------------------------------------------------------------
Worksheet 6 Impedance and capacity equations
Step 1: RT from Minor St. 9 12
-----------------------------------------------------------------------------------------------
Conflicting Flows 466
Potential Capacity 596
Pedestrian Impedance Factor 1.00
Movement ialoacity 596
Probability of Queue free St, 0.95
-----------------------------------------------------------------------------------------------
Step 2: IT from Major St. 4 1
-----------------------------------------------------------------------------------------------
Conflicting Flows 486
Potential Capacity 1077
Pedestrian Impedance Factor 1.00
Mo�rement Capacity 1077
Probability of Queue free St. 0.95
Maj_ L Shared in_ Prcb. Queue Free St. 0.93
-----------------------------------------------------------------------------------------------
Step 4: LT from Minor St. 7 10
-----------------------------------------------------------------------------------------------
Conflicting Flat-Is 1012
Potential Capacity 265
Pedestrian Impedance Factor 2.00
Maj _ L, Min T Impedance factor 0.93
Maj . L, Min T Adj. Imp Factor. 0.95
Cap. Adj . factor due to Impeding mvmnt 0.95
Movement Capacity 252
-----------------------------------------------------------------------------------------------
Worksheet 8 Shared Lane Calculations
Shared Lane Calculations
Movement 7 8 9 10 I1 12
-----------------------------------------------------------------------------------------------
------ ------�
v(vph) 24 28
Movement Capacity 252 596
;Shared Lane Capacity 366
-----------------------------------------------------------------------------------------------
T4orksheet 10 delav,queue length, and LOS
Movemen� 1 4 7 8 9 10 11 12
-----------------------------------------------------------------------------------------------
------ ------�
v(vph) 54 53
C m(vph) 2.077 366
Ii%c 0-05 C-14
95E queue length
Ccntrol Dela; 8.5 16.5
LOS A C
Approach Delay 16.5
Approach LOS C
-----------------------------------------------------------------------------------------------
Worksheet 11 Shared Major LT Impedance and Delay
Rank 1 Delav Calculanione
Movement 2 5
-------------------_-____------------------------------------------------------------------------
F of 0.95 1.00
V, it 416 0
V i2 0 0
S it 1700 1700
S 12 1700 1700
P= 0j 0.93 1.00
D maj left 8.5 0.0
IQ number major st lanes 1 1
Delay, rank 1 m;rmts 0.6 0.0
-----------------------------------------------------------------------------------------------
r
GHARLES R. CUDDY
N.TTORXEY AT L 3R"
445 GRIPPING�c`E-,LTE
R O. 1303X 15 7
T E I.: 15I61 389-8?00
Zi'IS-£RIiE_]D.N� 111-301 F_�ti
(516):30D-9080
November S, 1999
I
Bennett Orlowski, Jr. , Chairman
'. Town of Southold Planning Hoard
53095 Main Road
P.O. Box 1179
Southold, NY 11971
Re: Rockcove Estates - Traffic Environmental Report
SCTM# 1000-33-3-19
Dear Mr. Orlowski:
Supplementing my previous correspondence, enclosed please find the
qualifications of Ronald N. Hill, P.E. of Dunn Engineering. Please
attach this to the traffic environmental report submitted in this
matter.
Very truly yours,
Charles R. Cuddy; y
CRC:ejc
Enc.
6r-k-
Elie} l 0 i pL!Vp' G.1NE•ERIN TES 51 2,44
L ann Engineering Associates
Ronald N. -HiIII.-TWE.
'Pri4eipal .
Mr. Hill is -Primcipal-ir-Charg: of Traffic Engineering and Transporiauon P1hnnitig. . Mr-,-Hill has had extensive
expei3ence in traffic and tramp iftrion planning issue;;, as well as, the design of patio at miff ti g, aiguk' g L-afftc_
signals and traffic,signal systems.. While'with DEQ.,Nin Hill has managed mast ter engin rg design projects
performed by DEA, compl;�n r designs far Nov Yolk Stag New York'City: N.dasau CaunTy and Suffolk Cauuty
highways. 3& IU is currendy the Principal-in-Charge of the Nchhern State P8rlc9urµy CcM'dax Study and Lang Inland y.
Tra*ormtidn Flan`2000 far.17P.A..He:v-s also pri ieipal=in�L aigePf The Itniare 34' osridar sway-,
Cztaduate of syratuse University.`with a Rkhelai b$5c3edce-in Civil En�,aee ! (1970) and a Bachclor of
Science iii•Forcst EWA=ring(1960.
® Employmentl+xperic-nse .
1987 to Ptesenc
Prindpal,Duma Engineering Associates
1974 to 1987
C-Wff Engineer III,Traffic,l r.W'-.York Sr.te De rtantnt ofTrnspomdoa
. Maser Projects
Dunn Engineering Associates
PrindpM
w Rome 347,CopridorStudy,,nd 6pmded Project Proposal
Principal-in-Charge of the-..Koure 347 Cefridar: Study fix the NC-W York State 17eparmeat of
Transportation.Project included extem ve data,callectien and analysis alor iz 6e entire 13 mile length of
the highway. Also included were the prep&-4on of 9 s paI2t= des' a'. tires. Design &cmative:s
were=,ono needed in tyre 63'M'dor Expanded Picject Propcsal which do ntW the,enure shtdy_ Two
Expanded Project Proposals far early impleme3 tmfien prejecm were alga ci mpleted. One recommendEd
the•aridenit of Rouft- 111 from Rant] 047 to Tows Linc RDad and the c ThLt covered a reconsiruction
andyreservation.project on Route'347 from Pond path,to Route SSA
Northern Stare Parkway Candor Sttrdv
Principal-!in-Charge of efforts consisting of all tmft•'tc data collection including 150 intersection ffi ni.-ig
movement counts,2W auzomaric traffic reorder counts,:and 150 origin des�ation mnrve�iccation_s
where over 360,000 survey.cards-were Also,reqm6bir,for molysis of data,prcpamtion of
several alternatives,and the preparation otExpanded.Project Proposals for early implemeutatioa projects_-
Wesrhampaorr Reach.New York .�.i, ��,
�8 c l 10:43' . �CT�Yr ._NG1NE`ER) `PEL:516 ��-?�4 P ijt`,..
..�. :..Fri �IlrtEl�It�'n�n8erdn AS$OCiltrk'S
Ronald "N.- L-P.E. Principal
* _nng Island TrmrsportatfDn Plan L-2000
Prih0paf-i9-Charge of DEA's.efToits as a!iubctittsmtanLun the L1TP-200G ject forthe hew.Yo&State
Deparmteru of Tra*ortatiot.' Thd LITP-2000 project iiu develop a rraster plan for'7=sportation ,.
• syern oa Lang I512nd. Ttie project e<►ciMpasees all of clic eidstinE`s ate tzari�pertarinn elements
tucluding the railroad_btu aiad-highway s)-srems a,!d possible bewir clemen such as-hght rail DEA hoc '
been•responsiW,for much''of tic projecu dots calkctioa and elevation of the blpgb7 3y ;jstztn Vic}
m[�di[LcatubnS :o.iL .Mr. HMI also cbalred ftcussio2 moi'the'Land Lux Subminmittec, oac.•of six x
subcomminces ford donut the project .to gEm i aput froin fora: eo%.: erM.•ciLlc group, and tl]e
i public.
• .'&C*k Coumty HigA►vay and Intersec&w fmprovemend Siuriy
PrincipaE-in barge of the StdTollt:Couhtf kxi ray' and Inirmaction lnep vemept Stor y... This study
.included The detWi7 d analysis of fi* highway SC_=Cnrs contail g more tfiaa forty signalized
intersectibrs: Sli,atr range Qripr4verhLnis wrere.recommended at cath loca on as wilt as,langrange 20
Year,invrovementi. Most of-L6 sliortiange iprovamcnts were implem ted by-the County faIIowing
completibn of the�Study_ '
* F or a Is F res jvrry Narrh service Roan Dasigh ReporLEnuiranmerz l Assessment
Pxincipal-in-charg$for the p paration of tbF Design'Reporamvirtrutnt' Assessment for PIN 803.68,
rhe cotnpktion ofthe Ndrth Service Road betaieen Horse Block Road and F oulp,112_
s Trq c Irnpacr Srudies and IliTajor EgEvelap►ntlats
Prepared numnaus traffic.impaer,studies far presentation to various lotvu boards.: -Directed data
colleCion aW analysis. ..Prepaied:L9 report, and developed roadway ii ipro-verneut plans to mitigate
trai'fic impacts, FOMZIly- preseated the impact studies l#bre the wn-Boards of 5michtown,
Brookhaven,Rverhead and Islip:as well as*e Planning Boards and B d of Zoning and.Appeals of
each of t]ese towns. Supervised the design of roadway moMcatio6 plans paverneat marking-pi=ns and. .
traffic signal pim for m4=vernenls 'on State,.-County and-Town hi ways ts
to!be - dermlcen-.in
connection vurth private devefopr}tents_
* ldassou CoUnV-JerusalemAvenue Traffic SfgralInrercronne-Cdox Protect,
Principal-in-C'harge of adesign project fncludiag Intersection upgrades for 29.iatersections'and 5 miles of
new or upgraded interconnections utilizing both aerial and undarixonnd i istaAiioa's. Project included
replacing outdated magnttbmetm:ai=d improved detection to provide fr presmee operations, same.. -
signal displays are to be upgraded,and.new mast sinr support poles iustalle
WE-riharrwom Beach, New York :
+i def NEERI N
I - � • u�tn�`xe�fiutgRss�cirzres. `-6:�p :}i'.•
Ron id led
_ .# Nassau Caunry Penprsul�Boulevard T��c,�ign�zl Tat�r�r�rse�t�on�rojecr -
Cipa1-1M ""of a design projeet, hLch wiH —naznd eentr*,.li?�d corYt er centr8110 MOtricI:Read
1n Va1.Cy S k,A-st Avenll�botween 0]d
4CQcGbe[w 2enCllarl�t<e.�
el au and Four tOti� } Kaad aid b,i'10 m gate Pirkw2 afro aahrr,; +
pair co�Adn1 , .,. i ,�v
Ghon cable n; ;,Glx r u r;c,,y p'z!te� al.a pratiades ar die rcG1a:Jnr nt of hvisteaT'.
I f mmizsrecahon cab' an Pet> L�$aul tud'
Ati'en;�e and lti"rrritk koad rd'irtc�+a€e+h�ceen'Fi tptt
caciry u
.a ax -
ca>imuniNv LLF f chis Lruak[ -:,
lvdsiau C'auarySrgrial TintirigP%ject
Priticipai-tee of a P 1 whic
io zcr h' id4dti$eij.,4FFiiiudes .-itc7.�
efficiency tluvu re gar tg0-sigaali d i atiiyas.:?he Huai1 C'signal opeiatin
weii paretttfal i hanges ra traf&si�tal de ctoi aiipit tci Pa ected tirnirre changes as
e the };nfin&%idual signals'.
Signal Ca)riPrireri=QtionPrincipal-in-chaige for the D'f=Acteamf Tpart of a cuminning isaf5rinigrovtrnel►t rc �. The NYC m,of'I�ansporr tion,a rd P �t to,meet exmtag and fu]? grin toexpo iTS.r�Oti7p+.117er12@d gi c sp4rtation demands,has
gnat anir l system
L`nder phis Topics ,[V Signal.cGmpureHz&don'Pro 7
system.Sens ass will be bran p i ??5.2,187 txa�c:sib is and about 400 aSsaciaz: '
girt widercomputerconlral.';Thi projeainclude 843 intesccdom in Qucens,
858 i�rcrsec6ms Ji&Brool[OL and 496 �rstctiena in the 13ranx: At the rolect wing atoq in the year.:
2000;the City njl have a total of 9,004 computer c ,ntrolted sigAt r Vt a +
SYSTEM( 'TCS?_` ct_lar,TrafiffcCantrct
DEA's re9p4iisil;ilitiea include provift entineerind servkc s'to design si
15Lr.. dons whU canmin traffic 5'ignsl equipmeai into' at7-bic with a upgrades at approxirnarch,
CS.
The projeer team.j�5.te provide technical s :r
crviees forsultf-year (52 orl:l75) Aroject to expand the
..
existing operations!eoaaputesed VTCB, In addition td,the•iieaes<cary tec eaJ work for the ro"e the '
tearxr sty! also gerEoim requi,•ed setViCes to i tspect and canrdinatc two yotracta worth. g 1
$26 milhaa,and to t:erfarm the ays[em itata atxan for the a rth.approximately
gr . expanded systan,.
'Tragw Renal Design
Principe!-in Charge of traffic signal design for dotes Of inters_edau ut canneQu with priY$Ce
dnViommt Suxeasful designs have been camgleted $nd nsixucted tinder the jufisdictign of the
Nassau sad Suffolk Counry � 2'r=ent of lattblic'World and the Ne `t'ork 5ratte b_
T�-`+por tion.'The dw;rgn;ncl Ed iocarporadan of the va c sural into c�,sene aeric;!QaTCtnent of
including NirSl yQ 1's l]+�`tJR1ti Sys'em and the Nassau Cntdnna Corr�nre ' ed S1� yStem5 syat�trLs
.
Partner at3d Pdncipal-in-Cl argc_ Provides direcd,in fig .projects in
pla
engirteeriug,f ewa,�traffic ma*�ag me and autamstrd highway �7°�tron �anmS, t-at�ic
S Ysriu;includieg_
Tes!hampton Beach,New York
i�:a� D �tiGfVEER] , F, SUSNO . -k ;
naldT. i, 1115 ]POE, Pnincipal
p Auwmared Highwgv Svs ms
taskleader for the evaluationof It itnpacts.,•of ui iitoinatea Hie�wa System 8n non automated;
tvadways, in thS task 'PLANPLAN (a maoroscopit a*igrlruent uod�!) and 1NTWRAT'!0N fa
IMICr'oecopia c3cdei+ v.•er& tied To mmpare the.,r W*te,of thed1,rot6Lu3a 6f, ut�maied ;
Iiighwa} lanes n� a 30 m17esegrlent of d7e Lahg Island lnpre:�sy�in ev l pio] t va95 u '
sponsored by'the FHeml l 1, ivtay' i pis 40on
s villageEngirwea , ViTw,6f iksikip" io>pBecrcFi
.' FrLcipsl-ur-�ai�s:afall�crk'peeforrn2d�oi the��i113�t of yVestls�ptaII Seartt 3tt?rtds aL=Pianzi>f.� `;E=
Board nieeruCzr-he armp and i'iuises`tbe Planning P+O.arrl on-$iie glan:i1pane fina]':iraspe�tians
of all catnmerciai sins reladie to si! p:an,tna:ters and prnvrttce 3lxjp[!rt :the I]epaieat or Public
Works and dw G ill3ge T=Tees. i
Rrgival 10,New York Mate Dcp ncut`:df Transportation
1978 to
1987
Supervisor,Traffic OpetatiuiB
Supervised Tmf& Signal Sectio-D" :Traf$ Control Section,-and Qperadons tics with a'total staf'l- of u
faurtecn.9ngincm Md twen*y-f ." ejed mina ' Provided�ma_o�cQutn-larldi3ti M,the prepa:rafian of software
developme= specific f64- a dosed loop si-val syrtem hard 6rt .t1�"hls�del 179 Micrupr�cssor
Controlics. Directed n jor rul'mblituiaa Ofuiffir signals Oft on State ffighways'on L6ng Island aimed at rhe .
installation Of Model 170r179 signal.syzte� �
Supervised fivr; cngiMrers and` ti+v uty five.ele�tnaizns involved in' desimi aonsmxedon and= 4,
main=—mce of zine hrmtlred traffic signals on Sure highways on Long Is . In charge of an operating
hudgtr of 314 of a million dollars'acrd:a_'construclion progr=in excess of fc ur irialliotr dollars- Provided
input into develophient of fhe uduseditn central softwi=for the Madel 179 x terseerian controller.
Professional Englireeting Lirenss _
i
Lieen:.ed Professionala&=M New York_
■ after
lvlern er of the Southanision Village B3 and of Zoning Appeals 1987 to 1493:
Ffesthamptort Beach, New YoA