HomeMy WebLinkAboutGaia Holistic Center
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TRAFFIC IMPACT STUDY
FOR PROPOSED
GAIA HOLISTIC CENTER
Main Road (NYS Route 25)
East Marion, New York
Prepared for:
Cramer Consulting Group
Prepared by:
DUNN ENGINEERING ASSOCIATES
APRIL 2005
REVISED FEBRUARY 2006
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INTRODUCTION ......................................................... I
Purpose of Report ................................................... 2
Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 2
STUDY APPROACH. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . . . , . . . . . .. 6
EXISTINGROADWAYNETWORK ..........................................9
Roadway Characteristics. . . . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Unsignalized Intersection ............................................. 10
Grades and Sight Distances .............,............................. .10
EXISTING TRAFFIC FLOW CONDITIONS ................................... .11
Traffic Volumes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Accident Records .................................................... 12
EXISTING EMERGENCY SERVICES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
SITE TRIP GENERATION ANALYSIS ....................................... .16
Site-Generated Traffic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . 17
DIRECTIONAL DISTRIBUTION ANALYSIS ......,........................... 19
TRAFFIC ASSIGNMENT ANALYSIS .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
PLANNED ROADWAY IMPROVEMENTS AND OTHER PLANNED
DEVELOPMENTS....................................................... 27
Planned Roadway Improvements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , . , . . . . . . 28
Other Planned Developments ........................................., 28
INTERSECTION CAPACITY ANALySES..................................... 30
Unsignalized Intersections,.. ..... ,............ .. .... .. .. . .. .. .. , . ,.. . .31
ROADWAY MODIFICATIONS ................,..............,........,..... 34
ACCESS EXAMINATION ..........................................,."....36
PARKING.... .. . .. .. . .. . .. . .. .. ..... ... .... ... ... .. .... .. .. . ... .. .. , ,. ,. ,38
ADDITIONAL CONSIDERATIONS ...,.... ....... ........... ........ ... .....40
Alternative Uses... . .. . .. ,. ,.., .. .. .. ..... ....... .. .. .. . .. ... ...... ..41
Public Transportation ....,.....................,.................... 42
Seasonal Traffic Variations , . , . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , 43
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CONCLUSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
APPENDIX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49
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Intersection Capacity Analyses Summaries
Capacity Analyses Results
Traffic Volume Counts
Accident Records
NYSDOT Seasonal Traffic Information
Traffic Signal Warrant Analysis
Public Transportation
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INTRODUCTION
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Purpose of Report
This Traffic Impact Study contains the results of a traffic engineering examination of the proposed
development of a hotel in East Marion, Town of Southold, New York. The proposed Gaia Holistic
Center will consist of the following uses: 114 rooms of transient motel (of which 27 guest rooms are in
the Main Spa Building and the remaining 87 rooms are in 23 guest lodges of 3-unit and 5-unit clusters),
a 1 98-seat gourmet organic restaurant housed within the Main Spa Building (of which 72 seats are open
to the public and 126 seats are reserved for transient motel guests), a private marina, and a single-family
residence for the Center's owner. The Main Spa Building will house other transient motel accessory uses
including a 50-seat restaurant in the annex center, office area dedicated for motel use, accessory ''personal
services" offered in the form of a spa facility with 27 treatment suites, and a maintenance and utility
building. 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 proposed Gaia Holistic Center will be located to the south of Main Road (NYS Route 25) on
Shipyard Lane in East Marion, Town of Southold, New York.
Figure 1, Area Map, indicates the location of the Town of Southold in the New York Metropolitan area.
The location of the 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 Gaia Holistic Center is vacant and occupied only by vacant buildings
associated with a previous shellfish processing facility use of the property.
The site is zoned Marine II supporting the proposed hotel use.
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Map of the
COUNTY OF SUFFOLK
LONG ISLAND, NEW YORK
~
LONG ISLAND SOUND
AllANTlC OCEAN
,
FIGURE 1
AREA MAP
3D DUNN ENGINEERING ASSOCIATES. P.C.
SCALE DATE PAGE
1- = 9.7 MILE~ January 2004 3
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FIGURE 2
LOCATION PLAN
SCALE: 1"=500'
FIGURE 3
SITE PLAN
SCALE: 1"=200'
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Summary of
Intersection Capacity
Analyses
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STUDY APPROACH
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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. A physical inventory was made of the adjacent street network.
3. An analysis was made of the traffic volume data obtained from the New York State Department
of Transportation and the files of Dunn Engineering Associates.
4. Supplementary manual traffic counts and Automatic Traffic Recorder (A TR) counts were
collected as necessary to update the available volume counts.
5. An examination was made of the traffic flow on Main Road (NYS Route 25) and Shipyard Lane
in the vicinity of the site.
6. An evaluation was made of the safety factors by reviewing recent accident records obtained from
the New York State Department of Transportation.
7. The availability of police and fire protection services was examined.
8. A trip generation analysis was performed to determine the additional traffic attributable to the
proposed Gaia Holistic Center development.
9. A directional distribution analysis was performed to distribute the site-generated traffic onto the
surrounding street network.
10. A trip assignment analysis was performed to examine the composite traffic volumes that would
result due to the addition of the site-generated traffic to the existing traffic volumes in order to
determine the traffic impacts on the surrounding roadways.
11. Capacity analyses were performed at key signalized and unsignalized intersections in order to
examine their ability to accommodate the additional traffic generated by the proposed Gaia
Holistic Center.
12. A review of the access arrangements was made.
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13. An evaluation was made of the adequacy of the proposed parking to meet the demands of the
proposed use.
14. Conclusions were made of the traffic impact of the development as a result of the data and facts
gathered in this study.
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EXISTING
ROADWAY NETWORK
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Roadway Characteristics
As shown in Figure 3, Site Map, the site is located to the south of Main Road (NYS Route 25) on
Shipyard Lane in East Marion, New York.
Shipyard Lane is a north/south roadway located west of the site that will provide direct access to the site.
Shipyard Lane terminates at its intersection with Main Road and continues to the south. In the vicinity
of the site, Shipyard Lane consists of two lanes (one in each direction). The posted speed limit on
Shipyard Lane in the vicinity of the site is 35 miles per hour.
Main Road (NYS Route 25) is a major east/west New York State highway facility located north of the
site that will provide indirect access to the site. In the vicinity of the proposed development, Main Road
consists of two lanes (one in each direction) with wide shoulders (8-10 feet) on both sides. The posted
speed limit on Main Road in the vicinity of the site is 45 miles per hour.
Unsignalized Intersection
In the vicinity of the site, the following unsignalized intersection was investigated:
. Main Road (NYS Route 25) at Shipyard Lane
The lane configurations at the unsignalized intersection approaches of Main Road (NYS Route 25) at
Shipyard Lane consist of the following:
1.
Eastbound Main Road Approach:
A combined left turnlthrulright turn lane.
2.
Westbound Main Road Approach:
A combined left turnlthrulright turn lane.
3.
Northbound Shipyard Lane Approach:
A combined left turnlthrulright turn lane.
4.
Southbound Shipyard Lane Approach:
A combined left turnlthrulright turn lane.
Grades and Sight Distances
In the vicinity of the site access driveways, Shipyard Lane is essentially fiat and there are no horizontal
curves. As a result, no sight distance restrictions occur in the vicinity of the access drive on Shipyard
Lane.
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EXISTING
TRAFFIC FLOW
CONDITIONS
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Traffic Volumes
Available traffic flow information was obtained from the New York State Department of Transportation
and the files of Dunn Engineering Associates. The available information consisted of machine traffic
volume counts on Main Road (NYS Route 25). The estimated Average Annual Daily Traffic on Main
Road (NYS Route 25) from County Road 48 to Narrow River Road, provided by the New York State
Department of Transportation, was 7,453 vehicles per day in 2001.
To supplement the available traffic machine count data, additional automatic traffic recorder (ATR)
counts were collected for a full week, including a weekend, on Shipyard Lane south of Main Road. To
obtain specific turning count information of the existing traffic during the peak hours of the proposed
development, manual intersection turning movement counts were also collected on a weekday for the
morning and evening peak hours and on a Sunday afternoon. These counts were performed in November
2004.
An examination of the traffic volume information reveals that the peak weekday morning and evening
traffic volumes occur between the hours of 7:00 AM. to 9:00 AM. and 4:00 P.M. to 6:00 P.M.,
respectively. The peak existing weekend traffic volumes occur on Sundays from 11:00 AM. to 2:45
P.M.
The available traffic volume information is contained in the section of the Appendix entitled "Traffic
Volume Counts".
Accident Records
Accident history data was obtained from the New York State Department of Transportation concerning
all the reportable and non-reportable accident cases that have occurred on Shipyard Lane at Main Road
and to the south of the intersection, for the three latest years for which records are available. This data
made it possible to identify existing accident hazards and to evaluate the effect the proposed development
would have on the rate of accidents in the area.
The accident data obtained for the three most recent years for which accident data was available indicates
that no accidents occurred on the entire length of Shipyard Lane south of and at the intersection of
Shipyard Lane at Main Road during the latest three-year period (June 1999 through May 2002).
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The available accident data obtained from the New York State Department of Transportation can be
found in the section of the Appendix entitled "Accident Records".
It should be noted that with the design of the proposed access plan, the presence of the proposed Gaia
Holistic Center is not expected to unduly increase the rate of occurrence of accidents in the vicinity of
the site. With the design of the single access driveway on Shipyard Lane, the guests, patrons, and
employees of the proposed Gaia Holistic Center will be provided safe and efficient ingress and egress.
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EXISTING
EMERGENCY
SERVICES
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The availability of police protection and fire protection services in the vicinity of the proposed site is
excellent. The area of the site is patrolled by the Southold Town Police Department. The Southold Town
Police Department is located near the intersection of Route 25 at Peconic Lane in Peconic approximately
9 Y2 miles west of the proposed development. At present, numerous police patrols pass by the site.
The firehouse of the East Marion Fire Department is located on the south side of Main Road and east of
Bay A venue, approximately one mile east of the proposed development.
Due to the close proximity of the firehouse and the presence of police patrols, it should be recognized
that excellent emergency services are available to service the site of the proposed development.
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SITE TRIP
GENERATION
ANAL VSIS
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Site-Generated Traffic
The proposed development of the Gaia Holistic Center will consist of the following uses: 114 rooms of
transient motel (of which 27 guest rooms are in the Main Spa Building and the remaining 87 rooms are
in 23 guest lodges oD-unit and 5-unit clusters), a 1 98-seat gourmet organic restaurant housed within the
Main Spa Building (of which 72 seats are open to the public and 126 seats are reserved for transient motel
guests), a private marina, and a single-family residence for the Center's owner. The Main Spa Building
will house other transient motel accessory uses including a 50-seat restaurant in the annex center, office
area dedicated for motel use, accessory "personal services" offered in the form of a spa facility with 27
treatment suites, and a maintenance and utility building.
Although the proposed restaurant component housed within the Main Spa Building will be able to
accommodate 198 people, only 72 of the 198 seats will be open to the public, with the remaining seats
accommodating 126 guests already lodging at the Gaia Holistic Center. Furthermore, the 50-seat annex
center restaurant, private marina, pool, and spa facility components of the Center are for use only by
guests already lodging at the Gaia Holistic Center and will not generate any new trips. Although it is
entirely possible that guests staying at the Gaia Holistic Center may travel to the Center via their private
yachts, it was assumed in our trip generation that no guests will arrive via their yachts. Therefore, trip
generation estimates were prepared only for a l14-room hotel/spa facility and a 72-seat quality restaurant.
Users of the 50-seat annex center restaurant, private marina, pool, and spa facility components of the
Center will have been counted already among the total trips generated by the Center's lodging
component.
Information on trip generation rates for various land uses is contained in the latest (7th) edition of Trip
Generation!, a report published by the Institute of Transportation Engineers (ITE). This is a nationally
recognized authoritative source of trip generation information for various land uses.
The land uses most closely associated with the proposed Center's lodging and restaurant uses are those
of Hotel and Quality Restaurant. Therefore, in order to predict the amount of traffic generated by the
entire Gaia Holistic Center, trip generation estimates were calculated under both ITE Land Use Code 310
Hotel and ITE Land Use Code 931 - Quality Restaurant.
'''Trip Generation", Seventh Edition, Institute of Transportation Engineers, Washington, D.C., 2003.
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Table I presents a breakdown of the anticipated traffic entering and exiting the proposed Gaia Holistic
Center for both the weekday A.M. and P.M. peak hours as well as the weekend midday peak hour. The
table also specifies a conservative 5% credit that was taken to reflect a minimum of 5% of the traffic that
will either vanpool or carpool to and from the proposed Gaia Holistic Center to meet and exceed the
standards for LEED (Leadership in Energy and Environmental Design) certification.
Hotel
114 Rooms
(lTE Code 310)
44
32
30
32
50
49
Quality Restaurant
72 Seats open to public
(lTE Code 931)
1 1 13 6 14 10
45 33 43 38 64 59
(2) (1) (2) (1) (3) (2)
43 32 41 37 61 57
Table 1
Site-Generated Traffic
Proposed Gaia Holistic Center, East Marion
Total
LEED Certification Credit
(5%)
Total
It can be seen by examining Table 1 that the highest site-generated traffic can be expected to occur on
a Saturday/Sunday during the midday peak hour when an estimated 118 vehicle trips per hour will be
generated by the whole proposed Gaia Holistic Center development (61 in and 57 out). During the
weekday P.M. peak hour, the site-generated volumes are anticipated to be 78 vehicles per hour (41 in and
37 out). During the weekday A.M. peak hour, trip generation at the site will be lower when the site-
generated traffic is expected to be 75 vehicles per hour (43 in and 32 out).
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DIRECTIONAL
DISTRIBUTION
ANAL YSIS
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In order to determine the origins and destinations of vehicles entering and exiting the proposed
development, a directional distribution analysis was performed. The directional distribution analysis
performed took into account the nature of the available approach roadways, the available modes of
transportation, the proposed site location, and the proposed site access driveway location. Given the
proposed site location, the available modes of transportation, and the nature of the available approach
roadways, it was determined that the majority of the site traffic (90%) would arrive from the west and
the remaining 10% of the traffic would arrive from the east on Main Road (NYS Route 25).
Figure 4, Directional Distribution of Site-Generated Traffic, presents the directional distribution of traffic
that is expected to arrive at and depart from the proposed Gaia Holistic Center via the existing roadways.
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MAIN ROAD (NYS ROUTE 25)
90%
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xx - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
10%
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FIGURE 4
DIRECTIONAL DISTRIBUTION
OF SITE-GENERATED
TRAFFIC
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SITE
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TRAFFIC
ASSIGNMENT
ANAL YSIS
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The site-generated traffic estimates and the directional distribution were utilized to assign the expected
generated traffic volumes at the proposed access point and on the adjacent roadway network. Figures 5,
6, and 7, Assignment of Site-Generated Traffic, assign the site-generated traffic for the proposed Gaia
Holistic Center during the weekday morning and afternoon peak hours as well as the Sunday midday peak
hour, respectively, using the directional distribution shown in Figure 4 and the trip generation estimates
shown in Table 1.
It should be noted that Figures 5, 6 and 7 represent the expected site-generated traffic on the adjacent
street system during the three critical time periods studied. These traffic volumes include a deduction
for the LEED certification vanpooVcarpool credit. A conservative 5% credit was taken to reflect a
minimum of 5% of the traffic that will either vanpool or carpool to and from the proposed Gaia Holistic
Center.
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MAIN ROAD (NYS ROUTE 25)
4
f
39
t
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::s
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o
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t (32)
SITE
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KEY:
xx - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
--~
NOTE:
THESE TRAFFIC VOLUMES ALREADY
INCLUDE A DEDUCTION FOR THE LEED
CERTIFICATION VAN POOUCAR POOL
CREDIT.
FIGURE 5
ASSIGNMENT
OF SITE-GENERATED TRAFFIC
WEEKDAY AM PEAK HOUR
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MAIN ROAD (NYS ROUTE 25)
4
f
37
).
~ ~r
e ~
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::s ~L --I
0
0::
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a.. t (37)
:c SITE
en
KEY:
xx - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
NOTE:
THESE TRAFFIC VOLUMES ALREADY
INCLUDE A DEDUCTION FOR THE LEED
CERTIFICATION VAN POOUCAR POOL
CREDIT.
FIGURE 6
ASSIGNMENT
OF SITE-GENERATED TRAFFIC
WEEKDAY PM PEAK HOUR
25
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MAIN ROAD (NYS ROUTE 25)
6
f
55
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11. ~ (57)
I SITE
C/)
KEY:
XX - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
NOTE:
THESE TRAFFIC VOLUMES ALREADY
INCLUDE A DEDUCTION FOR THE LEED
CERTIFICATION VAN POOUCAR POOL
CREDIT.
FIGURE 7
ASSIGNMENT
OF SITE-GENERATED TRAFFIC
SATURDAY/SUNDAY
MIDDAY PEAK HOUR
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PLANNED ROADWAY
IMPROVEMENTS AND
OTHER PLANNED
DEVELOPMENTS
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Planned Roadway Improvements
The latest available Nassau-Suffolk Transportation Improvement (TIP) does not list any projects
involving the reconstruction and improvement of roadways serving the proposed development prior to
its expected completion.
Other Planned Developments
Discussions were held with representatives of the Town of Southold regarding other projects planned or
proposed in the vicinity of the site of the proposed Gaia Holistic Center development which may affect
traffic conditions. Based on these discussions, there are two developments whose traffic impacts should
be considered in conjunction with traffic analysis being performed for the project.
According to the Town of Southold, Summit Estates, an unfinished subdivision located on the west side
of Shipyard Lane and north of an existing condominium complex consists of 35 lots on 40.82 acres.
Currently, some of the lots have been developed with single-family detached housing and are occupied.
In addition, another development (Cove Beach Estates) is proposed and will consist of 12 single-family
houses. The Cove Beach Estates is to be located on the north side of Main Road (NYS Route 25) and east
of Kayleigh's Court, approximately one mile east of the proposed Gaia Holistic Center development.
Traffic expected to be generated by the above two additional proposed developments has been estimated
and is included in the 2006 No-Build analysis performed for this report. Table 2, Trip Generation - Other
Proposed Developments, presents the traffic expected to be generated by each of the two proposed
projects, as such time as they are completed and occupied.
It should be noted that in order to present a worst case scenario, trip generation estimates were determined
for 35 single-family houses for the Summit Estates development. It was assumed that the Summit Estates
development had not been partially constructed and no credit was applied to account for the number of
trips generated by the single-family houses already built and already counted in the existing traffic counts
collected.
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Summit Estates West side of Shipyard
35 Single-Family Lane and South of
Houses Main Road 9 25 26 16 23 19
(Land Use Code (NYS Route 25)
210)
Cove Beach North side of Main
Estates Road
12 Single-Family (NYS Route 25) and 5 13 10 6 12 10
Houses East of Kayleigh's
(Land Use Code Court
210)
Table 2
Trip Generation
Other Proposed Developments
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INTERSECTION
CAPACITY
ANALYSES
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Unsignalized Intersections
In order to examine the impact of the site-generated traffic from the proposed Gaia Holistic Center
development on the adjacent roadways and to determine the ability of vehicles to safely negotiate turning
movements at key unsignalized locations, intersection capacity analyses were performed at the
unsignalized intersection noted below:
. Main Road (NYS Route 25) at Shipyard Lane
The unsignalized intersection capacity analyses were performed for the weekday A.M. and P.M. peak
hours as well as the weekend Saturday/Sunday midday peak hours. These intersection capacity analyses
calculations were performed in accordance with the methodology set forth in the latest (2000) edition of
the Highway Capacity Manual.
Intersection capacity analyses were first performed to examine the 2004 existing traffic conditions. The
November, 2004 existing traffic volume counts collected were adjusted by seasonal adjustment factors
of 30% and 49% for the weekday and weekend, respectively, to represent the summer season. The
weekday and Saturday/Sunday seasonal adjustment factors were determined by using the available
seasonal traffic information obtained from the New York State Department of Transportation. This data
consisted of traffic counts from a continuous counting station on Route 25 maintained by the New York
State Department of Transportation. This counting station is on Route 25 in the vicinity of Laurel Lake
Drive.
Intersection capacity analyses were then calculated for the "2007 No-Build" condition. This examination
projected the seasonally adjusted 2004 existing traffic volumes by a growth factor of 2% per year to
determine the total traffic that would be on the roadways without the addition of the proposed Gaia
Holistic Center. The 2.0% annual growth factor was based on discussions with representatives of the
New York State Department of Transportation and is a product of their Long Island Transportation Plan
2000. This is a long range transportation planning study which has, as part of their efforts, developed
growth rates relating to traffic in the various Towns on Long Island based on detailed projections of
socio-economic data.
Next, the intersection capacity analyses were recalculated to review the same peak periods once the
proposed development is open and operating (2007 Build condition). Finally, capacity analyses were
performed to examine conditions with the implementation of the roadway modifications recommended
in this report (2007 Build Condition with Modifications).
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Methodologv
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 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 3, Unsignalized intersections - Level of Service Criteria.
I
,
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. 2000.
Table 3
Unslgnallzed Intersections
Level of Service Criteria
Summaries of the results of the unsignalized capacity analyses are contained in Table A in the Appendix
of this report under the section entitled, "Summary of intersection Capacity Analyses".
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The results of the capacity analyses performed indicate that vehicles entering Shipyard Lane do so
without any notable delays (LOS A). However, vehicles exiting Shipyard Lane during the Saturday
midday peak are subject to significant delays (LOS F). This condition exists even without the proposed
development and is exacerbated with the addition of the traffic associated with the Gaia site.
Potential measures to address these delays were examined. These measures are discussed below in the
form of three options.
I. Widen and restripe Route 25 to provide a striped median in the vicinity of Shipyard Lane. This
would allow for a separate westbound left-turn lane into Shipyard Lane. However, more
importantly, the median area could be extended to the west to allow a refuge for vehicles making
a left turn out of Shipyard Lane. This allows the turning vehicle to make the turn in two steps
rather than having to wait for a simultaneous gap in the eastbound and westbound traffic streams.
However, while the situation described above exists in many places, the New York State
Department of Transportation (NYSDOT) has recently indicated that this method of addressing
left turn delay is not acceptable. The NYSDOT would have to issue a roadway work permit for
any work on Route 25.
2. Installation of a new traffic signal. The projected volumes after the development of the Gaia site
are such that the intersection would meet Warrants for Signalization. The installation of a traffic
signal would eliminate the significant left turn delays at this location.
However, it is acknowledged here that a traffic signal at this location may not be in keeping with
the rural character of the Route 25 corridor in this area.
3. Leave the traffic control as-is. This alternative would simply leave the intersection alone.
Although left tum delay would be high during the Saturday midday peak period this condition
exists at numerous side street locations in this area.
The implementation of Options I or 2 above will result in improved LOS for the northbound left turn
movement during the critical Saturday peak period.
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ROADWAY
MODI FICA TIONS
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Our Study and analysis have concluded that with the proposed recommended roadway modifications, the
proposed Gaia Holistic Center development will have no significant adverse traffic impact on Main Road
(NYS Route 25), Shipyard Lane, and the contiguous roadways in the immediate area of the proposed site.
Although the development of the site will cause an increase in traffic on the adjacent roadway network,
with the proposed recommended roadway modifications, the traffic impact will be negligible and the
existing roadway network will be able to accommodate this additional traffic.
Based on the traffic analysis performed to determine the impacts of the proposed Gaia Holistic Center
development, the following actions are recommended to enhance the flow of traffic in the vicinity of the
site and mitigate the effects of the additional site traffic:
. Shipyard Lane at the Site Access Drives
Construct the site access drives to provide one lane for entering traffic and one lane for
exiting traffic.
Install a "Stop" sign on the westbound approach for exiting site traffic.
. Main Road (NYS Route 25) at Shipyard Lane
At a minimum, widen and restripe the northbound Shipyard Lane approach to provide two
lanes; a combined left turn/thru lane and a separate right turn lane.
The widening of northbound Shipyard Lane to two lanes will improve traffic conditions
to a degree but will not address the high delays associated with the northbound left turn
out of Shipyard Lane during the Saturday midday peak period. These options for dealing
with this issue have been identified. They are:
I. Widen Route 25 and install a striped median in the vicinity of Shipyard Lane to
allow left turn vehicles exiting Shipyard Lane to do so in two steps. This method
would decrease delays considerably but has been in the past disallowed by
NYSDOT as a mitigation measure.
2. Install a new traffic signal at this location. This method allows vehicles to exit
Shipyard Lane under the protection of the signal and eliminates the high delays.
However, this treatment may be in conflict with the rural character of Route 25 in
the area.
3. Leave the traffic control as-is. This results in a change to a two lane northbound
approach but no changes in traffic control. Left turn delays would remain high,
a condition that exists at numerous side street locations in this area.
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ACCESS
EXAMINATION
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The proposed Gaia Holistic Center development will utilize two access driveways onto Shipyard Lane
for patrons and visitors. In addition, the site plan provides a service entrance at the north end of the site.
The site access driveways will provide one lane for entering traffic and one lane for exiting traffic. Left
and right turns into and out of the site will be permitted at both driveways. The westbound approaches
to Shipyard Lane will be stop-controlled.
An access point is also proposed on the east side of the site onto Cleaves Point Road. One lane will be
provided for entering traffic and another for exiting traffic. However, this proposed access point will be
restricted to use by emergency vehicles and personnel only.
The proposed access plan for the proposed Gaia Holistic Center will provide safe and efficient access for
the Center's guests, patrons, and employees.
.
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PARKING
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The site plan for the proposed Gaia Holistic Center contains a total of 189 parking stalls. Based on the
variety of uses to be provided on the site, discussions between members of the project team and the Town
of Southold Planning Department were held to determine the appropriate application of the code. These
discussions resulted in the parking data contained in Table 4, Parking Data Table, Gaia Holistic Center.
Transient Motel
1 Per Guestroom
1 Per Employee
Accessory Use Parking as Required
Office: 1 Per 100 SF
Marina
1 Space Per Boat Slip
1 Per Employee
1 Space Per 3 Seats
or
1 Per 100 S.F. whichever is greater
2 Spaces Per Dwelling
Restaurant
Residence
TOTAL
Table 4
Parking Data Table
Gala Holistic Center
114 (Guestroom)
4 (Maids)
6 (Admin. Staff)
16 (Personal Services)
1 (Valet)
2 (Van Drivers)
o (Slips are Private)
2 (Employees)
24 (72 Public Seats)
14 (Employees)
2 (Residence)
4 (Maintenance/Landscaping)
189 TOTAL
(162 Provided 27 Landbanked)
Based on the data contained in Table 4, the site plan contains parking to meet code requirements and will
provide adequate parking to the uses proposed on-site.
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ADDITIONAL
CONSIDERATIONS
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Alternative Uses
The site of the proposed Gaia Holistic Center is zoned Marine II District. This zoning classification
allows for a wide range of residential, commercial and retail development nnderthe Town of South old
Code. Each of these uses has associated with it the potential to generate varying levels of traffic.
Among the uses allowed on the Gaia Holistic Center site nnder the Marine II District are shellfisheries
and marinas with boat engine repair and retail. To present a comparison of the traffic generation
characteristics of these other allowable uses with the proposed Gaia Holistic Center, the Institute of
Traffic Engineers (ITE) report Trip Generation was utilized to determine the site-generated traffic for use
of the site as a shellfishery or a marina with boat engine repair and retail. Although this publication does
not contain information specifically for a shellfishery or a marina with related repair and retail, the trip
generation rates of the land uses most closely associated with the alternative site uses were used in
developing their trip generation estimates.
Table 4, Trip Generation Alternative Site Uses, presents the results of the trip generation calculations
using ITE for the shellfishery and marina/repair/retail alternatives. Also included in Table 4 is the trip
generation of the proposed Gaia Holistic Center for comparison.
Shellfishery Building
150,900 S.F. 122 17 139 18 130 148 10 11 21
(Land Use Code 110)
26-Boat Slip Marina
with Boat Engine Repair
and 20,000 S.F. Retail 67 72 139 59 46 105 68 69 137
(Land Use Codes 420
and 814)
Proposed Gaia Holistic 43 32 75 41 37 78 61 57 118
Center
Tabla 4
Trip Generation
Alternative Site Uses
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As Table 4 indicates, the marina/retail alternate use is expected to generate more traffic than the proposed
Gaia Holistic Center during the three peak hours studied. The shellfishery building alternate use, on the
other hand, is expected to generate more traffic than the proposed Gaia Holistic Center during both the
weekday A.M. and P.M. peak hours, but less traffic than the proposed site use during the
Saturday/Sunday Midday peak hour.
Public Transportation
Suffolk County Transit provides bus service to most of Suffolk County. The nearest bus route to the
proposed Gaia Holistic Center site provided by Suffolk County Transit is the S-92 connector bus line.
This route has buses which travel along Main Road (NYS Route 25) in this area. The S-92 bus line
originates in Orient Point at the Orient Point Ferry Terminal and travels east and west of the site on Main
Road (NYS Route 25).
The Long Island Rail Road (LIRR) provides railroad service to most of the North Fork of Suffolk County.
The Long Island Rail Road Greenport Line parallels and crosses NYS Route 25 near the line's eastern
terminus. The LIRR provides east/west service from Greenport on the east through the North Fork
communities on Long Island's North Shore and into New York City.
The North Ferry Company provides ferry service from the north side of Shelter Island to Greenport and
vice versa. The North Ferry Company provides service from the north side of Shelter Island to Greenport
approximately every 15 to 20 minutes beginning before 6:00 A.M. with the last ferry leaving Shelter
Island at 11:45 P.M. Ferry service from Greenport to the north side of Shelter Island is provided
approximately every 15 to 20 minutes beginning at 6:00 A.M. with the last ferry leaving Greenport at
12:00 midnight.
Additional information regarding the bus, railroad, and ferry schedules can be found in the section ofthe
Appendix entitled, "Public Transportation".
Because of the proximity of the bus, railroad, and ferry services to the proposed Gaia Holistic Center,
which would allow guests, patrons, and employees to use the bus, train, and ferry to travel to and from
the facility, it is expected that some may utilize the public transportation system. In this study, no credit
was applied for use of public transportation. The traffic destined to and from the proposed Gaia Holistic
Center was based on the use of passenger cars only. However, the use of public transportation by the
Center's guests, patrons, and employees would further reduce the traffic impact and the parking needs.
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Seasonal Traffic Variations
Traffic conditions on the north fork of Long Island are subject to significant seasonal variations based
on the recreational nature oflocal attractions. The time constraints for this study did not allow for the
counting of existing condition traffic data during the peak summer season. To account for this and to
present a worst case summer season analysis, adjustments were made to the November 2004 counted
volumes.
The existing winter traffic volume counts on Main Road were increased by a weekday seasonal
adjustment factor of 30% and a weekend seasonal adjustment factor of 49% to represent the summer
season. The increase of 30% for a weekday and 49% for a weekend Saturday/Sunday was determined
by using the available seasonal traffic information obtained from the New York State Department of
Transportation. This data consisted of traffic counts from a continuous counting station on Route 25
maintained by the New York State Department of Transportation. This counting station is on Route 25
in the vicinity of Laurel Lake Drive. The existing November 2004 traffic volume counts on Shipyard
Lane were also adjusted accordingly by the same seasonal adjustment factors of 30% and 49%
determined and mentioned above for the weekday and weekend, respectively.
The available seasonal traffic information obtained from the New York State Department of
Transportation can be found in the section of the Appendix entitled ''NYSDOT Seasonal Traffic
Information".
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CONCLUSIONS
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Our study and traffic engineering analysis have led us to conclude that, with the proposed recommended
roadway modifications, the proposed development of the Gaia Holistic Center will not have a detrimental
effect on traffic conditions on the surrounding roadway system in the vicinity of the site.
Although the development will result in an increase in traffic flow, with the proposed recommended
roadway modifications, the proposed site development will provide a safe traffic operation for the guests,
patrons, and employees of the proposed Gaia Holistic Center development. The following points should
be recognized:
1. Although the site will generate additional traffic, this traffic can be adequately handled by the
existing highway network, the proposed access location, and the internal circulation patterns.
2. The access plan for the site has been designed to adequately provide for the estimated traffic flow
from the adjacent roadways so as to assure the public safety and to minimize traffic congestion.
3. It is expected that the development of the proposed Gaia Holistic Center will not lead to an undue
increase of the rate of accidents in the immediate vicinity of the site.
4. The points of access to the proposed development will provide safe and efficient internal
circulation patterns, and in turn minimize the overall traffic impact. Two access points will be
utilized on Shipyard Lane for site patrons and visitors. In addition, a service entrance is provided
at the north end of the site. These site access driveways will provide one lane for entering traffic
and one lane for exiting traffic. Left and right turns into and out of the site will be permitted at
both driveways. The westbound approaches to Shipyard Lane will be stop-controlled.
An access point is also proposed on the east side of the site onto Cleaves Point Road. One lane
will be provided for entering traffic and another for exiting traffic. However, this proposed access
point will be restricted to use by emergency vehicles and personnel only.
5. The availability of police protection and fire protection services in the vicinity of the proposed
development is excellent. Due to the excellent patrol coverage of the Police Department and the
immediate proximity of the firehouse, it should be recognized that excellent emergency services
are available to service the site of the proposed Gaia Holistic Center.
6. The site-generated traffic estimates for the trip-generating components of the proposed Gaia
Holistic Center have been based on the ITE "Trip Generation" report. The highest site-generated
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traffic can be expected to occur on the weekend during the Saturday/Sunday midday peak hour
when an estimated 118 vehicle trips per hour will be generated by the whole proposed Gaia
Holistic Center development (61 in and 57 out). During the weekday P.M. peak hour, the site-
generated volumes are anticipated to be 78 vehicles per hour (41 in and 37 out). During the
weekday A.M. peak hour, trip generation at the site will be lower when the site-generated traffic
is expected to be 75 vehicles per hour (43 in and 32 out). These figures already take into account
a conservative 5% credit to reflect a minimum of 5% of the site traffic that will either vanpool
or carpool to and from the proposed Gaia Holistic Center to meet and exceed the standards for
LEED certification.
7. The current zoning of the site of the proposed Gaia Holistic Center allows for the development
of a number of residential, commercial, and retail uses. This includes use of the site for a
shellfishery or a marina with boat engine repair and retail. These alternative uses of the site
would be expected to generate higher levels of traffic than the proposed use during the weekday
A.M. and P.M. peak hours as well as the Saturday midday peak hour with the exception of the
shellfishery. During the Saturday/Sunday midday peak hour, the shellfishery alternate use is
expected to generate less traffic than the proposed site used.
8. Our Study and analysis have concluded that, with the proposed recommended roadway
modifications, the proposed Gaia Holistic Center development will have no significant adverse
traffic impact on Main Road (NYS Route 25), Shipyard Lane, and the contiguous roadways in
the immediate area of the proposed site.
Based on the traffic analysis performed to determine the impacts of the proposed Gaia Holistic
Center development, the following actions are recommended to enhance the flow of traffic in the
vicinity of the site and mitigate the effects of the additional site traffic:
. Shipyard Lane at the Site Access Drives
Construct the site access drives to provide one lane for entering traffic and one
lane for exiting traffic.
Install a "Stop" sign on the westbound approach for exiting site traffic.
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. Main Road (NYS Route 25) at Shipyard Lane
At a minimum, widen and restripe the northbound Shipyard Lane approach to provide two
lanes; a combined left turn/thru lane and a separate right turn lane.
The widening of northbound Shipyard Lane to two lanes will improve traffic conditions
to a degree but will not address the high delays associated with the northbound left turn
out of Shipyard Lane during the Saturday midday peak period. These options for dealing
with this issue have been identified. They are:
1. Widen Route 25 and install a striped median in the vicinity of Shipyard Lane to
allow left turn vehicles exiting Shipyard Lane to do so in two steps. This method
would decrease delays considerably but has been in the past disallowed by
NYSDOT as a mitigation measure.
2. Install a new traffic signal at this location. This method allows vehicles to exit
Shipyard Lane under the protection of the signal and eliminates the high delays.
However, this treatment may be in conflict with the rural character of Route 25 in
the area.
3. Leave the traffic control as-is. This results in a change to a two lane northbound
approach but no changes in traffic control. Left turn delays would remain high,
a condition that exists at numerous side street locations in this area.
9. The site plan for the Gaia Holistic Center provides 189 parking stalls, including 27 landbanked
stalls. The Town of South old Code requires 189 parking stalls be provided for the uses on the
site. Therefore, the site plan provides parking to meet Town Code.
10. In the vicinity of the proposed site driveways, the grade on Shipyard Lane is essentially flat and
there are no appreciable horizontal curves. As a result, no sight distance restrictions exist on
Shipyard Lane in the vicinity of the site access drive.
11. The site of the proposed Gaia Holistic Center development is served by the Suffolk County
Transit S-92 bus route, the Long Island Rail Road Greenport Line, and the North Ferry Company.
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The Suffolk County Transit S-92 bus route has buses which travel along Main Road (NYS Route
25) in this area.
The Long Island Rail Road provides east/west service from Greenport on the east through
the North Fork communities on Long Island's North Shore and into New York City.
The North Ferry Company provides ferry service from the north side of Shelter Island to
Greenport and vice versa.
The availability and use of these public transportation services would further reduce the traffic
generated by the site as well as the parking demands. However, no credit was taken in this study
for public transportation usage by the Center's guests, patrons, and employees. The traffic
destined to and from the proposed Gaia Holistic Center was based on the use of passenger cars
only.
12. The latest available Nassau-Suffolk Transportation Improvement Program (TIP) does not list any
projects involving the reconstruction or improvement of roadways serving the proposed
development.
13. Although the development of the site will cause a minimal increase in traffic to the adjacent
roadway network, with the proposed recommended roadway modifications, the development will
not have a significant negative impact on traffic conditions and the existing roadway network will
be able to accommodate this additional traffic.
As a result, based upon traffic engineering and safety considerations, it is recommended that the proposed
Gaia Holistic Center development be approved.
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APPENDIX
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Summary of
Intersection Capacity
Analyses
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--...
------,-------
- --
2004 Existing Condition
Eastbound to Northbound Left Turn From Main 0
Road to Shipyard Lane 0 1163 1128 906 8.1 8.2 9.0 A A A
Westbound to Southbound Left Tum From Main 6
Road to Shipyard Lane 0 12 1154 1082 976 8.1 8.3 8.7 A A A
Northbound to Westbound Left Turn From
Shipyard Lane to Main Road 35 17 25 298 261 136
Northbound Thru on Shipyard Lane 0 0 0 314 280 157
Northbound to Eastbound Right Turn From 14 4 9 652
Shipyard Lane to Main Road 598 510
Combined Northbound Approach 49 21 34 353 292 169 16.8 18.3 31.6 C C D
Southbound to Eastbound Left Turn From
Shipyard Lane to Main Road 0 0 0 289 258 132
Southbound Thru on Shipyard Lane 0 0 0 311 274 154
Southbound to Westbound Right Tum From 0 0 0 653
Shipyard Lane to Main Road 624 446
Table A
Summary of Unsignallzed Intersection Capacity Analyses
MaIn Road at Shipyard Lane
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-
- - - ...
-
-- -
- -..
-
--
-
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2007 No-Build Condition
Eastbound to Northbound Left Turn From Main 0
Road to Shipyard Lene 0 1125 1096 867 8.2 8.3 9.2 A A A
Westbound to Southbound Left Turn From Main 7 3
Road to Shipyard Lane 15 1115 1020 918 8.2 8.5 9.0 A A A
Northbound to Westbound Left Turn From
Shipyard Lane to Main Road 64 35 44 265 225 111
Northbound Thru on Shipyard Lane 0 0 0 283 246 133
Northbound to Eastbound Right Turn From 19 7 12 624 558 472
Shipyard Lane to Main Road
Combined Northbound Approach 83 42 56 305 250 133 21.2 22.3 50.5 C C F
Southbound to Eastbound Left Turn From
Shipyard Lane to Main Road 0 0 0 253 221 108
Southbound Thru on Shipyard Lane 0 0 0 278 235 128
Southbound to Westbound Right Turn From 0 0 0 621 597 417
Shipyard Lane to Main Road
Table A (continued)
Summary of Unsignallzed Intersection Capacity Analyses
Main Road at Shipyard Lane
New Projects\GAIA Holistic Center
File: ReportslTIS.wpd
- .-
- .- - .-
- ---
_._-
-
--
-
-
-
2007 Build Condition
Eastbound to Northbound Left Tum From Main 0
Road to Shipyard Lane 0 1125 1096 867 8.2 8.3 9.2 A A A
Westbound to Southbound Left Turn From Main 12
Road to Shipyard Lane 8 22 1071 981 873 8.4 8.7 9.2 A A A
Northbound to Westbound Left Tum From 100 75
Shipyard Lane to Main Road 98 250 212 103
Northbound Thru on Shipyard Lane 0 0 0 269 233 123
Northbound to Eastbound Right Tum From 23 12 19 604 541 453
Shipyard Lane to Main Road
Combined Northbound Approach 123 87 117 281 231 118 27.4 29.7 150.3 D D F
Southbound to Eastbound Left Turn From 0
Shipyard Lane to Main Road 0 0 237 206 97
Southbound Thru on Shipyard Lane 0 0 0 255 217 113
Southbound to Westbound Right Tum From 0 0 821 597 417
Shipyard Lane to Main Road
Combined Southbound Approach 0 0 417 13.7 B
Table A (continued)
Summary of Unslgnallzed Intersection Capacity Analyses
Main Road at Shipyard Lane
New Projects\GAlA Holistic Center
File: Reports\TIS.wpd
-...-
-
--
- -
- -
--...
-.. -
-
-
2007 Build Condition with Modifications
Eastbound to Northbound Left Turn From Main 0 0 1 1125 1096 867
Road to Shipyard Lane 8.2 8.3 9.2 A A A
Westbound to Southbound Left Turn From Main 12 8 22 1071 981 873
Road to Shipyard Lane 8.4 8.7 9.2 A A A
Northbound to Westbound Left Turn From 100 75 98 250 212 103
Shipyard Lane to Main Road
Northbound Thru on Shipyard Lane 0 0 0 269 233 123
Combined Northbound Left TumfThru Lane 100 75 98 250 212 103 28.7 31.0 151.8 D D F
Northbound to Eastbound Right Turn From 23 12 19 604 541 453 11.2 11.8 13.3 B B B
Shipyard Lane to Main Road
Combined Northbound Approach 25.4 28.4 129.3 D D F
Southbound to Eastbound Left Turn From 0 0 0 237 206 97
Shipyard Lane to Main Road
Southbound Thru on Shipyard Lane 0 0 0 255 217 113
Southbound to Westbound Right Turn From 0 0 1 621 597 417
Shipyard Lane to Main Road
Combined Southbound Approach 0 0 417 13.7 B
Table A (continued)
Summary of Unslgnallzed Intersection Capacity Analyses
Main Road at Shipyard Lane
New Projects\GAlA Holistic Center
File: ReportslTIS.wpd
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Capacity Analyses
Results
New Projects\GAIA Holistic Center
File: TlS.wpd
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New Projects\GAlA Holistic Center
File: TIS.wpd
Main Road
(NYS Route 25)
at
Shipyard Lane
I
:,,::,,;::."
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~tttr:~rmj
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FILE NAME:
IIWjWMMMiWl
..........>...>..,::;.^'{o.>o$'.v.w.w.
TRAFFIC VOLUME SUMMARY
I
INTERSECTION
EXISllNG YEAR:
HORIZON YEAR:
.-
/'. ..
,w...I
TIME PERIOD:
I
DONE BY:
(~c'r'JT':'TI
'. .. ':<>',,:,;;>>::;::w:,>,.,;...>'<<.v:.;.;,;.;,.~.;.:.,;"""<;";"';';""";;';';
,",'....:", .,:>f:::::f.>;;:;:;::~::f.:~-:;:M';f}:.tM;:;:?::;:%*}i":t::~t:;~~
APPROACH
I
AL T X CLEARS
INPUT VALUES
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OTHER
DEVELOPMENTS
1) Summit Estates 22 0 3 0 0 0 0 0 8 1 0 0
2) Cove Beach Estates 0 0 0 0 0 0 0 4 0 0 12 0
3) 0 0 0 0 0 0 0 0 0 0 0 0
4) 0 0 0 0 0 0 0 0 0 0 0 0
SUBTOTAL 22 0 3 0 0 0 0 4 8 1 12 0
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SITE TRAFFIC
1) Gaia Holistic Circle Ctr.
29
o
3
.0
4
o
o
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o
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"IIl11;
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::=:::::=::::.;.;.
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FILE NAME:
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,'. ..<:::;.::::>>x.:.:.~:.,~-.:.:.,:.:.:.:;::
TRAFFIC VOLUME SUMMARY
I
INTERSECTION
;*.~ @iJitr$.!itfi~1$1~
TIME PERIOD:
_~$fW;.WMttH:: EXISnNG YEAR:
HORIZON YEAR:
I
DONE BY:
UIl.4{@njUWfMW~U#tW+$k#
APPROACH
I
AL T X CLEARS
INPUT VALUES
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OTHER
I DEVELOPMENTS
1) Summit Estates 14 0 2 0 0 0 0 0 23 3 0 0
2) Cove Beach Estates 0 0 0 0 0 0 0 9 0 0 5 0
I 3) 0 0 0 0 0 0 0 0 0 0 0 0
4) 0 0 0 0 0 0 0 0 0 0 0 0
SUBTOTAL 14 0 2 0 0 0 0 9 23 3 5 0
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SITE TRAFFIC
1) Gaia Holistic Circle Ctr.
33
o
4 0
o
I
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............................................................. ~, .. .
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FILE NAME:
._U""4101
........... ..........~~>...::.;.;.::.:;.;:
TRAFFIC VOLUME SUMMARY
I
INTERSECTION
:~~jt~nNtM~iWtt\
.'~\.":;
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........ ...
TIME PERIOD:
_UltWlfl EXISTING YEAR:
HORIZON YEAR:
I
DONE BY:
.: ~U1AMWffitMMttWP~~t@WHMWH
APPROACH
I
AL T X CLEARS
INPUT VALUES
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OTHER
I DEVELOPMENTS
1) Summit Estates 17 0 2 0 0 0 0 0 21 2 0 0
2) Cove Beach Estates 0 0 0 0 0 0 0 11 0 0 9 0
I 3) 0 0 0 0 0 0 0 0 0 0 0 0
4) 0 0 0 0 0 0 0 0 0 0 0 0
SUBTOTAL 17 0 2 0 0 0 0 11 21 2 9 0
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SITE TRAFFIC
1) Gaia Holistic Circle Ct.
51
o
6
o
o
o
I
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2004 Existing Condition
*Note:
1 . The November 2004 existing traffic volume counts collected were adjusted by
seasonal adjustment factors of 30% and 49% for the weekday and weekend
Saturday/Sunday, respectively to represent the summer season. The resulting
seasonally adjusted 2004 existing traffic volumes were used in the 2004 Existing
Condition.
New Projects\GAlA Holistic Center
File: TIS.wpd
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HCS2000: Unsignalized Intersections Release 4.ld
TWO-WAY STOP CONTROL SUMMARY
Analyst:
Agency/Co.: DEA
Date Performed: 11/24/2004
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2004Existing(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 321 12 5 325 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 0 391 14 6 396 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 29 0 12 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 35 0 14 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 6 49 0
C(m) (vph) 1163 1154 353
v/c 0.00 0.01 0.14
95% queue length 0.00 0.02 0.48
Control Delay 8.1 8.1 16.8
LOS A A C
Approach Delay 16.8
Approach LOS C
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HCS2000: Unsignalized Intersections Release 4.ld
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone:
E-Mail :
631-288-2480
ayue@dunn-pc.com
Fax:
631-288-2544
TWO-WAY STOP CONTROL (TWSC) ANALYSIS
Analyst:
Agency/Co.: DEA
Date Performed: 11/24/2004
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2004Existing(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 321 12 5 325 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-IS Minute Volume 0 98 4 2 99 0
Hourly Flow Rate, HFR 0 391 14 6 396 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 29 0 12 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-IS Minute Volume 9 0 4 0 0 0
Hourly Flow Rate, HFR 35 0 14 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
o
o
o
o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared ln volume, major th vehicles:
Shared ln volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
391
14
1700
1700
1
396
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/100
t (3,lt)
t (c,T):
4.1
1. 00
2
0.00
0.00
0.00
4.1
t (c)
1-stage
2-stage
1-stage
2-stage
4.1
1.00
2
0.00
0.00
0.00
4.1
7
L
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
B
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1. 00
6.5
9
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
10
L
7.1
1.00
2
0.20
0.00
0.00
0.00
1.00
7.1
11
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1. 00
6.5
12
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
7
L
3.50
0.90
2
3.5
B
T
4.00
0.90
2
4.0
9
R
3.30
0.90
2
3.3
10
L
3.50
0.90
2
3.5
11
T
4.00
0.90
2
4.0
12
R
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(q1)
g(q2)
g(q)
Computation 2-Proportion of TWSC Intersection Time blocked
Movement 2 Movement 5
V(t) V(l,prot) V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event periods
Result
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(l)
p(4)
p(7)
p(8)
p(9)
P (10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v c,x
s
Px
V c,u,x
396
405
806
806
398
813
813
396
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage1 Stage2 Stage1 Stage2 Stage1 Stage2 Stage1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(p1at,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
398
652
1. 00
652
0.98
396
653
1. 00
653
1.00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
405
1154
1.00
1154
0.99
0.99
396
1163
1. 00
1163
1. 00
1. 00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
806
316
1.00
0.99
314
1.00
813
313
1.00
0.99
311
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
806
300
1. 00
0.99
0.99
0.99
298
813
297
1. 00
0.99
0.99
0.97
289
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
I Part 2 - Second Stage
Conflicting Flows
Potential Capacity
I Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
I Part 3 - Single Stage
Conflicting Flows 806 813
I Potential Capacity 316 313
Pedestrian Impedance Factor 1.00 1. 00
Cap. Adj. factor due to Impeding mvrnnt 0.99 0.99
Movement Capacity 314 311
I Result for 2 stage process:
a
I y
C t 314 311
Probability of Queue free St. 1. 00 1. 00
I Step 4 : LT from Minor St. 7 10
Part 1 - First Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 2 - Second Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 3 - Single Stage
I Conflicting Flows 806 813
Potential Capacity 300 297
Pedestrian Impedance Factor 1.00 1. 00
I Maj. L, Min T Impedance factor 0.99 0.99
Maj. L, Min T Adj. Imp Factor. 0.99 0.99
Cap. Adj. factor due to Impeding mvrnnt 0.99 0.97
Movement Capacity 298 289
I Results for Two-stage process:
a
I y
C t 298 289
I Worksheet 8-Shared Lane Calculations
Movement 7 8 9 10 11 12
I L T R L T R
(vph) 35 0 14 0 0
Volume 0
I Movement Capacity (vph) 298 314 652 289 311 653
Shared Lane Capacity (vph) 353
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II Worksheet 11-Shared Major LT Impedance and Delay
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement 7 8 9 10 11 12
L T R L T R
C sep 298 314 652 289 311 653
Volume 35 0 14 0 0 0
Delay
Q sep
Q sep +1
round (Qsep +1)
n max
C sh 353
SUM C sep
n
C act
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 6 49 0
C(m) (vph) 1163 1154 353
vlc 0.00 0.01 0.14
95% queue length 0.00 0.02 0.48
Control Delay 8.1 8.1 16.8
LOS A A C
Approach Delay 16.8
Approach LOS C
Movement 2 Movement 5
p(oj) 1.00 0.99
v(il) , Volume for stream 2 or 5 391 396
v (i2), Volume for stream 3 or 6 14 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
p* (oj) 1. 00 0.99
d(M,LT), Delay for stream 1 or 4 8.1 8.1
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.1
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HCS2000: Unsignalized Intersections Release 4.1d
TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 11/24/2004
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2004Existing(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 368 27 0 355 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 0 448 32 0 432 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 14 0 4 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 17 0 4 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 0 21 0
C(m) (vph) 1128 1082 292
v/c 0.00 0.00 0.07
95% queue length 0.00 0.00 0.23
Control Delay 8.2 8.3 18.3
LOS A A C
Approach Delay 18.3
Approach LOS C
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HCS2000: Unsignalized Intersections Release 4.ld
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone:
E-Mail:
631-288-2480
ayue@dunn-pc.com
Fax:
631-288-2544
TWO-WAY STOP CONTROL (TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 11/24/2004
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2004Existing(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 368 27 0 355 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 112 8 0 108 0
Hourly Flow Rate, HFR 0 448 32 0 432 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 14 0 4 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 4 0 1 0 0 0
Hourly Flow Rate, HFR 17 0 4 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
o
o
o
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Lane width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared ln volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
448
32
1700
1700
1
432
o
1700
1700
1
Worksheet 4-Critical Gap and FOllow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
4.1
1. 00
2
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/lOO
t (3,H)
t (c,T):
I-stage
2-stage
I-stage
2-stage
0.00
0.00
0.00
4.1
t (c)
4.1
1. 00
2
0.00
0.00
0.00
4.1
7
L
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
8
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1. 00
6.5
9
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
10
L
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
11
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1. 00
6.5
12
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time
Movement
Calculations
1 4
L L
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
7
L
3.50
0.90
2
3.5
8
T
4.00
0.90
2
4.0
9
R
3.30
0.90
2
3.3
10
L
3.50
0.90
2
3.5
11
T
4.00
0.90
2
4.0
12
R
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation I-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(ql)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement S
V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, tip)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
piS)
p(dom)
p (subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(l)
P (4)
p(7)
p(8)
p(9)
P (10)
pill)
p(12)
Computation 4 and S
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
432
480
896
896
464
898
912
432
V c,x
s
Px
V c,u,x
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stagel Stage2 Stagel Sta~2 Stage 1 Stage2 Stage 1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
464
598
1.00
598
0.99
432
624
1. 00
624
1.00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
480
1082
1.00
1082
1. 00
1. 00
432
1128
1. 00
1128
1. 00
1. 00
Step 3: TH from Minor St.
8
11
896
280
1. 00
1. 00
280
1.00
912
274
1. 00
1. 00
274
1. 00
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
Step 4: LT from Minor St.
7
10
896
261
1. 00
1. 00
1. 00
1. 00
261
898
260
1.00
1. 00
1. 00
0.99
258
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
I Part 2 - Second Stage
Conflicting Flows
I Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
I Part 3 - Single Stage
Conflicting Flows 896 912
I Potential Capacity 280 274
Pedestrian Impedance Factor 1.00 1.00
Cap. Adj. factor due to Impeding mvrnnt 1. 00 1.00
Movement Capacity 280 274
I Result for 2 stage process:
a
I y
C t 280 274
Probability of Queue free St. 1.00 1. 00
I Step 4 : LT from Minor St. 7 10
Part 1 - First Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 2 - Second Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
I Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Part 3 - Single Stage
I Conflicting Flows 896 898
Potential Capacity 261 260
Pedestrian Impedance Factor 1.00 1. 00
I Maj. L, Min T Impedance factor 1.00 1. 00
Maj. L, Min T Adj. Imp Factor. 1. 00 1. 00
Cap. Adj. factor due to Impeding mvrnnt 1. 00 0.99
Movement Capacity 261 258
I Results for Two-stage process:
a
I y
C t 261 258
I Worksheet 8-Shared Lane Calculations
Movement 7 8 9 10 11 12
I L T R L T R
Volume (vph) 17 0 4 0 0 0
I Movement Capacity (vph) 261 280 598 258 274 624
Shared Lane Capacity (vph) 292
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
L
8
T
9
R
10
L
11
T
12
R
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
261
17
280
o
598
4
258
o
274
o
624
o
n max
C sh
SUM C sep
n
C act
292
Worksheet la-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 0 21 0
C(m) (vph) 1128 1082 292
vlc 0.00 0.00 0.07
95% queue length 0.00 0.00 0.23
Control Delay 8.2 8.3 18.3
LOS A A C
Approach Delay 18.3
Approach LOS C
Worksheet II-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1.00 1. 00
v(il) , Volume for stream 2 or 5 448 432
v(i2) , Volume for stream 3 or 6 32 0
s (il) , Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1.00 1. 00
d(M,LT), Delay for stream 1 or 4 8.2 8.3
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.0
HCS2000: Unsignalized Intersections Release 4.1d
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TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency /Co. : DEA
Date Performed: 11/24/2004
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2004Existing(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
539
0.94
573
Westbound
4 5 6
L T R
12 647 0
0.94 0.94 0.94
12 688 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
1
0.94
1
2
Undivided
27
0.94
28
o 1
LTR
No
o
Minor Street: Approach
Movement
Northbound
789
L T R
Volume 24 0 9 0 0 0
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Hourly Flow Rate, HFR 25 0 9 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 1 12 34 0
C(m) (vph) 906 976 169
v/c 0.00 0.01 0.20
95% queue length 0.00 0.04 0.72
Control Delay 9.0 8.7 31. 6
LOS A A D
Approach Delay 31. 6
Approach LOS D
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL (TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 11/24/2004
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southo1d,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2004Existing(SeasonallyAdjust)
Project 10: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 1 539 27 12 647 0
Peak-Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-15 Minute Volume 0 143 7 3 172 0
Hourly Flow Rate, HFR 1 573 28 12 688 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 24 0 9 0 0 0
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-15 Minute Volume 6 0 2 0 0 0
Hourly Flow Rate, HFR 25 0 9 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
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o
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Lane width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Prog.
Flow
vph
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
573
28
1700
1700
1
688
o
1700
1700
1
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
t(c,base) 4.1 4.1
t(c,hv) 1.00 1. 00
P(hv) 2 2
t (c,g)
Grade/lOO
t (3,lt) 0.00 0.00
t (c,T): I-stage 0.00 0.00
2-stage 0.00 0.00
t (c) I-stage 4.1 4.1
2-stage
Follow-Up Time Calculations
Movement 1 4
L L
t ( f, base) 2.20 2.20
t(f,HV) 0.90 0.90
P(HV) 2 2
t (f) 2.2 2.2
7 8 9 10 11 12
L T R L T R
7.1 6.5 6.2 7.1 6.5 6.2
1. 00 1. 00 1. 00 1. 00 1. 00 1. 00
2 2 2 2 2 2
0.20 0.20 0.10 0.20 0.20 0.10
0.00 0.00 0.00 0.00 0.00 0.00
0.00 00.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
1. 00 1. 00 0.00 1. 00 1.00 0.00
7.1 6.5 6.2 7.1 6.5 6.2
7 8 9 10 11 12
L T R L T R
3.50 4.00 3.30 3.50 4.00 3.30
0.90 0.90 0.90 0.90 0.90 0.90
2 2 2 2 2 2
3.5 4.0 3.3 3.5 4.0 3.3
Worksheet 5-Effect of Upstream Signals
Computation I-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(q1)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
0.000
0.000
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(l)
P (4)
p(7)
P (8)
p(9)
p(10)
p(l1)
P (12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v c,x
s
Px
V c,u,x
688
601
1301
1301
587
1306
1315
688
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage 1 Stage2 Stage 1 Stage2 Stage 1 Stage2 Stage 1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(p1at,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
587
510
1. 00
510
0.98
688
446
1.00
446
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
probability of Queue free St.
Maj L-Shared Prob Q free St.
601
976
1.00
976
0.99
0.98
688
906
1.00
906
1. 00
1. 00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
1301
161
1. 00
0.98
157
1. 00
1315
158
1. 00
0.98
154
1.00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1301
138
1. 00
0.98
0.98
0.98
136
1306
137
1.00
0.98
0.98
0.97
132
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
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Part 2 - Second Stage
Conflicting Flows
Potential Capacity
pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Result for 2 stage process:
a
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C t
Probability of Queue free St.
Step 4: LT from Minor St.
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Results for Two-stage process:
a
y
C t
Worksheet 8-Shared Lane Calculations
Movement
7
L
Volume (vph)
Movement Capacity (vph)
Shared Lane Capacity (vph)
25
136
1301
161
1.00
0.98
157
157
1.00
7
1301
138
1. 00
0.98
0.98
0.98
136
136
8
T
9
R
o
157
169
9
510
10
L
o
132
1315
158
1. 00
0.98
154
154
1. 00
10
1306
137
1. 00
0.98
0.98
0.97
132
132
11
T
12
R
o
154
o
446
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II Worksheet II-Shared Major LT Impedance and Delay
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement 7 8 9 10 11 12
L T R L T R
C sep 136 157 510 132 154 446
Volume 25 0 9 0 0 0
Delay
Q sep
Q sep +1
round (Qsep +1)
n max
C sh 169
SUM C sep
n
C act
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Con fig LTR LTR LTR LTR
v (vph) 1 12 34 0
C(m) (vph) 906 976 169
vlc 0.00 0.01 0.20
95% queue length 0.00 0.04 0.72
Control Delay 9.0 8.7 31. 6
LOS A A D
Approach Delay 31. 6
Approach LOS D
Movement 2 Movement 5
p(oj) 1. 00 0.99
v(il) , Volume for stream 2 or 5 573 688
v(i2) , Volume for stream 3 or 6 28 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1. 00 0.98
d(M,LT), Delay for stream 1 or 4 9.0 8.7
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.2
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2007 No-Build Condition*
*Note:
1. 2007 No-Build Condition includes seasonal adjustment factors of 30% and 49% for
the weekday and weekend Saturday/Sunday, respectively, a 2.0% per year normal
traffic growth rate as well as the expected traffic due to other planned
developments.
New Projects\GAIA Holistic Center
File: Reports\TIS.wpd
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2007 No-Build Condition*
*Note:
1. 2007 No-Build Condition includes seasonal adjustment factors of 30% and 49% for
the weekday and weekend Saturday/Sunday, respectively, a 2.0% per year normal
traffic growth rate as well as the expected traffic due to other planned
developments.
New Projects\GAlA Holistic Center
File: ReportslTIS.wpd
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HCS2000: Unsignalized Intersections Release 4.ld
TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency /Co. : DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007No-Build(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
o
0.82
o
2
Undivided
345
0.82
420
21
0.82
25
Westbound
4 5 6
L T R
6 357 0
0.82 0.82 0.82
7 435 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
o 1
LTR
No
o
Minor Street: Approach
Movement
Northbound
789
L T R
Volume 53 0 16 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 64 0 19 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 7 83 0
C(m) (vph) 1125 1115 305
v/c 0.00 0.01 0.27
95% queue length 0.00 0.02 1. 08
Control Delay 8.2 8.2 21.2
LOS A A C
Approach Delay 21.2
Approach LOS C
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HCS2000: Unsignalized Intersections Release 4.ld
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southo1d,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007No-Build(Seasona11yAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 345 21 6 357 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 105 6 2 109 0
Hourly Flow Rate, HFR 0 420 25 7 435 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 53 0 16 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 16 0 5 0 0 0
Hourly Flow Rate, HFR 64 0 19 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
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o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Prog.
Flow
vph
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
420
25
1700
1700
1
435
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Cri tical Gap Calculation
Movement 1 4
L L
t(c,base) 4.1 4.1
t(c,hv) 1. 00 1. 00
P(hv) 2 2
t(c,g)
Grade/100
t(3, It) 0.00 0.00
t (c,T): 1-stage 0.00 0.00
2-stage 0.00 0.00
t (c) 1-stage 4.1 4.1
2-stage
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base) 2.20 2.20
t(f,HV) 0.90 0.90
P(HV) 2 2
t (f) 2.2 2.2
7 8 9 10 11 12
L T R L T R
7.1 6.5 6.2 7.1 6.5 6.2
1. 00 1.00 1. 00 1. 00 1. 00 1.00
2 2 2 2 2 2
0.20 0.20 0.10 0.20 0.20 0.10
0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
1.00 1.00 0.00 1. 00 1.00 0.00
7.1 6.5 6.2 7.1 6.5 6.2
7 8 9 10 11 12
L T R L T R
3.50 4.00 3.30 3.50 4.00 3.30
0.90 0.90 0.90 0.90 0.90 0.90
2 2 2 2 2 2
3.5 4.0 3.3 3.5 4.0 3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(q1)
g(q2)
g(q)
Computation 2-Proportion of TWSC Intersection Time blocked
Movement 2 Movement 5
V(t) V(l,prot) Vet) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p (subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(l)
p(4)
p(7)
p(8)
p(9)
p (10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v c,x
s
Px
V c,u,x
435
445
881
881
432
891
894
435
C r,x
C p1at,x
Two-Stage Process
7
8
10
11
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Stage 1 Stage2 Stage 1 Stage2 Stage 1 Stage2 Stage 1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
432
624
1. 00
624
0.97
435
621
1. 00
621
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
445
1115
1.00
1115
0.99
0.99
435
1125
1.00
1125
1.00
1. 00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
881
285
1. 00
0.99
283
1. 00
894
280
1. 00
0.99
278
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
881
267
1. 00
0.99
0.99
0.99
265
891
263
1. 00
0.99
0.99
0.96
253
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
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Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
881
285
1. 00
0.99
283
894
280
1. 00
0.99
278
Result for 2 stage process:
a
y
C t
Probability of Queue free St.
283
1. 00
278
1. 00
Step 4: LT from Minor St.
7
10
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
881
267
1. 00
0.99
0.99
0.99
265
891
263
1.00
0.99
0.99
0.96
253
Results for Two-stage process:
a
y
C t
265
253
Worksheet 8-Shared Lane Calculations
Movement
7
L
8 9
T R
10
L
11
T
12
R
Volume (vph)
Movement Capacity (vph)
Shared Lane Capacity (vph)
64
265
o 19
283 624
305
o
253
o
278
o
621
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
11
T
12
R
7
L
8
T
9
R
10
L
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +l)
278
o
621
o
265
64
283
o
624
19
253
o
n max
C sh
SUM C sep
n
C act
305
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Con fig LTR LTR LTR LTR
v (vph) 0 7 83 0
C(m) (vph) 1125 1115 305
vlc 0.00 0.01 0.27
95% queue length 0.00 0.02 1. 08
Control Delay 8.2 8.2 21.2
LOS A A C
Approach Delay 21.2
Approach LOS C
Worksheet II-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1.00 0.99
v(il} , Volume for stream 2 or 5 420 435
v (i2), Volume for stream 3 or 6 25 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1.00 0.99
d(M,LT), Delay for stream 1 or 4 8.2 8.2
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.1
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HCS2000: Unsignalized Intersections Release 4.1d
TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southo1d,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007No-Build(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 400 52 3 382 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 0 487 63 3 465 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 29 0 6 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 35 0 7 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 3 42 0
C(m) (vph) 1096 1020 250
v/c 0.00 0.00 0.17
95% queue length 0.00 0.01 0.59
Control Delay 8.3 8.5 22.3
LOS A A C
Approach Delay 22.3
Approach LOS C
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone:
E-Mail:
631-288-2480
ayue@dunn-pc.com
Fax:
631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007No-Build(SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 400 52 3 382 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 122 16 1 116 0
Hourly Flow Rate, HFR 0 487 63 3 465 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 29 0 6 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 9 0 2 0 0 0
Hourly Flow Rate, HFR 35 0 7 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Movements
pedestrian Volumes and Adjustments
13 14 15 16
Flow (ped/hr)
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
487
63
1700
1700
1
465
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap
Movement
Calculation
1
L
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/100
t (3, It)
t (c,T):
4.1
1. 00
2
0.00
0.00
0.00
4.1
t (c)
I-stage
2-stage
I-stage
2-stage
4
L
7
L
8
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1.00
6.5
9
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
10
L
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
11
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1. 00
6.5
12
R
6.2
1.00
2
0.10
0.00
0.00
0.00
0.00
6.2
4.1
1.00
2
7.1
1.00
2
0.20
0.00
0.00
0.00
1.00
7.1
0.00
0.00
0.00
4.1
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
7
L
2.20
0.90
2
2.2
3.50
0.90
2
3.5
8
T
4.00
0.90
2
4.0
9
R
3.30
0.90
2
3.3
10
L
3.50
0.90
2
3.5
11
T
4.00
0.90
2
4.0
12
R
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation I-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11).
Proportion vehicles arriving on green P
g(q1)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, tIp)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
P (1)
p(4)
p(7)
p(8)
p(9)
p(10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v c,x
s
Px
V c,u,x
465
550
989
989
518
993
1021
465
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage 1 Stage2 Stage 1 Stage2 Stagel Stage2 Stage 1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
518
558
1. 00
558
0.99
465
597
1. 00
597
1.00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
550
1020
1.00
1020
1. 00
1.00
465
1096
1.00
1096
1. 00
1.00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
989
247
1. 00
1.00
246
1.00
1021
236
1. 00
1. 00
235
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
989
226
1.00
1. 00
1. 00
1. 00
225
993
224
1. 00
1. 00
1.00
0.98
221
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
I Part 2 - Second Stage
Conflicting Flows
Potential Capacity
I Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
I Part 3 - Single Stage
Conflicting Flows 989 1021
Potential Capacity 247 236
I Pedestrian Impedance Factor 1.00 1. 00
Cap. Adj. factor due to Impeding mvrnnt 1.00 1. 00
Movement Capacity 246 235
I Result for 2 stage process:
a
I y
C t 246 235
Probability of Queue free St. 1. 00 1.00
I Step 4: LT from Minor St. 7 10
Part 1 - First Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 2 - Second Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 3 - Single Stage
I Conflicting Flows 989 993
Potential Capacity 226 224
Pedestrian Impedance Factor 1.00 1. 00
Maj. L, Min T Impedance factor 1.00 1. 00
I Maj. L, Min T Adj. Imp Factor. 1. 00 1. 00
Cap. Adj. factor due to Impeding mvrnnt 1. 00 0.98
Movement Capacity 225 221
I Results for Two-stage process:
a
I y
C t 225 221
I Worksheet 8-Shared Lane Calculations
Movement 7 8 9 10 11 12
I L T R L T R
Volume (vph) 35 0 7 0 0 0
Movement Capacity (vphl 225 246 558 221 235 597
I Shared Lane Capacity (vph) 250
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
L
8
T
9
R
10
L
11
T
12
R
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
225
35
246
o
558
7
221
o
235
o
597
o
n max
C sh
SUM C sep
n
C act
250
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 3 42 0
C(m) (vph) 1096 1020 250
vlc 0.00 0.00 0.17
95% queue length 0.00 0.01 0.59
Control Delay 8.3 8.5 22.3
LOS A A C
Approach Delay 22.3
Approach LOS C
Worksheet II-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1. 00 1.00
v(il) , Volume for stream 2 or 5 487 465
v (i2), Volume for stream 3 or 6 63 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P* (oj) 1. 00 1. 00
d(M,LT), Delay for stream 1 or 4 8.3 8.5
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.0
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HCS2000: Unsignalized Intersections Release 4.1d
TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007No-Build(SeasonallyAdjust)
Project 10: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
1
0.94
1
2
Undivided
583
0.94
620
50
0.94
53
Westbound
4 5 6
L T R
15 696 0
0.94 0.94 0.94
15 740 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
o 1
LTR
No
o
Minor Street: Approach
Movement
Northbound
789
L T R
Volume 42 0 12 0 0 0
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Hourly Flow Rate, HFR 44 0 12 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 1 15 56 0
C(m) (vph) 867 918 133
v/c 0.00 0.02 0.42
95% queue length 0.00 0.05 1. 83
Control Delay 9.2 9.0 50.5
LOS A A F
Approach Delay 50.5
Approach LOS F
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL (TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007No-Build(SeasonallyAdjust)
project 10: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 1 583 50 15 696 0
Peak-Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-IS Minute Volume 0 155 13 4 185 0
Hourly Flow Rate, HFR 1 620 53 15 740 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 42 0 12 0 0 0
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-IS Minute Volume 11 0 3 0 0 0
Hourly Flow Rate, HFR 44 0 12 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
o
o
o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph see see
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
620
53
1700
1700
1
740
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Cri tical Gap
Movement
Calculation
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/100
t (3,H)
t (c,T):
4.1
1. 00
2
1-stage
2-stage
1-stage
2-stage
0.00
0.00
0.00
4.1
t(c)
4.1
1.00
2
0.00
0.00
0.00
4.1
7.1
1.00
2
0.20
0.00
0.00
0.00
1. 00
7.1
6.5
1.00
2
0.20
0.00
0.00
0.00
1.00
6.5
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
6.5
1.00
2
0.20
0.00
0.00
0.00
1. 00
6.5
6.2
1.00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
7
L
3.50
0.90
2
3.5
8
T
4.00
0.90
2
4.0
9
R
3.30
0.90
2
3.3
10
L
3.50
0.90
2
3.5
11
T
4.00
0.90
2
4.0
12
R
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(q1)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(l)
p(4)
p(7)
P (8)
P (9)
P (10)
p(11)
P (12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
740
673
1418
1418
646
1424
1445
740
V c,x
s
Px
V c,u,x
C r,x
C p1at,x
Two-Stage Process
7
8
10
11
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Stage1 Stage2 Stage 1 Stage2 Stage 1 Stage2 Stage1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(p1at,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
probability of Queue free St.
646
472
1. 00
472
0.97
740
417
1. 00
417
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
probability of Queue free St.
Maj L-Shared Prob Q free St.
673
918
1.00
918
0.98
0.97
740
867
1. 00
867
1.00
1.00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
1418
137
1.00
0.97
133
1.00
1445
132
1. 00
0.97
128
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1418
114
1.00
0.97
0.98
0.98
111
1424
113
1. 00
0.97
0.98
0.95
108
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
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Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1418
137
1. 00
0.97
133
1445
132
1. 00
0.97
128
Result for 2 stage process:
a
y
C t
Probability of Queue free St.
133
1.00
128
1.00
Step 4: LT from Minor St.
7
10
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1418
114
1.00
0.97
0.98
0.98
111
1424
113
1.00
0.97
0.98
0.95
108
Results for Two-stage process:
a
y
C t
111
108
Worksheet 8-Shared Lane Calculations
7
L
8
T
9
R
10
L
11
T
12
R
Movement
Volume (vph)
Movement Capacity (vph)
Shared Lane Capacity (vph)
44
111
o
133
133
12
472
o
108
o
128
o
417
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
L
8
T
9
R
10
L
11
T
12
R
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
111
44
133
o
472
12
108
o
128
o
417
o
n max
C sh
SUM C sep
n
C act
133
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 1 15 56 0
C(m) (vph) 867 918 133
vlc 0.00 0.02 0.42
95% queue length 0.00 0.05 1. 83
Control Delay 9.2 9.0 50.5
LOS A A F
Approach Delay 50.5
Approach LOS F
Worksheet II-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1.00 0.98
v(il) , Volume for stream 2 or 5 620 740
v (i2), Volume for stream 3 or 6 53 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1.00 0.97
d(M,LT), Delay for stream 1 or 4 9.2 9.0
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.3
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2007 Build Condition*
*Note:
1. 2007 Build Condition includes seasonal adjustment factors of 30% and 49% for the
weekday and weekend Saturday/Sunday, respectively, a 2.0% per year normal
traffic growth rate, the expected traffic due to other planned developments, and the
traffic generated by the proposed development.
New Projects\GAIA Holistic Center
File; ReportslTIS. wpd
HCS2000: Unsignalized Intersections Release 4.1d
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TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007 Build (SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
345
0.82
420
Westbound
4 5 6
L T R
10 357 0
0.82 0.82 0.82
12 435 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
o
0.82
o
2
Undivided
60
0.82
73
,. .
o 1
LTR
No
o
Minor Street: Approach
Movement
Northbound
789
L T R
Volume 82 0 19 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 100 0 23 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 12 123 0
C(m) (vph) 1125 1071 281
v/c 0.00 0.01 0.44
95% queue length 0.00 0.03 2.11
Control Delay 8.2 8.4 27.4
LOS A A D
Approach Delay 27.4
Approach LOS D
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007 Build (SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 345 60 10 357 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 105 18 3 109 0
Hourly Flow Rate, HFR 0 420 73 12 435 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 82 0 19 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 25 0 6 0 0 0
Hourly Flow Rate, HFR 100 0 23 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
o
o
o
o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
420
73
1700
1700
1
435
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
4.1
1. 00
2
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/lOO
t(3,lt)
t(c,T) :
0.00
0.00
0.00
4.1
t (c)
I-stage
2-stage
I-stage
2-stage
4.1
1. 00
2
0.00
0.00
0.00
4.1
7
L
7.1
1.00
2
0.20
0.00
0.00
0.00
1. 00
7.1
8
T
6.5
1.00
2
0.20
0.00
0.00
0.00
1. 00
6.5
9
R
6.2
1.00
2
0.10
0.00
0.00
0.00
0.00
6.2
10
L
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
11
T
6.5
1.00
2
0.20
0.00
0.00
0.00
1. 00
6.5
12
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time Calculations
Movement 1 4
L L
7
L
8
T
9
R
10
L
11
T
12
R
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
3.50
0.90
2
3.5
4.00
0.90
2
4.0
3.30
0.90
2
3.3
3.50
0.90
2
3.5
4.00
0.90
2
4.0
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation I-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
proportion vehicles arriving on green P
g(ql)
g(q2)
g(q)
Computation 2-Proportion of TWSC Intersection Time blocked
Movement 2 Movement 5
V(t) V(l,prot) V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p (subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(1)
p(4)
p(7)
p(8)
p(9)
P (10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
V c,x
s
Px
V c,u,x
435
493
915
915
456
927
952
435
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stagel Stage2 Stage 1 Stage2 Stage 1 Stage2 Stagel
Stage2
V(c,x)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
456
604
1. 00
604
0.96
435
621
1.00
621
1.00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
493
1071
1.00
1071
0.99
0.98
435
1125
1.00
1125
1.00
1. 00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
915
273
1.00
0.98
269
1. 00
952
259
1. 00
0.98
255
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
915
253
1. 00
0.98
0.99
0.99
250
927
249
1.,00
0.98
0.99
0.95
237
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
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Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
915
273
1.00
0.98
269
952
259
1. 00
0.98
255
Result for 2 stage process:
a
y
C t
Probability of Queue free St.
269
1.00
255
1.00
Step 4: LT from Minor St.
7
10
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
915
253
1.00
0.98
0.99
0.99
250
927
249
1. 00
0.98
0.99
0.95
237
Results for Two-stage process:
a
y
C t
250
237
Worksheet 8-Shared Lane Calculations
7
L
8 9
T R
10
L
11
T
12
R
Movement
100
250
o 23
269 604
281
o
237
o
255
o
621
Volume (vph)
Movement Capacity (vph)
Shared Lane Capacity (vph)
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
L
8
T
9
R
10
L
11
T
12
R
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
250
100
269
o
604
23
237
o
255
o
621
o
n max
C sh
SUM C sep
n
C act
281
Worksheet la-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Con fig LTR LTR LTR LTR
v (vph) 0 12 123 0
C(m) (vph) 1125 1071 281
vlc 0.00 0.01 0.44
95% queue length 0.00 0.03 2.11
Control Delay 8.2 8.4 27.4
LOS A A D
Approach Delay 27.4
Approach LOS D
Worksheet II-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1.00 0.99
v(il) , Volume for stream 2 or 5 420 435
v (i2), Volume for stream 3 or 6 73 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1. 00 0.98
d(M,LT), Delay for stream 1 or 4 8.2 8.4
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.1
HCS2000: Unsignalized Intersections Release 4.1d
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TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
units: U. S. Customary
Analysis Year: 2007 Build (SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
o
0.82
o
2
Undivided
400
0.82
487
o 1
LTR
No
89
0.82
108
Westbound
4 5 6
L T R
7 382 0
0.82 0.82 0.82
8 465 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
0 0 0
0.82 0.82 0.82
0 0 0
2 2 2
0
/ No /
0 1 0
LTR
o
Minor Street: Approach
Movement
Northbound
7 8 9
L T R
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (%)
Flared Approach:
Lanes
Configuration
62
0.82
75
2
Exists?/Storage
o
o
0.82
o
2
o
1
LTR
10
0.82
12
2
No
o
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 0 8 87 0
C(m) (vph) 1096 981 231
v/c 0.00 0.01 0.38
95% queue length 0.00 0.02 1. 66
Control Delay 8.3 8.7 29.7
LOS A A D
Approach Delay 29.7
Approach LOS D
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007 Build (SeasonallyAdjust)
Project 10: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 400 89 7 382 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 122 27 2 116 0
Hourly Flow Rate, HFR 0 487 108 8 465 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 62 0 10 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 19 0 3 0 0 0
Hourly Flow Rate, HFR 75 0 12 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
o
o
o
o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
487
108
1700
1700
1
465
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
4.1
1. 00
2
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/lOa
t (3,lt)
t (c,T):
1-stage
2-stage
1-stage
2-stage
0.00
0.00
0.00
4.1
t(c)
4.1
1. 00
2
0.00
0.00
0.00
4.1
7
L
7.1
1.00
2
0.20
0.00
0.00
0.00
1. 00
7.1
8
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1.00
6.5
9
R
6.2
1.00
2
0.10
0.00
0.00
0.00
0.00
6.2
10
L
7.1
1. 00
2
0.20
0.00
0.00
0.00
1. 00
7.1
11
T
6.5
1.00
2
0.20
0.00
0.00
0.00
1. 00
6.5
12
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time
Movement
Calculations
1 4
L L
7
L
8
T
9
R
10
L
11
T
12
R
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
3.50
0.90
2
3.5
4.00
0.90
2
4.0
3.30
0.90
2
3.3
3.50
0.90
2
3.5
4.00
0.90
2
4.0
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(ql)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
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alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
P (1)
P (4)
p(7)
P (8)
p(9)
P (10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v c,x
s
Px
V c,u,x
465
595
1022
1022
541
1028
1076
465
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stagel Stage2 Stage 1 Stage2 Stage 1 Stage2 Stage 1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
541
541
1.00
541
0.98
465
597
1. 00
597
1. 00
Step 2: LT from Major St.
4
1
595
981
1. 00
981
0.99
0.99
465
1096
1. 00
1096
1.00
1. 00
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
probability of Queue free St.
Maj L-Shared Prob Q free St.
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
1022
236
1.00
0.99
233
1.00
1076
219
1.00
0.99
217
1.00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1022
214
1. 00
0.99
0.99
0.99
212
1028
212
1. 00
0.99
0.99
0.97
206
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
I Part 2 - Second Stage
Conflicting Flows
Potential Capacity
I Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
I Part 3 - Single Stage
Conflicting Flows 1022 1076
Potential Capacity 236 219
I Pedestrian Impedance Factor 1.00 1. 00
Cap. Adj. factor due to Impeding mvrnnt 0.99 0.99
Movement Capacity 233 217
I Result for 2 stage process:
a
I y
C t 233 217
Probability of Queue free St. 1. 00 1.00
I Step 4 : LT from Minor St. 7 10
Part 1 - First Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 2 - Second Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
I Movement Capacity
Part 3 - Single Stage
I Conflicting Flows 1022 1028
Potential Capacity 214 212
Pedestrian Impedance Factor 1. 00 1. 00
I Maj. L, Min T Impedance factor 0.99 0.99
Maj. L, Min T Adj. Imp Factor. 0.99 0.99
Cap. Adj. factor due to Impeding mvrnnt 0.99 0.97
Movement Capacity 212 206
I Results for Two-stage process:
a
I y
C t 212 206
I Worksheet 8-Shared Lane Calculations
Movement 7 8 9 10 11 12
I L T R L T R
Volume (vph) 75 0 12 0 0 0
I Movement Capacity (vph) 212 233 541 206 217 597
Shared Lane Capacity (vph) 231
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
7
L
8
T
9
R
10
L
11
T
12
R
Movement
212
75
233
o
541
12
206
o
217
o
597
o
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
n max
C sh
SUM C sep
n
C act
231
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Con fig LTR LTR LTR LTR
v (vph) 0 8 87 0
C(m) (vph) 1096 981 231
vlc 0.00 0.01 0.38
95% queue length 0.00 0.02 1. 66
Control Delay 8.3 8.7 29.7
LOS A A D
Approach Delay 29.7
Approach LOS D
Worksheet 11-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1. 00 0.99
v(il) , Volume for stream 2 or 5 487 465
v(i2) , Volume for stream 3 or 6 108 0
s (il) , Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1. 00 0.99
d(M,LT), Delay for stream 1 or 4 8.3 8.7
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.1
HCS2000: Unsignalized Intersections Release 4.ld
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TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency /Co. : DEA
Date Performed: 2/8/2006
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007 Build (SeasonallyAdjust)
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
1
0.94
1
2
Undivided
583
0.94
620
Westbound
4 5 6
L T R
21 696 0
0.94 0.94 0.94
22 740 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
0 0 1
0.94 0.94 0.94
0 0 1
2 2 2
0
/ No /
0 1 0
LTR
105
0.94
111
o 1
LTR
No
o
Minor Street: Approach
Movement
Volume
Peak Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Percent Grade (%)
Flared Approach:
Lanes
configuration
Northbound
789
L T R
93
0.94
98
2
Exists?/Storage
o
0 18
0.94 0.94
0 19
2 2
0
No
1 0
LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 1 22 117 1
C(m) (vph) 867 873 118 417
v/c 0.00 0.03 0.99 0.00
95% queue length 0.00 0.08 6.56 0.01
Control Delay 9.2 9.2 150.3 13.7
LOS A A F B
Approach Delay 150.3 13.7
Approach LOS F B
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL (TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007 Build (SeasonallyAdjust)
Project 10: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 1 583 105 21 696 0
Peak-Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-15 Minute Volume 0 155 28 6 185 0
Hourly Flow Rate, HFR 1 620 111 22 740 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 93 0 18 0 0 1
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-15 Minute Volume 25 0 5 0 0 0
Hourly Flow Rate, HFR 98 0 19 0 0 1
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage No / No /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Pedestrian Volumes and Adjustments
13 14 15 16
Movements
Flow (ped/hr)
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o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
620
111
1700
1700
1
740
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap
Movement
Calculation
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/100
t(3,lt)
t (c,T):
4.1
1. 00
2
1-stage
2-stage
1-stage
2-stage
0.00
0.00
0.00
4.1
t (c)
4.1
1.00
2
0.00
0.00
0.00
4.1
7.1
1.00
2
0.20
0.00
0.00
0.00
1. 00
7.1
6.5
1. 00
2
0.20
0.00
0.00
0.00
1.00
6.5
6.2
1.00
2
0.10
0.00
0.00
0.00
0.00
6.2
7.1
1.00
2
0.20
0.00
0.00
0.00
1.00
7.1
6.5
1. 00
2
0.20
0.00
0.00
0.00
1.00
6.5
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time Calculations
Movement 1 4
L L
7
L
8
T
9
R
10
L
11
T
12
R
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
3.50
0.90
2
3.5
4.00
0.90
2
4.0
3.30
0.90
2
3.3
3.50
0.90
2
3.5
4.00
0.90
2
4.0
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(ql)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t} V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min}
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
0.000
0.000
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
Proportion
unblocked
for minor
movements, pIx)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p (l)
p(4)
p(7)
p(8)
p(9)
P (10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
740
731
1462
1462
676
1471
1517
740
v e,x
s
Px
V c,u,x
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage 1 Stage2 Stagel Stage2 Stagel Stage2 Stagel
Stage2
V(c,x)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
676
453
1. 00
453
0.96
740
417
1. 00
417
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
731
873
1.00
873
0.97
0.96
740
867
1.00
867
1.00
1.00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
1462
129
1. 00
0.95
123
1.00
1517
119
1.00
0.95
113
1.00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
1462
107
1.00
0.95
0.96
0.96
103
1471
105
1.00
0.95
0.96
0.92
97
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
I Part 2 - Second Stage
Conflicting Flows
I Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
I Part 3 - Single Stage
Conflicting Flows 1462 1517
I Potential Capacity 129 119
Pedestrian Impedance Factor 1.00 1. 00
Cap. Adj. factor due to Impeding mvmnt 0.95 0.95
Movement Capacity 123 113
I Result for 2 stage process:
a
I y
C t 123 113
Probability of Queue free St. 1.00 1. 00
I Step 4 : LT from Minor St. 7 10
Part 1 - First Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
I Movement Capacity
Part 2 - Second Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
I Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
I Conflicting Flows 1462 1471
Potential Capacity 107 105
Pedestrian Impedance Factor 1.00 1.00
I Maj. L, Min T Impedance factor 0.95 0.95
Maj. L, Min T Adj. Imp Factor. 0.96 0.96
Cap. Adj. factor due to Impeding mvmnt 0.96 0.92
Movement Capacity 103 97
I Results for Two-stage process:
a
I y
C t 103 97
I Worksheet 8-Shared Lane Calculations
Movement 7 8 9 10 11 12
I L T R L T R
Volume (vph) 98 0 19 0 0 1
I Movement Capacity (vph) 103 123 453 97 113 417
Shared Lane Capacity (vph) 118 417
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II Worksheet 11-Shared Major LT Impedance and Delay
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement 7 8 9 10 11 12
L T R L T R
C sep 103 123 453 97 113 417
Volume 98 0 19 0 0 1
Delay
Q sep
Q sep +1
round (Qsep +1)
n max
C sh 118 417
SUM C sep
n
C act
Worksheet 10-De1ay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LTR LTR
v (vph) 1 22 117 1
C (m) (vph) 867 873 118 417
vlc 0.00 0.03 0.99 0.00
95% queue length 0.00 0.08 6.56 0.01
Control Delay 9.2 9.2 150.3 13.7
LOS A A F B
Approach Delay 150.3 13.7
Approach LOS F B
Movement 2 Movement 5
p(oj) 1.00 0.97
v(il) , Volume for stream 2 or 5 620 740
v(i2), Volume for stream 3 or 6 111 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1.00 0.96
d(M,LT) , Delay for stream 1 or 4 9.2 9.2
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.4
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2007 Build Condition
with Modifications *
*Note:
1. 2007 Build Condition with Modifications includes seasonal adjustment factors of
30% and 49% for the weekday and weekend Saturday/Sunday, respectively, a
2.0% per year normal traffic growth rate, the expected traffic due to other planned
developments, the traffic generated by the proposed development, and the roadway
modifications recommended in this report.
New Projects\GAlA Holistic Center
File: ReportslTIS.wpd
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2007 Build Condition
with Modifications *
*Note:
1 . 2007 Build Condition with Modifications includes seasonal adjustment factors of
30% and 49% for the weekday and weekend Saturday/Sunday, respectively, a
2.0% per year normal traffic growth rate, the expected traffic due to other planned
developments, the traffic generated by the proposed development, and the roadway
modifications recommended in this report.
New Projects\GAIA Holistic Center
File: Reports\TIS. wpd
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HCS2000: Unsignalized Intersections Release 4.1d
TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007Build (SeasonlAdjust) w/Mods
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 345 60 10 357 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 0 420 73 12 435 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 82 0 19 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 100 0 23 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage / No /
Lanes 0 1 1 0 1 0
Configuration LT R LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LT R LTR
v (vph) 0 12 100 23 0
C(m) (vph) 1125 1071 250 604
v/c 0.00 0.01 0.40 0.04
95% queue length 0.00 0.03 1. 82 0.12
Control Delay 8.2 8.4 28.7 11. 2
LOS A A D B
Approach Delay 25.4
Approach LOS D
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday AM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southo1d,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007Build(Season1Adjust)w/Mods
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 345 60 10 357 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 105 18 3 109 0
Hourly Flow Rate, HFR 0 420 73 12 435 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 82 0 19 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 25 0 6 0 0 0
Hourly Flow Rate, HFR 100 0 23 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage / No /
RT Channelized? No
Lanes 0 1 1 0 1 0
Configuration LT R LTR
Pedestrian Volumes and Adjustments
Movements 13 14 15 16
Flow (ped/hr) 0 0 0 0
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Prog.
Flow
vph
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
420
73
1700
1700
1
435
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Cri tical Gap Calculation
Movement 1 4
L L
t(c,base) 4.1 4.1
t(c,hv) 1. 00 1.00
P(hv) 2 2
t(c,g)
Grade/lOa
t (3,lt) 0.00 0.00
t (c,T): 1-stage 0.00 0.00
2-stage 0.00 0.00
t(c) I-stage 4.1 4.1
2-stage
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base) 2.20 2.20
t(f,HV) 0.90 0.90
P(HV) 2 2
t (f) 2.2 2.2
7 8 9 10 11 12
L T R L T R
7.1 6.5 6.2 7.1 6.5 6.2
1. 00 1. 00 1. 00 1. 00 1. 00 1. 00
2 2 2 2 2 2
0.20 0.20 0.10 0.20 0.20 0.10
0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
1. 00 1.00 0.00 1. 00 1. 00 0.00
7.1 6.5 6.2 7.1 6.5 6.2
7 8 9 10 11 12
L T R L T R
3.50 4.00 3.30 3.50 4.00 3.30
0.90 0.90 0.90 0.90 0.90 0.90
2 2 2 2 2 2
3.5 4.0 3.3 3.5 4.0 3.3
Worksheet 5-Effect of Upstream Signals
Computation 1-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(q1)
g(q2)
g(q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
alpha
beta
Travel time, t(a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
P (1)
P (4)
p(7)
p(8)
P (9)
p(10)
p(l1)
p(12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v e,x
s
Px
V c,u,x
435
493
915
915
456
927
952
435
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage1 Stage2 Stage1 Stage2 Stage1 Stage2 Stage1
Stage2
V(c,x)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(p1at,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
456
604
1.00
604
0.96
435
621
1.00
621
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
493
1071
1.00
1071
0.99
0.98
435
1125
1. 00
1125
1. 00
1.00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
915
273
1. 00
0.98
269
1. 00
952
259
1. 00
0.98
255
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
915
253
1. 00
0.98
0.99
0.99
250
927
249
1. 00
0.98
0.99
0.95
237
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Probability of Queue free St.
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Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
915
273
1.00
0.98
269
952
259
1.00
0.98
255
Result for 2 stage process:
a
y
C t
Probability of Queue free St.
269
1.00
255
1. 00
Step 4: LT from Minor St.
7
10
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
915
253
1. 00
0.98
0.99
0.99
250
927
249
1.00
0.98
0.99
0.95
237
Results for Two-stage process:
a
y
C t
250
237
Worksheet 8-Shared Lane Calculations
Movement
7
L
8 9
T R
10
L
11
T
12
R
Volume (vph)
Movement Capacity (vph)
Shared Lane Capacity (vph)
100
250
250
o 23
269 604
o
237
o
255
o
621
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
L
8
T
9
R
10
L
11
T
12
R
250
100
269
o
604
23
237
o
255
o
621
o
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
n max
C sh
SUM C sep
n
C act
250
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LT R LTR
v (vph) 0 12 100 23 0
C(m) (vph) 1125 1071 250 604
vlc 0.00 0.01 0.40 0.04
95% queue length 0.00 0.03 1. 82 0.12
Control Delay 8.2 8.4 28.7 11.2
LOS A A D B
Approach Delay 25.4
Approach LOS D
Worksheet 11-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1. 00 0.99
v(il) , Volume for stream 2 or 5 420 435
v(i2) , Volume for stream 3 or 6 73 0
s (il) , Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
P*(oj) 1. 00 0.98
d(M,LT), Delay for stream 1 or 4 8.2 8.4
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.1
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HCS2000: Unsignalized Intersections Release 4.ld
TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
units: U. S. Customary
Analysis Year: 2007Build (SeasonlAdjust) w/Mods
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street: Approach Eastbound Westbound
Movement 1 2 3 4 5 6
L T R L T R
Volume 0 400 89 7 382 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 0 487 108 8 465 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street: Approach Northbound Southbound
Movement 7 8 9 10 11 12
L T R L T R
Volume 62 0 10 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Hourly Flow Rate, HFR 75 0 12 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage / No /
Lanes 0 1 1 0 1 0
Configuration LT R LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LT R LTR
v (vph) 0 8 75 12 0
C(m) (vph) 1096 981 212 541
v/c 0.00 0.01 0.35 0.02
95% queue length 0.00 0.02 1. 51 0.07
Control Delay 8.3 8.7 31. 0 11. 8
LOS A A D B
Approach Delay 28.4
Approach LOS D
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Weekday PM Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
units: U. S. Customary
Analysis Year: 2007Bui1d (SeasonlAdjust) w/Mods
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 0 400 89 7 382 0
Peak-Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 0 122 27 2 116 0
Hourly Flow Rate, HFR 0 487 108 8 465 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 62 0 10 0 0 0
Peak Hour Factor, PHF 0.82 0.82 0.82 0.82 0.82 0.82
Peak-15 Minute Volume 19 0 3 0 0 0
Hourly Flow Rate, HFR 75 0 12 0 0 0
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage / No /
RT Channelized? No
Lanes 0 1 1 0 1 0
Configuration LT R LTR
Movements
Pedestrian Volumes and Adjustments
13 14 15 16
Flow (ped/hr)
o
o
o
o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Flow
vph
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared In volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
487
108
1700
1700
1
465
o
1700
1700
1
Worksheet 4-Critical Gap and Follow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
t(c,base)
t(c,hv)
P(hv)
t(c,g)
Grade/100
t (3,lt)
t (c,T):
4.1
1.00
2
0.00
0.00
0.00
4.1
t (c)
I-stage
2-stage
I-stage
2-stage
4.1
1. 00
2
0.00
0.00
0.00
4.1
7
L
7.1
1.00
2
0.20
0.00
0.00
0.00
1.00
7.1
8
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1.00
6.5
9
R
6.2
1.00
2
0.10
0.00
0.00
0.00
0.00
6.2
10
L
7.1
1.00
2
0.20
0.00
0.00
0.00
1. 00
7.1
11
T
6.5
1. 00
2
0.20
0.00
0.00
0.00
1. 00
6.5
12
R
6.2
1. 00
2
0.10
0.00
0.00
0.00
0.00
6.2
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base)
t(f,HV)
P(HV)
t (f)
2.20
0.90
2
2.2
2.20
0.90
2
2.2
7
L
3.50
0.90
2
3.5
8
T
4.00
0.90
2
4.0
9
R
3.30
0.90
2
3.3
10
L
3.50
0.90
2
3.5
11
T
4.00
0.90
2
4.0
12
R
3.30
0.90
2
3.3
Worksheet 5-Effect of Upstream Signals
Computation I-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(ql)
g(q2)
g(q)
Computation 2-Proportion of TWSC Intersection Time blocked
Movement 2 Movement 5
V(t) V(l,prot) V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
p(5)
p(dom)
p(subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
P (1)
P (4)
p(7)
p(8)
P (9)
P (10)
p(11)
P (12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
v c,x
s
Px
V C,ll,X
465
595
1022
1022
541
1028
1076
465
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage1 Stage2 Stage1 Stage2 Stage1 Stage2 Stage1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(p1at,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
541
541
1. 00
541
0.98
465
597
1. 00
597
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
595
981
1.00
981
0.99
0.99
465
1096
1.00
1096
1.00
1.00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
1022
236
1. 00
0.99
233
1. 00
1076
219
1. 00
0.99
217
1.00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
1022
214
1. 00
0.99
0.99
0.99
212
1028
212
1.00
0.99
0.99
0.97
206
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
I Part 2 - Second Stage
Conflicting Flows
Potential Capacity
I Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
I Part 3 - Single Stage
Conflicting Flows 1022 1076
Potential Capacity 236 219
I Pedestrian Impedance Factor 1.00 1. 00
Cap. Adj. factor due to Impeding mvmnt 0.99 0.99
Movement Capacity 233 217
I Result for 2 stage process:
a
I y
C t 233 217
Probability of Queue free St. 1. 00 1. 00
I Step 4 : LT from Minor St. 7 10
Part 1 - First Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
I Movement Capacity
Part 2 - Second Stage
I Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
I Movement Capacity
Part 3 - Single Stage
I Conflicting Flows 1022 1028
Potential Capacity 214 212
Pedestrian Impedance Factor 1. 00 1.00
Maj. L, Min T Impedance factor 0.99 0.99
I Maj. L, Min T Adj. Imp Factor. 0.99 0.99
Cap. Adj. factor due to Impeding mvmnt 0.99 0.97
Movement Capacity 212 206
I Results for Two-stage process:
a
I y
C t 212 206
I Worksheet 8-Shared Lane Calculations
Movement 7 8 9 10 11 12
I L T R L T R
Volume (vph) 75 0 12 0 0 0
Movement Capacity (vph) 212 233 541 206 217 597
I Shared Lane Capacity (vph) 212
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
7
L
8
T
9
R
10
L
11
T
12
R
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
212
75
233
o
541
12
206
o
217
o
597
o
n max
C sh
SUM C sep
n
C act
212
Worksheet 10-Delay, Queue Length, and Level of Service
Movement 1 4 7 8 9 10 11 12
Lane Config LTR LTR LT R LTR
v (vph) 0 8 75 12 0
C(m) (vph) 1096 981 212 541
vlc 0.00 0.01 0.35 0.02
95% queue length 0.00 0.02 1. 51 0.07
Control Delay 8.3 8.7 31.0 11.8
LOS A A D B
Approach Delay 28.4
Approach LOS D
Worksheet II-Shared Major LT Impedance and Delay
Movement 2 Movement 5
p(oj) 1. 00 0.99
v (il), Volume for stream 2 or 5 487 465
v (i2), Volume for stream 3 or 6 108 0
s (il), Saturation flow rate for stream 2 or 5 1700 1700
s (i2) , Saturation flow rate for stream 3 or 6 1700 1700
p* (oj) 1. 00 0.99
d(M,LT), Delay for stream 1 or 4 8.3 8.7
N, Number of major street through lanes 1 1
d(rank,l) Delay for stream 2 or 5 0.0 0.1
HCS2000: Unsignalized Intersections Release 4.ld
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TWO-WAY STOP CONTROL SUMMARY
Analyst: AY
Agency/Co.: DEA
Date Performed: 2/8/2006
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007Build (SeasonlAdjust) w/Mods
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Major Street:
Vehicle
Approach
Movement 1
L
Volumes and Adjustments
Eastbound
2 3
T R
Volume
Peak-Hour Factor, PHF
Hourly Flow Rate, HFR
Percent Heavy Vehicles
Median Type/Storage
RT Channelized?
Lanes
Configuration
Upstream Signal?
1 583
0.94 0.94
1 620
2
Undivided
Westbound
4 5 6
L T R
21 696 0
0.94 0.94 0.94
22 740 0
2
/
0 1 0
LTR
No
Southbound
10 11 12
L T R
105
0.94
111
010
LTR
No
Minor Street: Approach
Movement
Northbound
789
L T R
Volume 93 0 18 0 0 1
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Hourly Flow Rate, HFR 98 0 19 0 0 1
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage / No /
Lanes 0 1 1 0 1 0
Configuration LT R LTR
Delay, Queue Length, and Level of Service
Approach EB WB Northbound Southbound
Movement 1 4 7 8 9 10 11 12
Lane Con fig LTR LTR LT R LTR
v (vph) 1 22 98 19 1
C(m) (vph) 867 873 103 453 417
v/c 0.00 0.03 0.95 0.04 0.00
95% queue length 0.00 0.08 5.76 0.13 0.01
Control Delay 9.2 9.2 151. 8 13.3 13.7
LOS A A F B B
Approach Delay 129.3 13.7
Approach LOS F B
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HCS2000: Unsignalized Intersections Release 4.1d
Alana Yue
Dunn Engineering Associates, P.C.
66 Main Street
Westhampton Beach, NY 11978
Phone: 631-288-2480
E-Mail: ayue@dunn-pc.com
Fax: 631-288-2544
TWO-WAY STOP CONTROL(TWSC) ANALYSIS
Analyst: AY
Agency /Co. : DEA
Date Performed: 2/8/2006
Analysis Time Period: Sunday Midday Peak Hour
Intersection: Main Road & Shipyard Lane
Jurisdiction: Town of Southold,SuffolkCounty
Units: U. S. Customary
Analysis Year: 2007Build (SeasonlAdjust) w/Mods
Project ID: Gaia Holistic Circle Center 24088.00
East/West Street: Main Road (NYS Route 25)
North/South Street: Shipyard Lane
Intersection Orientation: EW Study period (hrs):
0.25
Vehicle Volumes and Adjustments
Major Street Movements 1 2 3 4 5 6
L T R L T R
Volume 1 583 105 21 696 0
Peak-Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-15 Minute Volume 0 155 28 6 185 0
Hourly Flow Rate, HFR 1 620 111 22 740 0
Percent Heavy Vehicles 2 2
Median Type/Storage Undivided /
RT Channelized?
Lanes 0 1 0 0 1 0
Configuration LTR LTR
Upstream Signal? No No
Minor Street Movements 7 8 9 10 11 12
L T R L T R
Volume 93 0 18 0 0 1
Peak Hour Factor, PHF 0.94 0.94 0.94 0.94 0.94 0.94
Peak-15 Minute Volume 25 0 5 0 0 0
Hourly Flow Rate, HFR 98 0 19 0 0 1
Percent Heavy Vehicles 2 2 2 2 2 2
Percent Grade (%) 0 0
Flared Approach: Exists?/Storage / No /
RT Channelized? No
Lanes 0 1 1 0 1 0
Configuration LT R LTR
Movements
pedestrian Volumes and Adjustments
13 14 15 16
Flow (ped/hr)
o
o
o
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Lane Width (ft)
Walking Speed (ft/sec)
Percent Blockage
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
12.0
4.0
o
Prog.
Flow
vph
Upstream Signal Data
Sat Arrival Green Cycle
Flow Type Time Length
vph sec sec
Prog.
Speed
mph
Distance
to Signal
feet
S2 Left-Turn
Through
S5 Left-Turn
Through
Worksheet 3-Data for Computing Effect of Delay to Major Street Vehicles
Movement 2
Movement 5
Shared In volume, major th vehicles:
Shared 1n volume, major rt vehicles:
Sat flow rate, major th vehicles:
Sat flow rate, major rt vehicles:
Number of major street through lanes:
620
111
1700
1700
1
740
o
1700
1700
1
Worksheet 4-Critica1 Gap and Follow-up Time Calculation
Critical Gap Calculation
Movement 1 4
L L
t(c,base) 4.1 4.1
t (c,hv) 1. 00 1.00
P(hv) 2 2
t(c,g)
Grade/lOO
t(3,lt) 0.00 0.00
t (c,T): I-stage 0.00 0.00
2-stage 0.00 0.00
t (c) 1-stage 4.1 4.1
2-stage
Follow-Up Time Calculations
Movement 1 4
L L
t(f,base) 2.20 2.20
t(f,HV) 0.90 0.90
P(HV) 2 2
t (f) 2.2 2.2
7 8 9 10 11 12
L T R L T R
7.1 6.5 6.2 7.1 6.5 6.2
1. 00 1.00 1. 00 1.00 1. 00 1. 00
2 2 2 2 2 2
0.20 0.20 0.10 0.20 0.20 0.10
0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
0.00 0.00 0.00 0.00 0.00 0.00
1. 00 1. 00 0.00 1. 00 1.00 0.00
7.1 6.5 6.2 7.1 6.5 6.2
7 8 9 10 11 12
L T R L T R
3.50 4.00 3.30 3.50 4.00 3.30
0.90 0.90 0.90 0.90 0.90 0.90
2 2 2 2 2 2
3.5 4.0 3.3 3.5 4.0 3.3
Worksheet 5-Effect of Upstream Signals
Computation I-Queue Clearance Time at Upstream Signal
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
V prog
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Total Saturation Flow Rate, s (vph)
Arrival Type
Effective Green, g (see)
Cycle Length, C (see)
Rp (from Exhibit 16-11)
Proportion vehicles arriving on green P
g(q1)
g(q2)
g (q)
Computation 2-Proportion of TWSC
Intersection Time blocked
Movement 2
V(t) V(l,prot)
Movement 5
V(t) V(l,prot)
alpha
beta
Travel time, t (a) (see)
Smoothing Factor, F
Proportion of conflicting flow, f
Max platooned flow, V(c,max)
Min platooned flow, V(c,min)
Duration of blocked period, t(p)
Proportion time blocked, p
0.000
0.000
Computation 3-Platoon Event Periods
Result
p(2)
P (5)
p(dom)
p (subo)
Constrained or unconstrained?
0.000
0.000
Proportion
unblocked
for minor
movements, p(x)
(1)
Single-stage
Process
(2)
Two-Stage
Stage I
(3)
Process
Stage II
p(l)
P (4)
p(7)
p(8)
P (9)
P (10)
p(11)
P (12)
Computation 4 and 5
Single-Stage Process
Movement
1
L
4
L
7
L
8
T
9
R
10
L
11
T
12
R
740
731
1462
1462
676
1471
1517
740
v c,x
s
Px
V c,u,x
C r,x
C plat,x
Two-Stage Process
7
8
10
11
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Stage 1 Stage2 Stage 1 Stage2 Stage1 Stage2 Stage1
Stage2
V(c,X)
s
P(x)
V(c,u,x)
1500
1500
1500
1500
C(r,x)
C(plat,x)
Worksheet 6-Impedance and Capacity Equations
Step 1: RT from Minor St.
9
12
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
676
453
1.00
453
0.96
740
417
1. 00
417
1. 00
Step 2: LT from Major St.
4
1
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Movement Capacity
Probability of Queue free St.
Maj L-Shared Prob Q free St.
731
873
1. 00
873
0.97
0.96
740
867
1. 00
867
1. 00
1. 00
Step 3: TH from Minor St.
8
11
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
1462
129
1. 00
0.95
123
1. 00
1517
119
1. 00
0.95
113
1. 00
Step 4: LT from Minor St.
7
10
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
1462
107
1. 00
0.95
0.96
0.96
103
1471
105
1. 00
0.95
0.96
0.92
97
Worksheet 7-Computation of the Effect of Two-stage Gap Acceptance
Step 3: TH from Minor St.
8
11
Part 1 ~ First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvrnnt
Movement Capacity
Probability of Queue free St.
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Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1462
129
1.00
0.95
123
1517
119
1. 00
0.95
113
Result for 2 stage process:
a
y
C t
Probability of Queue free St.
123
1. 00
113
1. 00
Step 4: LT from Minor St.
7
10
Part 1 - First Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 2 - Second Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
Part 3 - Single Stage
Conflicting Flows
Potential Capacity
Pedestrian Impedance Factor
Maj. L, Min T Impedance factor
Maj. L, Min T Adj. Imp Factor.
Cap. Adj. factor due to Impeding mvmnt
Movement Capacity
1462
107
1. 00
0.95
0.96
0.96
103
1471
105
1. 00
0.95
0.96
0.92
97
Results for Two-stage process:
a
y
C t
103
97
Worksheet 8-Shared Lane Calculations
Movement
7
L
8 9
T R
10
L
11
T
12
R
Volume (vph)
Movement Capacity (vph)
Shared Lane Capacity (vph)
98
103
103
o 19
123 453
o
97
o
113
417
1
417
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Worksheet 9-Computation of Effect of Flared Minor Street Approaches
Movement
12
R
7
L
8
T
9
R
10
L
11
T
C sep
Volume
Delay
Q sep
Q sep +1
round (Qsep +1)
103
98
123
o
453
19
97
o
113
o
417
1
n max
C sh
SUM C sep
n
C act
103
417
Worksheet 10-Delay, Queue Length, and Level of Service
Movement
Lane Config
12
v (vph)
C (m) (vph)
vlc
95% queue length
Control Delay
LOS
Approach Delay
Approach LOS
1
LTR
4
LTR
7
LT
8
9
R
10
11
LTR
1
867
0.00
0.00
9.2
A
22
873
0.03
0.08
9.2
A
98
103
0.95
5.76
151. 8
F
19
453
0.04
0.13
13.3
B
1
417
0.00
0.01
13.7
B
13.7
B
129.3
F
Worksheet II-Shared Major LT Impedance and Delay
Movement 2
Movement 5
p(oj)
v(il) ,
v(i2) ,
s (i1) ,
s (i2) ,
P*(oj)
d(M,LT), Delay for stream 1 or 4
N, Number of major street through
d(rank,l) Delay for stream 2 or 5
Volume for
Volume for
Saturation
Saturation
stream 2 or 5
stream 3 or 6
flow rate for
flow rate for
1.00
620
111
1700
1700
1. 00
9.2
1
0.0
0.97
740
o
1700
1700
0.96
9.2
1
0.4
stream 2 or 5
stream 3 or 6
lanes
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Traffic Volume
Counts
New Projects\GAIA Holistic Center
File, TlS.wpd
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New Projects\GAIA Holistic Center
File: TIS. wpd
Main Road
(NYS Route 25)
at
Shipyard Lane
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Site Code : 24088
IN-S Street: Shipyard Lane
E-W Street: Main Road (NYS Route 2S)
DAY OF WK : Tuesday
ITime
Begin
7:00 AM
7:15
7:30
7:45
IHR TOTAL
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8:00 AM
8:15
8:30
8:45
rR TOTAL
lAY
TOTAL
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,
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DIRECTION
FROM
North
East
South
West
North
East
South
West
From North
RT THRU LT
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
o
DUNN ENGINEERING ASSOCIAtES
Movements by: primary
From East
RT THRU LT
o
o
o
o
o
o
o
o
o
o
o
50
54
78
48
230
61
63
63
63
250
480
o
o
2
1
3
1
o
o
3
4
7
From South
RT THRU LT
4
1
3
2
10
2
2
o
2
6
16
PEAK PERIOD ANALYSIS FOR THE PERIOD: 7: 00 AM -
START
PEAK HOUR
12:00 AM
7: 30 AM
7: 00 AM
7: 15 AM
7: 30 AM
PEAK HR
FACTOR
0.00
0.79
0.60
0.82
0.00
0.79
0.60
0.80
........ VOLUMES ........
Right Thru Left Total
o
o
10
6
o
250
o
257
o
4
21
o
Entire Intersection
o
o
9
9
o
250
o
247
22
o
o
254
31
263
o
o
254
31
256
o
o
o
o
o
o
o
o
o
o
o
9: 00 AM
3
2
10
6
21
4
2
2
5
13
34
From West
RT THRU LT
o
1
3
1
5
1
4
4
1
10
59
40
59
44
202
4
15
447
.... PERCENTS ...
Right Thru Left
PHF -=- 0.<62
o
o
32
2
o
o
29
4
o
98
o
98
o
2
68
o
o
98
o
96
o
2
71
o
47
50
69
79
245
PAGE: 1
FILE: 25shipya
DATE: 11/09/04
Vehicle
Total
o
o
o
o
104
108
165
137
514
o
o
o
o
o
o
128
Ul
128
U8
485
o
999
I
S1te Code : 24088
N-S Street: Shipyard Lane
IE-W Street: Main Road (NYS Route 25)
DAY OF WI{ : Tuesday
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DUNN ENGINEERING ASSOCIATES
PAGE: 1
FILE: 25shipya
Movements by: primary
DATE: 11/09/04
Total Turning Volumes for the Period: 7:30 AM - 8:30 AM
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o
o
L O~
Main Road (NYS Route 25)
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I
247
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I
I
I
o
l
256
9
J
Shipyard Lane
o
N
W+E
S
Shipyard Lane
I
o
254
250
L
4
I
31
iiIiilI::::!::i:iiIIi!i::iIi:i:i
~@ftffftftttttfttf!~
Main Road
(NYS Route 25)
I
22
o
9
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Site Code
24088
N-S Street: Shipyard Lane
t-w Street: Main Road (NYS Route 25)
AY OF WK : Monday
DUNN ENGINEERING ASSOCIATES
Movements by: Primary
PAGE: 1
FILE: 25shipyp
----------------------------------------------------------------------------------------------------------------------------------
DATE: 11/08/04
.ime
.Begin
14:00 PM
4:15
4:30
4:45
tR TOTAL
5: 00 PM
I::~~
5:45
r TOTAL
From North
RT
THRU LT
o
o
o
o
o
o
o
o
o
o
From East
RT THRU
o 67
o '0
o 101
o 63
o 271
o
o
o
o
o
6'
'5
78
35
222
LT
2
2
o
o
.
o
o
1
1
2
From South
RT
2
o
o
2
.
1
o
o
o
1
THRU LT
o
o
o
o
o
o
o
o
o
o
o
~
3
5
12
1
2
1
1
5
From West
RT
THRU
58
63
73
68
262
LT
Vehicle
Total
o
o
o
o
o
o
o
o
2
2
.
6
"
3
8
2
3
16
7'
68
52
39
233
o
o
o
o
131
111
181
14'
567
o
o
o
o
o
o
o
"3
123
13.
79
.79
o
o
o
o
o
o
o
o
o
lAY
TOTAL
----------------------------------------------------------------------------------------------------------------------------------
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1
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DIRECTION
FROM
North
East
South
Nest
North
East
South
West
o
o
o
o
o
o
'93
6
PEAK PERIOD ANALYSIS FOR THE PERIOD: 4:00 PM -
5
START
PEAK HOUR
12:00 AM
4:00 PM
4:00 PM
4:30 PM
4:30 PM
PEAK HR
FACTOR
0.00
0.68
0.57
0.99
0.00
0.68
0.50
0.99
........ VOLUMES ........
Right Thru Left
o
o
.
21
o
271
o
283
o
.
12
o
Entire Intersection
o
o
3
21
o
273
o
283
o
o
11
o
Total
o
275
16
30.
o
273
14
30.
pH F -=-0. gz
o
6: 00 PM
17
30
..5
..._ PERCENTS ...
Right Thru Left
o
o
25
7
o
o
21
7
o
99
o
93
o
1
75
o
o
\100
o
93
o
o
79
o
o
1046
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Site Code 24088
1-8 Street: Shipyard Lane
-W Street: Main Road (NYS Route 25)
AY OF WK : Monday
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DUNN ENGINEERING ASSOCIATES
PAGE: 1
FILE: 25shipyp
Movements by: primary
DATE: 11/08/04
Total Turning Volumes for the Period: 4:30 PM ~ 5:30 PM
I
I
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I
o
L
Main Road (NYS Route 25)
I
I
I
283
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I
I
I
I
I
I
I
o
l
304
21
J
o
o~
o
N
W+E
S
Shipyard
I
o
273
273
L
o
I
14
...................................
...................................
...................................
.........................................................'.
. ...................
" . ......................................
. .. ...................
. ...................
. ...................
.. ...................
...................................
......................................................................
...................................
...................................
...................................
...................................
...................................
......................................................................
Main Road (NYS Route 25)
I
11
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3
Shipyard Lane
I
Site Code : 24088
N-S Street: Shipyard Lane
I-w Street: Main Road (NYS Route 25)
AY OF WK : sunday
lime
egin
I:,~~
11:30
t' :TAL
12:00 PM
I::::
12:45
rR TOTAL
1: 00 PM
1:15
I:::~
HR TOTAL
1,,00 PM
2:15
AM
From North
RT
THRU LT
DUNN ENGINEERING ASSOCIATES
o
o
o
o
o
o
,
o
o
,
o
o
o
o
o
o
o
Movements by: Primary
From East
RT
o 72
o 73
o 101
1 7B
1 324
o
o
o
o
o 347
o B7
o 106
o 118
o 70
o 381
o
4
THRU
73
62
B9
123
73
71
LT
3
4
2
1
10
1
3
1
3
8
1
o
4
o
5
2
4
From South
RT
3
3
1
2
9
1
o
o
2
3
2
2
o
1
5
o
o
THRU LT
o
1
o
o
1
10
4
5
20
From West
RT
THRU
LT
PAGE: 1
FILE: 25shipye
DATE: 11/07/04
Vehicle
Total
o
1
o
o
191
lBl
187
160
719
o
o
o
o
o
1
o
o
1
o
o
o
o
7
2
5
5
19
2 110
3 B5
4 75
6 67
15 337
7
3
B'
93
BO
90
1
o
o
o
o
171
165
lBO
226
742
o
1
o
o
o
o
o
3
4
4
B
19
4
3
17 345
4 90
S 100
3 82
7 B2
22 354
6
97
B7
o
1
o
o
o
188
221
211
168
788
o
o
1
o
o
o
o
o
o
o
o
3
.
.
1
o
o
lBl
17'
1
o
2:30 0 0 0 2 177 0 2 0 4 3 95 0 283
1---------------------------------------------------------------------------------------------------------------------------------
lAY
TOTAL
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I
DIRECTION
FROM
North
East
South
West
North
East
South
West
o
1
o
o
o
o
o
o
1
o
o
o
o
o
2
1
PEAK PERIOD ANALYSIS FOR THE PERIOD: 11:00 AM - 2:45 PM
START
PEAK HOUR
11:45 AM
12:45 PM
11:15 AM
1: 15 PM
12:45 PM
,
PEAK HR
FACTOR
0.38
0.88
0.61
0.89
0.25
0.88
0.79
0.88
7
1373
29
19
........ VOLUMES ........
Right Thru Left Total
1
o
7
,.
o
434
1
361
,
B
26
o
Entire Intersection
1
o
6
lB
o
434
o
36'
o
B
16
1
3
44'
34
3B5
1
442
22
3Bl
1
69
P-!tF~-O. qt
67
1315
.... PERCENTS ...
Right Thru Left
33
o
21
6
o
9B
3
'4
67
2
76
o
\100 0
o 98
o
,
73
o
27
5
o
95
2
2887
IIsite Code , 24088
N-S Street: Shipyard Lane
I-w Street: Main Road (NYS Route 25)
AY OF WK : Sunday
I
DUNN ENGINEERING ASSOCIATES
PAGE: 1
FILE: 25shipys
Movements by: primary
DATE: 11/07/04
Total Turning Volumes for the Period: 12:45 PM - 1:45 PM
I
I
I
I
I
1
o
L 1~
(NYS Route 25)
I
I
I
362
I
I
I
I
I
I
I
I
1
l
381
18
J
Shipyard Lane
o
N
W+E
S
Shipyard Lane
I
o
442
434
L
8
Main Road
~~","0'~:~;@lm,1
. .. ...................
. ...................
. ...................
......................................................"
...................................
...................................
...................................
...................................
......................................................................
...................................
...................................
...................................
(NYS Route 25)
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16
o
6
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I
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New Projects\GAlA Holistic Center
File: TIS.wpd
Main Road
(NYS Route 25)
in vicinity of
Shipyard Lane
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24 0.70 NASSAU CO LINE RT110 98 15208
3.80 RT 495 CR 94A 99 10027
0.46 CR 94A CR 104 TRAFFIC CIRCLE 98 13648
1.24 CR 104 TRAFFIC CIRCLE CR 105 CROSS RIVER RD 99 14120
4.98 PLEASURE DR ACC RT 27 99 16641
0.24 ACC RT 27 MONTAUK HWY END 24 98 14795
25 2.35 NASSAU CO LINE WEST GATE DR RT110 00 34409
1.45 DEPOT RD ! PIGEON HILL RD CR 35 PARK AVE 94 33530
1.79 CR 35 PARK AVE CR 10 ELWOOD RD 96 22763
1.12 CR 10 ELWOOD RD LARKFIELD RD 01 23138
0.90 LARKFIELD RD CR 4 COMMACK RD 94 36338
0.48 RT 454 VETS MEM HGWY ACC SUNKEN MEADOW PKWY 94 28395
2.55 ACC SUNKEN MEADOW PKWY OLD WILLETS PATH 00 28546
1.37 OLD WILLETS PATH START 25A OLAP 99 31571
0.55 START 25A OLAP RR OVERPASS 00 42224
1.91 RT 111 END 25A OLAP lAKE AVENUE 99 32096
0.87 LAKE AVENUE RT 347 99 24688
0.88 RT 347 HALLOCK RD 01 27872
0.79 HALLOCK RD HAWKINS AVElSTONYBRooK RD 01 37031
2.33 CR 97 NICOLLS RD CR 83 N OCEAN AVE
1.01 CR 83 N OCEAN AVE RT 112 CORAM
0.31 RT 112 CORAM MT SINAI-GORAM RD
3.07 MT SINAI-CORAM RD CR 21 MIDDLE ISlAND RD ROCKY
WADING'RIVER RD ~.iJ~~~$~~;I
2.84 CR 46 W FLOYD PKWY
2.50 WADING RIVER RD RT 25A
2.20 RT 25A EDWARDS AVE
1.00 EDWARDS AVE CR 58 OLD COUNTRY RD
1.68 RT 49511 E MILL RD 01
1.20 MILL RD CR 94A RIVERHEAD 01
0.40 CR 94A RIVERHEAD CR 63 ROANOKE AVE 01
1.70 CR 63 ROANOKE AVE CR 58 OLD COUNTRY RD 98
3.30 CR 105 CROSS RIVER DR SOUTH JAMESPORT AVE! MANOR 01
3.80 SOUTH JAMESPORT AVE! MANOR SOUND AVE MAIN RD MATTITUCK 01
2.90 SOUND AVE MAIN RD MATTITUCK N SUFFOLK AVE CUTCHOGUE 01
4.40 N SUFFOLK AVE CUTCHOGUE TUCKER LA SOUTHOLD 00
00 T;\\l~, '-'~,,'
1.14 RT114 CR48 7695
5.58 CR48 NARROW RIVER RD 01 7453
2.67 NARROW RIVER RD ORIENT PT END 25 01 2808
.. .'lI;~"~' ...~
RT108 14686
LAWRENCE HILL RD RT 110 HUNTINGTON 20334
RT 110 HUNTINGTON PARK AVENUE 23100
PARK AVENUE GREEN LAWN RD 19773
<"'~'.!I!l_W~~" .. ,'-'<,'I~I,Rr$!:j,i}:k'N:m ,_I
,;f&1!ljj{!h~ . ~' .. .... j',~';':l1Il,
CR 86 CENTERPORT RD !lITTLE VERNON VALLEY RD WATERSIDE R 20932
VERNON VALLEY RD WATERSIDE R CR 4 BREAD & CHEESE HOLLOW R 11978
CR 4 BREAD & CHEESE HOLLOW R ACC SUNKEN MEADOW PKWY 15670
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New Projects\GAIA Holistic Center
File: TIS. wpd
Shipyard Lane
South of Main Road
(NYS Route 25)
111/22/04
13:31:10
1
Page:
66 Main Street
Westhampton Beach 11978
(516) 288-2480
*** Basic Count Print (#302) ***
1*******************************************************************************
Site ID : SHPYD 1SB2NB - Data Starts: 12:15 on 11/02/0
Info 1 : Data Ends : 11:45 on 11/14/0
I Info 2 : Adj. Factor: 1.000%
*******************************************************************************
Lane #1 Info :
ILane Mode : Directional Sensor Used : Axle
*******************************************************************************
1*************************** Lane 1 Basic Count
Date Time :00 :15 :30 :45 Total
t1/02/04
12:00
13 :00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
1
1
1
EilY Total :
Total :
M Total :
Peak AM Hour:
reak PM Hour:
I
1
1
1
1
I
1
6 3
3 7 3
5 8 6
3 2 6
9 5 1
7 9 4
5 2 5
5 2 0
1 3 5
6 1 0
4 1 1
2 3 0
180
0 ( 0.0%)
180 (100.0%)
16:45= 28 ( 15.6%)
9
6
1
6
8
6
2
4
1
2
2
o
Print **************************
18
19
20
17
23
26
14
11
10
9
8
5
Average Period:
Average Hour
3.8
15.0
Peak AM Factor:
Peak PM Factor: 0.778
111/22/04
13:31:10
66 Main Street
Westhampton Beach 11978
(516) 288-2480
Page:
1
.
*************************** Lane 1 Basic Count Print **************************
1 Date
Time
:00
:15
:30
:45 Total
111/03/04 00:00 0 1 0 0 1
01:00 0 0 0 0 0
02:00 0 0 0 0 0
03:00 0 0 0 0 0
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 1 0 0 1
I 07:00 0 0 1 2 3
08:00 2 3 3 3 11
09:00 2 4 2 6 14
10:00 1 2 2 2 7
1 11:00 2 3 4 2 11
12:00 9 1 4 4 18
13:00 3 4 7 4 18
I 14:00 6 10 3 9 28
15:00 3 5 5 3 16
16:00 4 4 3 4 15
I 17:00 3 4 8 6 21
18:00 2 4 6 2 14
19:00 1 5 4 2 12
20:00 2 0 3 5 10
1 21:00 0 2 4 0 6
22:00 3 2 3 3 11
23:00 2 0 0 0 2
~ilY Total : 219 Average period: 2.3
Total : 48 ( 21.9%) Average Hour 9.1
PM Total 171 ( 78.l%)
teak AM Hour: 09:00= 14 ( 6.4%) Peak AM Factor: 0.583
eak PM Hour: 14:00= 28 ( 12.8%) Peak PM Factor: 0.700
I
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1
I
I
I
I
111/22/04
13:31:10
Page:
66 Main Street
Westhampton Beach 11978
(516) 288-2480
1
1
***************************
Lane 1 Basic Count Print
**************************
Time
:15
:30 :45 Total
:00
Date
111/04/04 00:00 0 0 0 0
01:00 0 0 0 0
02:00 0 0 0 0
03:00 0 0 0 0
1 04:00 0 0 0 0
05:00 0 0 0 0
06:00 0 0 0 0
1 07:00 0 0 3 1
08:00 3 3 2 5
09:00 5 1 7 2
10:00 4 5 4 3
1 11:00 3 12 2 1
12:00 5 4 9 1
13 :00 6 2 5 3
1 14:00 3 2 6 7
15:00 4 2 2 4
16:00 6 7 5 3
1 17:00 9 0 7 3
18:00 7 4 3 2
19:00 4 1 4 3
20:00 4 1 3 2
1 21:00 1 1 2 0
22:00 2 2 3 2
23:00 4 0 2 0
~ilY Total : 228
Total : 66 ( 28.9%)
PM Total 162 ( 71.1%)
leak AM Hour: 10:30= 22 ( 9.6%)
eak PM Hour: 16:15= 24 ( 10.5%)
1
1
1
1
1
I
I
o
o
o
o
o
o
o
4
13
15
16
18
19
16
18
12
21
19
16
12
10
4
9
6
Average period: 2.4
Average Hour 9.5
Peak AM Factor: 0.458
Peak PM Factor: 0.667
111/22/04
13:31:10
Page:
1
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
111/05/04 00:00 1 0 1 0 2
01:00 0 0 0 0 0
02:00 0 0 0 0 0
03:00 1 0 0 0 1
1 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 1 1
1 07:00 1 0 0 2 3
08:00 2 5 1 5 13
09:00 5 1 3 2 11
10:00 5 1 9 4 19
1 11:00 3 4 6 7 20
12:00 3 6 6 5 20
13 :00 0 1 3 5 9
1 14:00 4 3 3 2 12
15:00 3 2 5 3 13
16:00 2 9 1 4 16
1 17:00 5 0 6 4 15
18:00 3 4 3 3 13
19:00 6 6 5 4 21
20:00 4 1 4 2 11
1 21:00 1 0 4 2 7
22:00 4 5 4 2 15
23:00 0 0 0 0 0
l:ilY Total : 222 Average period: 2.3
Total : 70 31.5%) Average Hour 9.3
PM Total 152 68.5%)
leak AM Hour: 10:30= 20 ( 9.0%) Peak AM Factor: 0.556
eak PM Hour: 19:00= 21 ( 9.5%) Peak PM Factor: 0.875
1
1
1
I
1
1
1
111/22/04
13:31:10
I
I
***************************
Date
---------------------------------------------
:30 :45 Total
Time
:00
:15
66 Main Street
Westhampton Beach 11978
(516) 288-2480
Lane 1 Basic Count Print
Page:
**************************
111/06/04 00:00 3 1 0 0 4
01:00 0 0 0 2 2
02:00 1 0 0 0 1
03:00 0 0 0 0 0
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
I 07:00 0 0 0 0 0
08:00 1 2 0 1 4
09:00 4 5 3 2 14
10:00 3 6 1 8 18
I 11:00 6 8 6 3 23
12:00 8 6 8 3 25
13:00 7 5 9 3 24
I 14:00 5 3 4 5 17
15:00 5 5 6 8 24
16:00 2 6 4 9 21
I 17:00 5 5 7 4 21
18:00 7 2 2 2 13
19:00 6 2 4 1 13
20:00 1 3 1 1 6
I 21:00 1 2 6 3 12
22:00 4 3 6 3 16
23:00 2 5 0 2 9
~ilY Total : 267 Average period: 2.8
Total : 66 ( 24.7%) Average Hour 11.1
PM Total 201 ( 75.3%)
leak AM Hour: 10:45= 28 ( 10.5%) Peak AM Factor: 0.875
eak PM Hour: 16:45= 26 ( 9.7%) Peak PM Factor: 0.722
I
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I
I
I
I
111/22/04
13:31:10
Page:
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
1 Date Time :00 :15 :30 :45 Total
---------------------------------------------
(1/07/04 00:00 1 0 2 0 3
01:00 0 0 1 0 1
02:00 0 0 0 3 3
03:00 1 0 0 0 1
1 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
1 07:00 0 0 0 2 2
08:00 3 5 4 0 12
09:00 1 0 5 8 14
10:00 2 2 4 7 15
1 11:00 3 4 3 7 17
12:00 6 9 8 7 30
13 :00 8 5 5 9 27
1 14:00 5 8 9 5 27
15:00 10 3 5 5 23
16:00 9 15 5 7 36
17:00 5 12 6 9 32
1 18:00 2 3 5 3 13
19:00 0 3 4 0 7
20:00 0 2 7 3 12
1 21:00 3 4 4 2 13
22:00 0 0 0 2 2
23:00 1 1 0 1 3
~ilY Total : 293 Average Period: 3.0
Total : 68 23.2%) Average Hour 12.2
PM Total 225 76.8%)
leak AM Hour: 10:30= 18 ( 6.1%) Peak AM Factor: 0.643 .
eak PM Hour: 16:00= 36 ( 12.3%) Peak PM Factor: 0.600
I
1
1
1
1
1
1
111/22/04
13:31:10
Page:
1
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
Date
Time
:00
:15
: 30 : 45 Total
11/08/04 00:00 2 0 0 0 2
1 01:00 0 1 1 0 2
02:00 0 0 0 0 0
03:00 0 0 0 0 0
1 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
1 07:00 2 0 1 2 5
08:00 0 5 2 5 12
09:00 2 4 4 4 14
10:00 1 6 1 4 12
1 11:00 4 2 3 4 13
12:00 5 3 1 3 12
13: 00 6 6 1 4 17
1 14:00 5 5 3 4 17
15:00 4 7 2 2 15
16:00 8 7 6 4 25
17:00 4 3 7 2 16
1 18:00 9 2 5 3 19
19:00 4 3 3 4 14
20:00 0 4 3 3 10
1 21:00 1 2 2 2 7
22:00 0 1 0 3 4
23:00 0 0 0 2 2
~ilY Total : 218 Average period: 2.2
Total : 60 27.5%) Average Hour 9.1
PM Total 158 72 .5%)
leak AM Hour: 08:45; 15 ( 6.9%) Peak AM Factor: 0.750
eak PM Hour: 16:00; 25 ( 11.5%) Peak PM Factor: 0.781
1
1
1
I
1
1
1
111/22/04
';:3:31:10
Page:
I
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
I Date
Time
:00
:15
:30
:45 Total
---------------------------------------------
[1/09/04 00:00 4 1 1 0 6
01:00 0 0 0 0 0
02:00 0 0 0 0 0
03:00 0 0 0 0 0
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
I 07:00 0 0 2 0 2
08:00 2 5 2 4 13
09:00 2 4 6 0 12
10:00 3 2 4 4 13
I 11:00 1 3 4 4 12
12:00 1 5 4 6 16
13: 00 3 1 5 6 15
I 14:00 1 6 4 5 16
15:00 4 4 5 5 18
16:00 8 6 2 5 21
I 17:00 6 3 7 3 19
18:00 10 2 3 2 17
19:00 4 2 8 1 15
20:00 3 2 2 3 10
I 21:00 3 0 5 1 9
22:00 2 3 1 0 6
23:00 1 0 1 0 2
~ilY Total : 222 Average Period: 2.3
Total : 58 26.1%) Average Hour 9.3
PM Total 164 73.9%)
leak AM Hour: 08:45; 16 ( 7.2%) Peak AM Factor: 0.667
.eak PM Hour: 15:30; 24 ( 10.8%) Peak PM Factor: 0.750
I
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I
I
111/22/04
13:31:10
Page:
66 Main Street
Westhampton Beach 11978
(516) 288-2480
I
***************************
Lane 1 Basic Count Print
**************************
I Date
:00
:15
:30
:45 Total
Time
---------------------------------------------
[1/10/04 00:00 0 2 0 0
01:00 3 0 0 0
02:00 0 0 0 0
03:00 0 0 0 0
I 04:00 0 0 0 0
05:00 0 0 0 0
06:00 0 0 0 0
I 07:00 0 1 0 0
08:00 3 7 5 1
09:00 5 5 5 3
10:00 3 0 2 1
I 11:00 1 4 4 2
12:00 3 6 6 8
13: 00 4 6 5 6
I 14:00 4 0 3 3
15:00 2 3 1 3
16:00 9 9 5 5
17:00 1 8 10 9
I 18:00 3 4 4 3
19:00 5 4 2 3
20:00 5 6 1 2
1 21:00 0 2 4 5
22:00 3 2 1 5
23:00 3 1 0 0
~ilY Total : 244
Total : 57 23.4%)
PM Total 187 76.6%)
leak AM Hour: 08:15= 18 ( 7.4%)
eak PM Hour: 17:15= 30 ( 12.3%)
I
I
I
I
1
I
1
2
3
o
o
o
o
o
1
16
18
6
11
23
21
10
9
28
28
14
14
14
11
11
4
Average Period: 2.5
Average Hour 10.2
Peak AM Factor: 0.643
Peak PM Factor: 0.750
111/22/04
13:31:10
Page: 1
1
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
---------------------------------------------
111/11/04 00:00 1 0 2 0 3
01:00 0 1 0 1 2
02:00 0 0 0 0 0
03:00 0 1 0 0 1
1 04:00 0 0 0 0 0
05:00 1 0 0 0 1
06:00 0 0 0 0 0
1 07:00 0 0 2 0 2
08:00 0 3 7 0 10
09:00 1 6 4 5 16
10:00 5 .3 3 3 14
I 11: 00 5 5 3 2 15
12:00 8 1 2 6 17
13: 00 0 6 4 5 15
I 14:00 2 5 8 4 19
15:00 4 1 6 2 13
16:00 3 3 5 4 15
I 17:00 4 6 5 2 17
18:00 6 3 2 7 18
19:00 4 5 3 3 15
20:00 0 0 2 3 5
I 21:00 3 2 2 0 7
22:00 3 1 2 4 10
23:00 2 2 1 0 5
~ilY Total : 220 Average period: 2.3
Total : 64 29.1%) Average Hour 9.2
PM Total 156 70.9%)
leak AM Hour: 09:15= 20 ( 9.1%) Peak AM Factor: 0.833
eak PM Hour: 14:15= 21 ( 9.5%) Peak PM Factor: 0.656
I
I
I
I
1
I
I
Ill/22/04
13:31:10
Page: 1
I
I
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
Ill/12/04 00:00 2 1 0 1 4
01:00 1 0 0 1 2
02:00 0 0 0 0 0
03:00 0 0 0 0 0
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
I 07:00 0 2 1 0 3
08:00 0 4 3 6 13
09:00 5 4 3 4 16
10:00 2 6 4 5 17
I II :00 5 3 4 10 22
12:00 3 5 3 4 15
13:00 5 3 3 5 16
I 14:00 3 6 2 3 14
15:00 1 4 4 6 15
16:00 6 8 8 8 30
I 17:00 4 4 4 2 14
18:00 8 4 2 2 16
19:00 4 4 4 0 12
20:00 4 1 3 2 10
I 21:00 3 0 4 3 10
22:00 3 3 2 1 9
23:00 4 4 3 1 12
~ilY Total : 250 Average period: 2.6
Total : 77 30.8%) Average Hour 10.4
PM Total 173 69.2%)
leak AM Hour: 11:00= 22 ( 8.8%) Peak AM Factor: 0.550
eak PM Hour: 16:00= 30 ( 12.0%) Peak PM Factor: 0.938
I
I
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I
I
I
I
111/22/04
13:31:10
Page: 1
I
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 1 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
11/13/04 00:00 2 1 1 1 5
1 01:00 0 0 0 0 0
02:00 0 1 0 0 1
03:00 0 1 0 0 1
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
I 07:00 0 0 0 1 1
08:00 1 0 1 2 4
09:00 8 4 11 2 25
10:00 5 3 2 5 15
I 11:00 2 3 2 7 14
12:00 3 4 7 8 22
13:00 6 7 7 6 26
I 14:00 8 5 6 5 24
15:00 15 9 5 4 33
16:00 2 6 6 6 20
17:00 5 9 10 15 39
I 18:00 6 7 6 3 22
19:00 3 5 0 4 12
20:00 1 0 2 2 5
I 21:00 2 3 1 5 11
22:00 1 3 2 1 7
23:00 0 5 3 1 9
~ilY Total : 296 Average period: 3.1
Total : 66 22.3%) Average Hour 12.3
PM Total 230 77.7%)
leak AM Hour: 08:45= 25 ( 8.4%) Peak AM Factor: 0.568
eak PM Hour: 17:15= 40 ( 13.5%) Peak PM Factor: 0.667
I
I
1
1
I
1
1
111/22/04
13:31:10
Page: 1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
I
I
***************************
Lane 1 Basic Count Print
**************************
Time
:15
:30 :45 Total
:00
Date
111/14/04 00:00 0 1 0
01:00 0 1 0
02:00 0 0 1
03:00 0 1 0
I 04:00 0 0 0
05:00 0 0 0
06:00 0 0 0
I 07:00 1 0 0
08:00 2 2 1
09:00 1 6 1
10:00 2 2 5
I 11:00 5 3 3
Daily Total :
E Total :
M Total :
eak AM Hour:
teak PM Hour:
I
I
1
1
I
I
I
I
1
I
59
59
o
10:30=
(100.0%)
( 0.0%)
20 ( 33.9%)
1 2
0 1
2 3
0 1
0 0
0 0
0 0
0 1
0 5
9 17
7 16
2 13
Average period: 1.2
Average Hour 4.9
Peak AM Factor: 0.714
Peak PM Factor:
111/22/04
13:31:10
Page: 1
I
66 Main Street
Westhampton Beach 11978
(516) 288-2480
*******************************************************************************
lane #2 Info :
ane Mode : Directional Sensor Used : Axle
*******************************************************************************
It************************** Lane 2 Basic Count
Date Time :00 :15 :30 :45 Total
~--------------------------------------------
~1/02/04 12:00 4 4 4 12
13:00 9 8 8 6 31
14:00 2 7 3 0 12
15:00 4 4 5 8 21
16:00 5 10 1 3 19
17:00 3 6 3 15 27
18:00 0 6 2 7 15
19:00 1 3 2 5 11
20:00 2 5 2 0 9
21:00 2 1 0 0 3
22:00 3 1 0 0 4
23:00 1 1 0 0 2
Print **************************
I
I
I
lIJaily Total :
-.M Total :
PM Total
Weak AM Hour:
a'eak PM Hour:
166
o
166
( 0.0%)
(100.0%)
31 ( 18.7%)
Average period:
Average Hour
3.5
13.8
13: OO~
Peak AM Factor:
Peak PM Factor: 0.861
I
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111/22/04
13:31:10
I
I
***************************
Date
---------------------------------------------
: 30 : 4 5 Total
Time
:00
:15
66 Main Street
Westhampton Beach 11978
(516) 288-2480
Lane 2 Basic Count Print
Page: 1
**************************
111/03/04 00:00 0 0 1 0 1
01:00 0 0 0 0 0
02:00 0 0 0 0 0
03:00 0 0 0 0 0
I 04:00 0 0 1 0 1
05:00 0 0 0 0 0
06:00 1 1 0 1 3
I 07:00 0 2 3 4 9
08:00 4 3 14 6 27
09:00 7 3 4 8 22
10:00 3 5 4 4 16
I 11:00 3 4 3 6 16
12:00 7 5 2 1 15
13: 00 2 5 4 6 17
I 14 :00 3 5 12 7 27
15:00 6 5 4 1 16
16:00 6 1 5 5 17
I 17:00 1 8 6 4 19
18:00 3 2 1 1 7
19:00 2 7 3 3 15
20:00 4 2 1 1 8
I 21:00 1 0 0 1 2
22:00 1 2 0 1 4
23:00 0 0 2 0 2
~ilY Total : 244 Average Period: 2.5
Total : 95 ( 38.9%) Average Hour 10.2
PM Total 149 ( 61.1%)
leak AM Hour: 08:15= 30 ( 12.3%) Peak AM Factor: 0.536
eak PM Hour: 14:15= 30 ( 12.3%) Peak PM Factor: 0.625
I
I
I
1
1
I
I
111/22/04
13:31:10
Page: 1
1
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 2 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
---------------------------------------------
111/04/04 00:00 0 0 0 1 1
01:00 0 0 0 0 0
02:00 0 0 0 0 0
03:00 0 0 0 0 0
1 04:00 0 0 1 0 1
05:00 0 0 0 0 0
06:00 1 0 0 2 3
I 07:00 2 0 4 5 11
08:00 2 6 6 7 21
09:00 8 7 4 5 24
10:00 1 6 5 6 18
1 11:00 6 5 10 3 24
12:00 1 2 6 3 12
13 :00 10 2 7 5 24
I 14:00 2 4 4 5 15
15:00 2 3 5 1 11
16:00 7 8 1 3 19
I 17:00 3 3 9 3 18
18:00 6 6 1 2 15
19:00 2 1 3 1 7
20:00 5 2 3 0 10
I 21:00 2 1 0 0 3
22:00 2 0 1 0 3
23:00 0 0 0 1 1
~ilY Total : 241 Average period: 2.5
Total : 103 42.7%) Average Hour 10.0
PM Total 138 57.3%)
teak AM Hour: 08 :30= 28 ( 11.6%) Peak AM Factor: 0.875
eak PM Hour: 13:00= 24 ( 10.0%) Peak PM Factor: 0.600
I
I
1
1
1
I
I
Ill/22/04
13:31:10
Page: 1
I
I
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 2 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
---------------------------------------------
Ill/ 05/ 04 00:00 0 0 0 2 2
01:00 0 0 0 0 0
02:00 0 0 0 0 0
03:00 0 0 0 0 0
I 04:00 0 1 0 0 1
05:00 0 0 0 0 0
06:00 0 0 1 1 2
I 07:00 2 2 3 3 10
08:00 1 9 7 2 19
09:00 5 2 4 7 18
10:00 3 4 3 5 15
I 11:00 4 10 2 5 21
12:00 4 12 3 2 21
13:00 5 2 4 6 17
I 14 :00 4 4 2 4 14
15:00 6 2 4 4 16
16:00 4 8 4 2 18
I 17:00 2 3 5 5 15
18:00 4 1 0 5 10
19:00 5 1 3 2 II
20:00 4 1 0 1 6
I 21:00 0 1 3 3 7
22:00 1 4 1 2 8
23:00 0 0 1 0 1
~ilY Total : 232 Average Period: 2.4
Total : 88 ( 37.9%) Average Hour 9.7
PM Total 144 ( 62.1%)
teak AM Hour: 08:15= 23 ( 9.9%) Peak AM Factor: 0.639
eak PM Hour: 12:15= 22 ( 9.5%) Peak PM Factor: 0.458
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Ill/22/04
13:31:10
Page: 1
I
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66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 2 Basic Count Print
**************************
Date
Time
:00
:15
: 30 : 45 Total
Ill/06/04 00:00 1 0 0 2 3
01:00 0 0 0 0 0
02:00 0 0 1 0 1
03:00 0 0 0 0 0
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
I 07:00 0 2 1 2 5
08:00 3 0 5 4 12
09:00 4 6 4 4 18
10:00 6 2 10 2 20
I 11:00 8 3 7 7 25
12:00 6 5 8 3 22
13: 00 10 5 5 5 25
I 14:00 3 4 1 5 13
15:00 5 5 8 5 23
16:00 3 8 5 11 27
I 17:00 1 2 9 7 19
18:00 4 5 3 2 14
19:00 3 11 2 1 17
20:00 1 2 1 1 5
I 21:00 1 0 3 2 6
22:00 4 2 3 0 9
23:00 0 3 3 1 7
~ilY Total : 271 Average Period: 2.8
Total : 84 31. 0%) Average Hour 11.3
PM Total 187 69.0%)
leak AM Hour: 11:00= 25 ( 9.2%) Peak AM Factor: 0.781
eak PM Hour: 16:00= 27 ( 10.0%) Peak PM Factor: 0.614
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Ill/22/04
13:31:10
Page: 1
I
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66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 2 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
---------------------------------------------
[1/07/04 00:00 0 0 0 0 0
01:00 0 0 1 0 1
02:00 0 0 0 0 0
03:00 1 0 0 0 1
I 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
I 07:00 1 0 3 3 7
08:00 3 2 6 4 15
09:00 4 3 4 4 15
10:00 6 5 7 9 27
I 11:00 7 5 9 2 23
12:00 7 14 6 8 35
13: 00 II 1 5 8 25
I 14:00 5 6 7 9 27
15:00 3 2 7 7 19
16:00 5 7 12 7 31
I 17:00 3 7 10 5 25
18:00 7 8 6 1 22
19:00 4 3 8 1 16
20:00 1 4 4 3 12
I 21:00 1 0 3 1 5
22:00 0 0 0 0 0
23:00 0 1 0 0 1
~ilY Total : 307 Average period: 3.2
Total : 89 ( 29.0%) Average Hour 12.8
PM Total 218 ( 71. 0%)
teak AM Hour: 10:45= 30 ( 9.8%) Peak AM Factor: 0.833
eak PM Hour: 12:15= 39 ( 12.7%) Peak PM Factor: 0.696
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111/22/04
13:31:10
Page: 2
1
1
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 2 Basic Count Print
**************************
Date
Time
:00
:15
:30 :45 Total
[1/08/04 00:00 1 0 0 1 2
01:00 0 0 1 0 1
02:00 0 0 0 0 0
03:00 0 0 0 0 0
1 04:00 0 0 1 0 1
05:00 1 0 0 0 1
06:00 1 0 0 1 2
I 07:00 2 2 5 5 14
08:00 3 7 11 8 29
09:00 4 3 4 3 14
10:00 7 2 3 3 15
1 11:00 3 1 4 2 10
12:00 2 3 1 8 14
13:00 3 7 7 3 20
1 14:00 2 5 6 3 16
15:00 6 3 4 4 17
16:00 7 3 5 4 19
I 17:00 5 3 6 4 18
18:00 3 2 2 1 8
19:00 2 1 4 1 8
20:00 2 2 1 1 6
1 21:00 0 1 1 2 4
22:00 1 1 0 0 2
23:00 2 0 0 0 2
~ilY Total : 223 Average Period: 2.3
Total : 89 39.9%) Average Hour 9.3
PM Total 134 60.1%)
leak AM Hour: 08:15= 30 ( 13 .5%) Peak AM Factor: 0.682
eak PM Hour: 12:45= 25 ( 11.2%) Peak PM Factor: 0.781
1
1
1
1
1
1
1
Ill/22/04
13:31:10
Page: 2
I
66 Main Street
Westhampton Beach 11978
(516) 288-2480
***************************
Lane 2 Basic Count Print
**************************
I Date
Time
:00
:15
:30
:45 Total
---------------------------------------------
[1/09/04 00:00 2 1 2 0 5
01:00 1 0 0 0 1
02:00 0 0 0 0 0
03:00 0 0 0 0 0
I 04:00 0 0 1 0 1
05:00 0 0 0 1 1
06:00 1 0 0 1 2
I 07:00 1 1 2 7 II
08:00 1 6 13 7 27
09:00 3 4 6 4 17
I 10:00 4 6 1 9 20
11:00 0 4 5 2 II
12:00 3 4 2 5 14
13: 00 4 2 6 2 14
I 14:00 3 4 8 2 17
15:00 5 5 6 8 24
16:00 7 7 1 3 18
I 17:00 0 5 6 3 14
18:00 1 4 5 3 13
19:00 2 2 3 6 13
20:00 1 2 3 1 7
I 21:00 2 1 1 1 5
22:00 1 0 1 0 2
23:00 0 0 0 1 1
~ilY Total : 238 Average Period: 2.5
Total : 96 40.3%) Average Hour 9.9
aM Total : 142 59.7%)
eak AM Hour: 08:15= 29 ( 12.2%) Peak AM Factor: 0.558
eak PM Hour: 15:30= 28 ( 11. 8%) Peak PM Factor: 0.875
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111/22/04
13:31:10
Page: 2
66 Main Street
Westhampton Beach 11978
(516) 288-2480
1
*************************** Lane 2 Basic Count Print
I__~~==---=~~=----~~~---~==---~=~---~~=--=~=~~
11/10/04
1
1
1
1
1
1
1
00:00
01:00
02:00
03:00
04:00
05:00
06:00
07:00
08:00
09:00
10:00
11 :00
12: 00
13 :00
14:00
15:00
16:00
17:00
18:00
19:00
20:00
21:00
22:00
23:00
l:Jaily Total :
L Total :
PM Total
.,eak AM Hour:
-=,eak PM Hour:
1
1
1
1
1
1
1
253
77
176
07:45=
16:00=
o
2
o
o
o
o
1
o
6
5
2
3
2
4
6
4
7
7
1
7
2
4
3
o
o
o
o
o
o
o
o
2
7
2
1
3
10
6
2
7
9
3
7
6
4
1
o
2
o
o
o
o
1
o
o
6
7
1
2
4
4
4
2
o
7
3
6
1
2
1
o
o
30.4%)
69.6%)
26 ( 10.3%)
27 ( 10.7%)
**************************
1 1
0 2
0 0
0 0
0 1
0 0
1 2
6 14
5 25
3 11
3 8
3 13
6 22
4 18
5 15
3 14
4 27
5 18
1 15
2 16
4 12
5 11
1 4
2 4
Average period: 2.6
Average Hour 10.5
Peak AM Factor: 0.929
Peak PM Factor: 0.750
111/22/04
13:31:10
1
***************************
Page: 2
66 Main Street
Westhampton Beach 11978
(516) 288-2480
Lane 2 Basic Count Print
**************************
1 Date Time :00 :15 :30 :45 Total
---------------------------------------------
11/11/04 00: 00
1 01: 00
02:00
03:00
1 04: 00
05:00
06:00
1 07: 00
08:00
09:00
10:00
1 11: 00
12:00
13: 00
1 14: 00
15:00
16:00
17:00
1 18: 00
19:00
20:00
1 21: 00
22:00
23:00
~aily Total :
L Total :
PM Total
W'eak AM Hour:
lJ'eak PM Hour:
1
1
1
1
1
1
1
232
85
147
09:30=
17:15=
o
o
o
o
o
o
o
1
4
o
5
3
4
1
3
2
2
2
6
3
o
1
2
1
1
1
o
2
o
o
1
1
3
1
5
4
6
6
5
4
2
15
2
5
1
2
o
2
1
1
o
o
1
o
o
3
6
6
6
6
2
6
8
7
6
2
4
1
2
o
o
o
36.6%)
63.4%)
27 ( 11.6%)
28 ( 12.1%)
o
1
o
o
o
o
o
3
1
11
3
4
4
1
5
1
3
5
4
4
4
o
o
1
2
3
o
2
1
o
1
8
14
18
19
17
16
14
21
14
13
24
16
13
7
3
2
4
Average period: 2.4
Average Hour 9.7
Peak AM Factor: 0.614
Peak PM Factor: 0.467
111/22/04
13:31:10
I
***************************
Page: 2
66 Main Street
Westhampton Beach 11978
(516) 288-2480
Lane 2 Basic Count Print
**************************
1 Date Time :00 :15 :30 :45 Total
---------------------------------------------
11/12/04 00:00
I 01: 00
02:00
03:00
1 04: 00
05:00
06:00
07:00
1 08: 00
09:00
10:00
1 11: 00
12:00
13: 00
1 14: 00
15:00
16:00
17:00
I 18: 00
19:00
20:00
1 21: 00
22:00
23:00
~aily Total :
L Total :
PM Total
W'eak AM Hour:
W'eak PM Hour:
1
1
1
1
1
I
1
247
90
157
08:00=
15:15=
o
1
o
o
o
o
o
o
5
3
1
1
5
1
8
5
8
6
4
2
3
o
1
o
o
o
o
o
o
o
o
3
7
3
6
3
10
2
1
9
6
4
1
5
2
2
o
o
o
o
o
o
1
o
o
3
6
5
5
4
7
1
5
4
3
3
2
2
3
1
o
2
36.4%)
63.6%)
22 ( 8.9%)
30 ( 12.1%)
1
1
o
o
o
o
1
2
4
8
4
12
6
7
o
9
5
2
3
3
1
1
1
1
1
2
o
o
1
o
1
8
22
19
16
20
28
11
14
27
22
15
10
12
9
4
2
3
Average period: 2.5
Average Hour 10.3
Peak AM Factor: 0.786
Peak PM Factor: 0.833
111/22/04
13:31:10
1
***************************
Page: 2
66 Main Street
Westhampton Beach 11978
(516) 288-2480
Lane 2 Basic Count Print
**************************
1 Date Time :00 :15 :30 :45 Total
---------------------------------------------
11/13/04 00: 00
I 01: 00
02:00
03:00
1 04: 00
05:00
06:00
07:00
1 08:00
09:00
10:00
1 11: 00
12:00
13 :00
1 14: 00
15:00
16:00
17:00
1 18: 00
19:00
20:00
1 21:00
22:00
23:00
~aily Total :
L Total :
PM Total
Feak AM Hour:
Feak PM Hour:
1
1
1
I
1
1
1
3
o
o
o
o
o
o
o
3
8
3
7
8
5
12
7
3
4
o
1
1
1
5
o
299
81
218
10:15=
16:45=
o
1
o
o
o
o
o
o
1
4
3
1
3
9
10
3
10
15
1
3
1
9
3
3
o
o
o
o
o
o
o
1
6
6
4
1
8
9
6
4
6
9
4
4
o
o
2
o
27.1%)
72 .9%)
28 ( 9.4%)
37 ( 12.4%)
1
o
o
o
o
o
o
2
2
6
14
4
7
5
3
4
9
6
5
6
1
1
o
2
4
1
o
o
o
o
o
3
12
24
24
13
26
28
31
18
28
34
10
14
3
11
10
5
Average period: 3.1
Average Hour 12.5
Peak AM Factor: 0.500
Peak PM Factor: 0.617
111/22/04 Page: 2
13:31:10 66 Main Street
Westhampton Beach 11978
1 (516) 288-2480
*************************** Lane 2 Basic Count Print **************************
I__~~==---=~~=----~~~---~==---~=~---~~=--=~=~:
11/14/04 00:00 0 3 0 1 4
1 01:00 1 0 0 0 1
02:00 0 0 1 0 1
03:00 0 1 0 0 1
1 04:00 0 0 0 0 0
05:00 0 0 0 0 0
06:00 0 0 0 0 0
07:00 1 0 0 4 5
1 08:00 1 3 4 4 12
09:00 1 0 4 6 11
10:00 7 8 14 4 33
1 11:00 5 4 8 6 23
Daily Total
I\M Total :
a;M Total :
~eak AM Hour:
Peak PM Hour:
1
1
I
1
I
I
I
1
I
I
1
91 Average Period: 1.9
91 (100.0%) Average Hour 7.6
0 ( 0.0%)
09:45= 35 ( 38.5%) Peak AM Factor: 0.625
Peak PM Factor:
111/22/04
13:31:10
1
Page: 2
66 Main Street _
Westhampton Beach 11978
(516) 288-2480
-------------------------------------------------------------------------------
-------------------------------------------------------------------------------
I===================================~~~=:~:~~~================================
***************************** LANES #1, & #2 FINAL ****************************
total Lane 1
Lane 2
1
1# Days
TOTAL
Lane 1
Lane 2
HIGHEST
~ Total Lane 1
Lane 2
1 TOTAL
PM Total Lane 1
1 Lane 2
TOTAL
Jeak AM Lane 1
Lane 2
1
Peak
1
1
I
1
1
I
1
1
2918
3044
Avg Period Lane 1
Lane 2
2.5
2.6
5962
AVERAGE
2.6
12.11
12.11
ADT Lane 1
Lane 2
241
251
12.11
ADT
492
759 ( 26.0%)
1068 ( 35.1%)
Avg Hour Lane 1
Lane 2
10.1
10.6
1827
30.6%)
20.7
AVERAGE
2159
1976
74.0%)
64.9%)
4135
69.4%)
10:45=
09:45=
28 (11/06/04)
35 (11/14/04)
AM Factor Lane 1 0.875
Lane 2 0.625
-----
FINAL 0.625
PM Factor Lane 1 0.667
Lane 2 0.696
-----
FINAL 0.667
FINAL 09:45= 35 (11/14/04)
PM Lane 1 17:15= 40 (11/13/04)
Lane 2 12:15= 39 (11/07/04)
------------------------
FINAL : 17:15= 40 (11/13/04)
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Accident Records
New Projects\GAIA Holistic Center
File: TIS.wpd
00,* '"
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-----------
NYSDOT Safety Information Management System
Summary Report By Segment And/Or Intersection
All Accidents (Links & Nodes)
Complete Accident Data Only Available thru 31-MA Y -2002
REGN/CNTY, 02 SUFFOLK MUNICIPALITY, 59 T SOUTHOLD
LINK, 59736 - 59759 SHIPYARD LA
- - --
Date: 11/02/04 09:08
Page: 1
DATES, JUN-01-1999 - MAY-31-2002
FROM TO DESCRI PTION TOTAL NUMBER OF ACCIDENTS _
NODE NODE FTL INJ PDO N/R WET FIXED PED & TRUCK
LIGHT CONDITION
ROAD OBJ BIKE .** DWN/DSK DAY NIGHT
.. ** ** .. .. **
NO ACCIDENTS FOUND **
TOTAL 0 0 0 0 0 0 0
0 0 0 0 0
** Excludes Non-Reportables
*** Excludes Pickups & Vans
-------------------
Program: sass1704
ROUTE,
25
REFERENCE
MARKER
INT.
#
NO ACCIDENTS FOUND
NYSDOT Safety Information Management System
Summary Report By Segment And/Or Intersection
** Accidents for a Specific Interseciion **
Complete Accident Data Only Available thru 31-MA Y -2002
HIGHWAY LOCATION, 25 07041682 INT #, 45
Date: 11/02104 09:14
Page: 1
DATES, 01-JUN-1999 - 31-MAY-2002
DESCRIPTION
NUMBER OF ACCIDENTS _
N/R WET FIXED PED&
ROAD OBJ BIKE
*... ** **
TOTAL FTL
INJ
PDO
** EXCLUDES NON-REPORTABLES
*** EXCLUDES PICKUPS & VANS
TRUCK LIGHT CONDITION
*** DWN/OSK DAY NIGHT
** ** ** **
- - --
Program: clas4200
----------
NYSDOT Safety Information Management System
Accident V ~rbal Bescription Report
All Accidents (Links & Nodes)
Complete Accident Data Only A vailablc thru 31-MA Y-2002
-----
Date: 11/02104 09:08
Page: 1
Regn/Cnty: 02 SUFFOLK Municipality: 59 T SOUTHOLD
Link, 59736 - 59759 SHIPYARD LA
Dates, JUN-OI-I999 - MAY-31-2002
ABSENCE OF NODE OR LINK WITHIN A SPECIFIED ROADWAY SECTION & TIME PERIOD INDICATES NO ACCIDENTS FOUND
*** END OF REPORT ***
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NVSDOT Seasonal
Traffic Information
New Projects\GAIA Holistic Center
File: TIS. wpd
----------
- - --
-----
STATION 0797 RT. 25 +
WEEKDAYS
YEAR MO DAYS
MONTH ~ANUARY
NEW YORK STATE CONTINUOUS COUNT STATION RUNNING AAOT REPORT
YEAR 2003
M.P. 0711200. LAWEL LAKE VINEYARD
SATURDAYS
AOT HI HR PRCNT% DAYS
4.4 04 14102 604
AOT HI HR PRCNT% DAYS
SUNDAYS
ADT HI HR PRCNT% DAYS
2002 2 19 12497 544
3 21 12945 542
4 21 14862 644
5 23 15708 652
6 19 16552 663
7 22 18196 688
8 22 17365 691
9 21 15192 641
10 23 14909 632
11 21 14083 615
12 22 13747 594
20031 23 12664 560
12 MONTHS REPORTED
1 257 14893
560
WteK~ ,
:5'ul UV2::.- -0. I '6lq~
~u~2102- If08'3
~
---~
~
o'
:if\C\W!h... '1j) %
~V\ C(lU/V\+S "0
4.2 05 15091 624
4.3 04 14745 615
4.2 04 16349 643
4.0 05 17296 646
3.8 04 19546 680
4.0 05 17928 682
4.2 04 16885 682
4.2 04 15322 660
4.4 05 13766 586
4.3 04 13346 554
4.4 04 12321 531
4.4
52 15558
531
4.3 04 13035 577
4.1 05 13670 566
4.2 04 11766 562
3.9 04 14269 662
3.7 05 15476 675
3.5 04 17175 697
3.8 04 16177 712
4.0 05 14155 664
4.3 04 14648 761
4.3 04 11567 568
4.2 05 10920 514
4.3 04 9576 488
4.3
52 13536
488
4.4 27 12815
4.1 31 13408
4.8 29 14419
4.8 31 1~604
4.4 29 16495
4.1 30 18240
4.4 31 17302
4.8 30 15245
5.2 31 14929
4.9 30 13695
4.7 31 13240
5.1 31 12221
RUNNING AAOT
5.1 361 14801
MONTH
MADT
-=c I.LqZ
S'~~rJ& .
.:r~ 2002.. eo. 1<76-tc. -:./. +10
l\1C 2C62 /37G.tP
Sc.\..V\.~
~~2a:)~ ~
v2JX)2
PAGE 79
MADT CHG
+3.4
+5.3
+1.8
+1.8
+4.1
+8.2
+3.3
+0.0
-1.0
-1.4
-1.7
-0.5
t7 /7-5"
/I(-%>7
1.-f'tS
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1~~~~0
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Traffic Signal
Warrant Analysis
New Projects\GAIA Holistic Center
File: ReportsITIS. wpd
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Traffic Signal Warrant Analysis
Warrant 11 . Peak Hour Volume
Main Road (NYS Route 25) at Shipyard Lane - 2007 Build Condition
Major Street = Main Road
Minor Street = Shipyard Lane
I lane Major St; I lane
Minor St
Weekday
AM Peak
Hour
YES
1406
111
...tIH
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" k l-/ ll&,,1.l.lw,J-:. \ \
"~ / lOIiA1lSOlIlm..... \ \
'x:: .><: , ' I,
f'... \
1'. 1\ \
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'-... "- f'..- , \ \
.....~ r--....
~---... '.. \ , \
- ,
~ c: ~ ,
f1~
. " ... "',
I-
JD
! !II
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~ II
&
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t
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~............._..R.
TlIIIViiIlIIJllfIllr._
HiIllo.k.lI Note
Ser, filed MlIll:b 26, lOOt cff. ApriIlt. 2001.
Source: Official Compilation of Codes, Rules and Regulations of the State of New York (2001),
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Public Transportation
New Projects\GAlA Holistic Center
File: TIS.wpd
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SUFFOLK TRANSIT INFORMATION
=, ij ~'\ y ~ ~ "'
,
~!:)"'~~, ,'- ,.~'
l'Riii " ',,^, J . ~ ' ,~, ~.
;;;^",J , ~
"<(,-,,';,% 'jP- ,,~ . ,
tMRT................................,.63I-417..a217
MTALONG IRAHD IUS .... ...........,,516-221-4IlOO
LONG ISLAND MIL ROAD
In~CounIr.. ".. ......... ..... ........ QI-UI-M77
InNluluCOlllltJ..........................SI6-122-S477
InNMYortClCJ'...........................11..217-5477
U~Mamt.Inc.. ....,,", .....ul.m.cAllS
P_EIuo_Io_toNJA_
pesaengn. To regiIIer or far men InIonnIlkln,
coIOl1icloofH~_"831.-&37.
V1ltt US ot ....__.0111
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SUFFOLK TRANSIT FARES
~u..,.. $1.50
student In $1.00 (BetwMn 14 to 22 yen old)
(11,_ ......,CoIoge 10_l
Child.... under 5 yrNrS old FREE
(LImt 3 chldren 8ClXlIllPMied by ..n)
Senior and Handkapped PwMna 50 cenII;
Perwon. c..Abndant FREE
__...._ ..........1
_25_
AVIiIIbleDnf'llC!U8Cwhenp8ylnafettl
GoodMyforonelddlllonlllride
-""""'-......
VIId for lwo houri hm tme......
Not V111d tor NILm trip
_-""_1--
I'A5SENGERS PLEASE
. Have exact ,.. fUdy; om. mnnoI handle morwy.
.~lIlUItdtplll/llhelrown"'.
. Antw .........IChedutId.,...1ImI.
. TtII dIfo.w )'ClUf'd.......
. ST 0tMrI .. NQUhwd to ennounce MIior But Stop
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fI'OhIbII8d on Iua
REDUCED FARE PROGRAM
FOR SENIOR. HANDlCAPI'ED PERSONS
P<<sonI wIIh VIIIId. III.lnldPIIY Iuued eMll Idenlfylng
them . Itlelll 60 yen atd or menIIIy or phyIk:eIIy
~ mIy ride fer'" reduced, one-way fwI,
AWIIId ~ c.d 11Il1o acc:epted .10. PersonI
muslcllptlythlirlDcenltothedrtwrwhen~the
,.,. k2ride It'" reduced....
For 10 IrIanndon:
s.ncn ID CII 831-163-8200
HMcIcIpped ID CIII 831~
HNrIna tmpIfNd TTY 831-853-5858
SUFFOLKTRANSIT SERVICE
MOIGAYTHltOUGH IA1'\IIIDAY
No MMc:e Sunday, NewVW. Day. MnorI. Day,
,_.... Coy, ~Doy, -..... Coy '"
""""-Coy.
PERSONS WITH DI5ABIUTlES
~ Upon .-quill. drivn willU11t whHIchair
---_...._".
Indwllh....oI~dftlce.LIMoI
. whNkiIIirlfts _1IVIlIIIbII to I*HfIg8rS
u.Ing...... --. tnc. or who .. oCheIwtM
~.Per.ontravellng\Mth...pratDror
poIf,abIe oxygen IUPPIY ... permitted to ride ST buNs.
SeMce riMsfD ~dIs8bIed palengerIi
....1IIo~.
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Effective July 1, 2004
N.w Sertlce
stCIIrtinaJulrlJl:
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ORIENT POINTTO EAST HAMPTON 592
. . . . . .
OriIntPamtFerryDock 8:40 9:40 10:40 11:40 12:.. 1:a 2:10 2:40 3:10 9:31
Oriont - - - - - 8:50 9:50 10:50 11:50 12:50 ';50 2:20 2:50 3:20 :S~
Eut_ - - - - - 8:55 9:55 ,.55 11:55 11:55 1:55 2:25 2:55 3:21 J:SO
GREENP<lIIT 5:45 8:15 8:35 6:55 8:00 9:00 10:00 11:00 12:00 1:01 2:00 2:10 3:00 3:30 4:00
-.w 5:50 6:20 8:40 7:05 8:10 9:10 10:10 11:10 12:10 1:1' 2:1. 2:40 3:10 3:40 4:1'
c.tdoopo 5:55 6:25 B:.fS 7:15 8:20 8~0 10~ 11:20 12:20 I-a ~!! ~~ 3:2lI ~~ ~~
MAT11TUCl 6:05 6:35 6:55 7:20 8:30 9:30 10:30 11:30 12:30 1:30 2:10 3:00 3:30 4:00 .:31
- 6;10 6:40 7:00 7:30 8:35 9:35 10:35 11:35 12:35 1:35 2:S5 3:05 3:35 4:111 4:S5
_WlMlllOAD 6:20 6:50 7:10 7:40 8:45 9:45 11>.45 11:45 12:. 1:. 2M 3:11 3:45 4:15 4~
RlYERHEAD COUNTT C!NTER - L" 6:25 8:55 7:15 7:55 6:55 9:55 10:55 11:55 12:55 1:55 2:55 3:25 3:56 4:25 4:51
-. 6;40 7:10 7:30 8:10 9:10 10:10 11:10 12:10 1:1' 2:10 3:.. 9:40 4~0 4:40 9:16
~.... 6:50 7:20 7:40 ~ 9:20 10:20 11~12:20 1:20 2:20 S:ZO 3:50 C:2O otlD 1:20
-- 8:55 7:25 7:45 8:25 9:25 10:25 11:2512:25 1:25 2:25 3:25 3:55 4:21 4:55 9:26
_WI 7:00 7:30 7:50 8;30 9:30 10:30 11:30 12:30 1:30 2:30 3:10 4:00 4:SO 5:00 5:.
- 1:05 7:35 7:55 6:35 9:35 10:35 11:35 12:35 1:31 2:35 3:11 4:05 4:15 5:01 I:H
..,- 7:15 7:45 8:05 8:45 9:45 10:45 11:45 1~ 1:. 2:. ~ t:15 t:.s 5:15 1:41
;- 7:20 7:50 8:10 8:50 9:50 10:50 11:50 12:50 1:10 2:10 3:50 t:20 t:50 5:20 5:.
1o\G_ 7:30 8:00 8:20 9:00 10:00 11:00 12:00 1:00 2:00 3:00 t:oo t:30 5:00 5:30 ':00
- 7:40 8:10 8:30 9:10 10:10 11:10 12:10 1:10 2:10 3:1' t:1. t:.tO 1:10 &40 1:1.
EAST IWIPTQO 7:45 6:15 8:35 9:15 10:15 11:15 12:15 1:15 2:15 3:1' t:15 "=45 1:11 1:41 ':15
......N~
SSB.S62.S66
"~8A
lOA
10.
IOC
100,10E
Location of ConnectIn, Bill
.....'"
.....'"
Southampton/s., Harbor
East Hampton/Brtdptllrnpton
....-.....
Hampton Bays
EAST HAMPTON TO ORIENT POINT 592
. . . . . .
EAST IWtrION 7:35 8:10 8:40 9:10 9:40 10:40 1h4O 12:40 1:40 2:.tO 3:40 .:.0 5:10 5:40 8:10
- 7:oW 8:15 8:45 9:15 9:45 10:45 11:45 12:045 1:045 2:45 3:045 .t:,o 5:15 5:,0 1:15
Io\G HMIOIl 7:50 1:25 8:55 9:25 9:55 10:55 11:55 12:55 1:55 2:55 3:15 4:55 5;25 1:56 1:25
~ 6:00 6:35 9:05 9:35 10:05 11:05 12:05 1:05 2:05 3:05 .:05 5:05 5:35 1:05 1:35
6:05 8:40 9:10 9:oW 10:10 11:10 12:1. 1:1' 2:10 3:10 ":10 5:10 I:4D 1:1' ...40
8:10 6:45 9:15 !45 10:15 11:15 12:15 1:1' 2:15 3:15 4:15 5:15 1:41 1;1' 1:45
_WI 8:17 8:50 9:20 9:50 10'.20 11~0 12:20 1:21 2:20 3:%0 4:20 5:20 5:50 1:20 1:50
-- 6:22 8:55 9:25 9:55 10:25 11:25 12:25 1:25 2:.25 3:25 .:25 5'.25 5;51 1:25 1:55
~.... W 9:00 9:30 10:00 10:30 11:30 12:30 1:3' 2:.30 3:30 4:30 5:10 1:00 ':30 7:00
- 8:37 9:10 9:40 10:10 10:40 11;.40 12:40 1:" ~ 3:040 .:.0 S:04O 1:10 1:40 7:10
-- 6:50 9~0 9:50 10'.20 10:50 11:50 12:50 1:51 2:51 3:51 5:05 So51 8:20 6:51 7:20
IIM!IIHUD COUNTY CENTEI- Lt, 6:55 9~ 9:55 10'.25 10:55 11:55 12:.55 1:55 2:.55 3:55 .:15 5:55 1:25 7;00 7:30
~ 9:05 9:35 10:05 10:35 11:05 12:05 1:05 2:05 3:05 .t:05 5:15 1:05 1:35 7:05 7:35
~ 9:15 9:45 10:15 10:45 11:15 12:.15 1:15 2:15 1:15 .t:15 5:25 ':15 1:,0 7:15 7:.
9:20 9:50 Ut.20 10:50 11:20 12:20 1:20 2:20 1:20 .t:2O 1:30 1:20 1:10 7:20 7:50
..... 9:30 10:00 10:30 11:00 11:30 12:30 1:30 2:30 3:30 .t:30 5;.40 1:30 7:00 7:30 1:10
- 9:oW 10:10 10:40 11:10 11:.0 12M 1:40 2:40 3:040 .t:..o 5:55 1:40 7:10 7:.0 1:10
EoIl_ 9:45 10:15 10:45 11:15 11:45 12;,0 1:.45 2:. - .t:45 1:00 - - - -
- 9:50 10:20 10:50 11:20 11:50 12:50 1:. 2:51 - 4:51 ':06 - - - -
__".,Oodl 9:55 10~ 10:55 11:25 11:55 12:55 1:55 2:56 - .t:55 1:10 - - - -
592..mal awl'" Mona, thru 5atw*y onIp.
AM-LIGtfTFACE PM-BOLDFACE
Schedul. Nlbjett to chanp wichout noticL
SufI'o/k Collm:y ClMot. IUUmII ruponlQ)lllcy for 1rIcor'IWn1..u.
DpIl'lII or damIp r-..Itllll from 1Im1Cabll .,-on, d*yId
bul. or fIl...."" to mab connKtlOl'\l.
. In RIYerhead bell tnlftls from and to North Forte:
",CR5L
Q.
nl
E
@
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Wh.... to Board
For your 1IflIty. p1_ WIit for till built I ....Ited bulstoP.
LONG ISLAND RAIL ROAD
~1ICI-G~port8rlnctl
SouttIampton - Montauk Ihnch
East Hunpton - MQntIUk IlnndI
S92 CONNECTING SERVICE
Il.\IIIlBIS
I
I LIRR Greenport Branch
Official Timetables
September 7, 2004 to November 14, 2004
I
I Arrive
r:!!!!!!. Penn Flatbush Jamaica .Riverhead Mattltuck Southold Greenport
I Station Avenue
7:39 AM J 7:41 AM 8:01 AM T 9:47 AM T10:03AM T10:17AM T 10:27 AM
Note 2 3:55 PM J 3:56 PM 4:17 PM T 6:01 PM T 6:17 PM T 6:31 PM T 6:41 PM
I Peak 5:41 PM J 5:23 PM T 5:47 PM T 7:37 PM T 7:53 PM T 8:07 PM T 8:17 PM
I
I Notes Penn Flatbu$h Jamaica Rlverhead Mattltuck Southold
Station Avenue
9:14AM J 9:15 AM 9:36 AM T 11 :23 AM T11:39AM T11:52AM T 12:02 PM
I 2:14 PM J 2:15 PM 2:36 PM T 4:23 PM T 4:39 PM T 4:52 PM T 5:02 PM
I
I Leave
r:!!!!!!. Greenport Southold Mattltuck Jamaica Flatbush Penn
Avenue Station
I Peak T 5:30 AM T 5:40 AM 7:54 AM 8:17 AM J 8:20 AM
T 11 :42 AM T 11:52 AM 2:14PM J 2:55 PM 2:34 PM
T 9:55 PM T 10:05 PM 12:25 AM J 12:55 AM 12:46 AM
I
I Leave
Notes Greenport Southold Matt/tuck Riverhead Jamaica Flatbush Penn
I Avenue Station
T 1:17 PM T 1:27 PM T 1:39 PM T 1:56 PM 3:45 PM J4:11 PM 4:04 PM
T6:17PM T 6:27 PM T 6:39 PM T 6:56 PM 8:45 PM J 9:11 PM 9:04 PM
I Note 2 Train runs on Fridays only September 10 through October 22.
J Change at Jamaica.
I T Transfer at Ronkonkoma.
Peak AM Off-peak one waylten trip & senior citizen/people w/disabilities tickets not honored.
Peak PM Off-peak one waylten trip tickets not honored.
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5:40 AM
6:15 AM
6:45 AM
7:00 AM - weekdays
7:15AM
1.-
Every
15 to 20
Minutes
1.-
10:15 PM
10:45 PM
11:15 PM
11:45 PM
6:00 AM
6:30 AM
7:00 AM
7:15 AM - weekdays
7:30 AM
1.-
Every
15 to 20
Minutes
1.-
10:30 PM
11:00 PM
11 :30 PM
12:00 Midnight