HomeMy WebLinkAboutThe Breakers at Lands End
TRAFFIC IMPACT STUDY
FOR
THE BREAKERS
AT
LANDS END
TOWN OF SOUTHOLD
NEW YORK
PREPARED FOR
WOLOWITZ ORGANIZATION.
BY
DUNN ENGINEERING, P.C.
MAY 1988
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TABLE OF CONTENTS
Topic
INTRODUCTION . . . . .
Purpose of Report
Location
Area Map
Loca tion Map
Si te Map
STUDY APPROACH
EXISTING ROADWAY NETWORK
Roadway Descriptions
Major Intersections .
Grades and Sight Distances
Accident Records .....
EXISTING TRAFFIC FLOW
Traffic Volumes
Available Gaps
CONDITIONS
EXISTING EMERGENCY SERVICES
SITE TRIP GENERATION ANALYSIS
DIRECTIONAL DISTRIBUTION ANALYSIS
TRAFFIC ASSIGNMENT ANALYSIS
ROADWAY CAPACITY ANALYSIS
ACCESS EXAMINATION
CONCLUSIONS
APPENDIX . .
Traffic Volume Counts
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PURPOSE OF REPORT
This Traffic Impact Study contains the results of a traffic engineering ex-
amination of the proposed development of The Breakers at Lands End. This re-
port has been prepared to assess the impact of the proposed development of 350
condominium housing units. 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 Breakers at Lands End will be located on the north side of New York State
Route 25, approximately 1,140 feet east of Sound Road in Greenport, within the
Town of Southold in Suffolk County, New York.
Figure 1, Area Map, indicates the location of the Town of Southold in the New
York Metropolitan area. The project site is shown in Figure 2, Location Map,
while Figure 3, Site Map, presents the boundaries of the property and the
adjacent roadway network.
At present, the property is undeveloped.
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TOWN OF
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ROCKLAND
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/' CONN.
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LONG ISLAND SOUND
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--
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WESTCHESTER
SUFFOLK
N.J.
FIGURE 1
AREA MAP
DUNN ENGINEERING. P.C.
SCALE: DATE: PAGE:
1"27.4ml MAY 1986 3
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.:. ,'I"IPES
COVE.
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N
<-oIVa
/SLA,vLY
..50U,vD
THE BREAKERS .
AT ..
LANDS END' . '. .
. .-.....'.
t::AS7 IV1A-
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a~/ENT
HA~80,R
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H-'1~.80~
SHELTER
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ISLAN.D
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FIGURE
LOCATION
2
MAP
NOT TO SCALE
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+
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NO'S END
ISLA
GOLF AND
CLUB
COUNTRY
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SITE
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FIGURE 3
SITE MAP
TO SCALE
NOT
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As part of the preparation of this Traffic Impact Study, the following tasks
were undertaken:
10.
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.
4.
An examination was made of the traffic flow on State Route 25. Also,
the available capacity of the surrounding street network was determined.
5.
An evaluation was made of the safety factors by reviewing sight dis-
tances and available safe gaps in the traffic flow.
6.
The availability of police and fire protection services was examined.
7.
A trip generation analysis was performed to determine the additional
traffic attributable to the proposed development of The Breakers at
Lands End.
8.
A directional distribution analysis was made to distribute the' site-
generated traffic onto the surrounding street network.
9.
A trip assignment analysis was performed to examine the composite traf-
fic volumes, that would result due to the addition of the site-generated
traffic to the existing traffic volumes, in order to determine the traf-
fic impacts on the surrounding roadways.
A review of the access arrangements was made.
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11.
12.
Discussions were held with representatives of the New York State Depart-
ment of Transportation and the Town of Southold to review the traffic
aspects of this project.
Conclusions were made of the traffic impact of the development as a re-
sult of the data and facts gathered in this study.
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TRAffIC STUDY
Prepared for
Mr. Gus Schad
Prepared by
John A. Jacobsen ASBOCS.
March 1971
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JOHN A. JACOBS/N. /\"0';01"
ARCHITECTS. ENGINEERS
2 GREENWOOD AVE.. EAST ISLlP, NEW YORI'<: 11730 JU' .6!500
March 8, 1971
Hr. Gus Schad
690 Deer Park Avenue
Dix Hills, New York
RE: Brecknock Hall Development
Greenport, New York
I
Dear Mr. Schad:
In accordance with your request, we have studied the general
accessibility, circulation and traffic characteristics for the development
of property located on the north side of Route 25 (Main Road) immediately
west of the Islands End Golf and Country Club, Greenport, New York.
The acreage will be divided to provide for approximately 100 single
family residential units, 385 townhouse-awelling units, 5000 square feet
of office space and 10,000 square feet of neighborhood shopping space.
The major means of access to the site is from North Road and Main
Road from the west. These two roads join near Greenport, and Main Road
continues to Orient Point. Orient Point is the eastsrly tip of tbe north
fork of Long Island, however, ferries operate from this location to New
London, Connecticut and Plum Island.
At present, Main ,Road consists of two-ten foot concrete travel lanes
with 7 foot asphalt shoulders. No traffic signals are located near the
subject parcel and the speed'11mit in this area is 50 MPH. No other
ARCHITECTURAL DESIGN. SANITARY ENGINEERING INDUSTRIAL WASTE TREATMENT
TRAFFIC ENGINEERING . CIVIL ENGINEERING
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.traffic control exists at the present time.
!lain Road was studied to determine characteriatics such 8S
hourly traffic volumes, roadway capacity and left turn opportUDities of
existing traffic and traffic which would be generated by the development
of this parcel.
TRAFFIC VOLUME STUDY
The State of New York Department of Transportation placed automatic
traffic counters on Route 25 (!lain Road) between Manhasset Avenue and
Stirling Court. One counter registered al.l eastbound vehicles and another
counted all westbound vehicles. The counts were started Friday, !lay.29, 1970
and continued through Wednesday, June 3, 1970. The results of these counts
weIll plotted on Exhibits 111 through 116 entitled "Hourly Variation of Traffic
Volumes". Friday, May 29th through Sunday May 31st constituted the Memorial
Day weekend which would exhibit higher' than nOI'lllal traffic volumes. Fro. 10:00
A.M. to 8:00 P.M. on Fridsy, May 29th, ~he traffic volume remained fairly
steady with between 200 and 300 vehicles travelling in each direction per
hour. On Saturday the volumes increased to approximately 350 vehicles per
hour in an eastbound direction between 3:00 I>.M. and 5:00 P.M.
Sunday,
!lay 31st, Memorial Day, between 11:00 P.M. and 8:00 P.~.M. indicates an
expected westbound return flow after the holiday weeken<l. The volumes during
this period ranged between 340 and 370 vehicles per hour. Monday,
June 1st to Wednesday, June 3rd, 1970 the traffic volumes dropped
considerably, varying between 100 and 200 vehicles per hour per direction..
Slight commuter peaks can be distinguished between 7:00 A.M. and 8:00 A.M.
in the eastbound direction and between '1:00 P.M. and 5:00 P.M. in the
westbound direction.
,
1500
1400
1300
, 1200
1100
1000
!
900
800
700
600,
500
400
300
200
100
00
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J: 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 '"
s:!o 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 9 0 0 0 0 0 Z
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N ill <t on "' I'- <Xl m 2 - - '" on "' <Xl '" 2 -
- - :::
:::
JOHN A. JACOBSEN, RE.
CONSULTING ENGINEER
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HOURLY VARIATION
OF TRAFFIC VOLUMES
COUNTS TAKEN
F~I.\ /A,A'"f' '2" \ 1","0
~O:J;c. rz.,t:? \ 2::'C~'\'.;.,
A\b.,~HA~0E.r A"-IC:, A'i"'~':Y
?T\><:_:H~ A'-''''".,
r~'(/L.,,'''~l (;) L '.:; \ :--~ ....y',
24 HOUR COUNT
......<!>ie>OUN't.)
-- - \\;B0T~OUN'D
'>)U~~-::t'.: N,',' c~. Dbf>T.
OF Tf"AN:;'''''O"'.T_"-TI oN
,
JDI!>- 71~'2.
~XJ: :!7I'T :71-.
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1500
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1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
00
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o- <( <( <( <( '" <( <( <( <( <( <( Z 0.. 0.. 0.. 0.. 0.. 0.. 0.. 0.. 0.. 0.. 0.. :x:
I 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 l?
~o g 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 z
a~ ~ .. z -. N t:- .. 0
N '" <t '" <0 .... 00 Ol Q - - '" <t '" '" 00 0> 0 -
- - :;;
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JOHN A. JACOBSEN, RE.
CONSULTING ENGINEER
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HOURLY VARIATION
OF TRAFFIC VOLUMES
COUNTS TAKEN
.;Ai. \ IMY '?O, 14/0
f',OUT5 '2?, e>e.T\\J.
I,1\ANI-\A':")?6,T />.'i€.. p.N'D
..,n~L.INC:o AVE:. ,
~~uTI-\OL..P) I"l.\'.
24 HOUR COUNT
~A~Te;.OUND
\\I~Te>O\.lND
'!lOUl'1.Cs.', NY, 5. DS!"T".
Of' Tf<.ANSl"O~TAT1oN
JO~.11~1 EXHll?;>lritt- z
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1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
00
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0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z
~t- ~ N ill .- z .. N ii> r:- .. co
" '" '" "- <Xl <1> '2 - - ... '" '" <Xl <1> 0 -
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JOHN A. JACOBSEN, RE.
CONSULTING ENGINEER
(
HOURLY VARIATION
OF TRAFFIC VOLUMES
COUNTS TAKEN
~UN.\ 1M... ~I, \"10
~OUTE -t.'::> I I!:>E.""T"'-.'I.
IMNHA:>SI;T AVE, Al"D
5TI~L\N6 ,Il.."~. \
?OUTI-0L-D) N .y,
24 HOUR COUNT
t:A? TE!>OLJ N D
\V~Tex1UN'D
~OL!~Ce.: N.,(,~. P!:.!"'T.
OF ~N~o~TA TI 0 f"-l
Jdfl-ll'22 EXI-I16IT#-~
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1500
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1400
1300
1200
1100
1000
900
800
700
600
500
400
300
200
100
00
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I <t <t <t <t .. <t <t <t <t <t <t Z a. "- "- "- "- "- "- a. "- "- a. I
~O g 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 ~
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Z
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JOHN A. JACOBSEN, RE.
CONSULTING ENGINEER
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HOURLY VARIATION
OF TRAFFIC VOLUMES
COUNTS TAKEN
/NlN., JUNG ,) l"llo
F<-OUTE. 2S I ~e;T\.".
-V\AN~.A~e." Ave. AND
~TI~L\N6> AVE..\
"';OUTHOL..D) l'4.,"(.
24 HOUR COUNT
eA~irl!>oUND
- - - ~e:~T1;OUN D
5DLlI<C....: N.Y. -S. t;el"'T
OF n<'AN~pofl;TATION
.JOf!)'712'Z. CX!-\112> IT :;10 4-
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~o 8 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 z
ts..... .:.:. N ,;; .. z N ;:. .- 0
<t "' '" ... co 0> Q - - '" ... on '" co '" 0 -
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JOHN A. JACOBSEN, RE.
CONSULTING ENGINEER
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HOURLY VARIATION
OF TRAFFIC VOLUMES
COUNTS TAKEN
TU~. Ji.JN~ 1.) \'110
";OUTe 2.'? I p->",T\,\i.
lI\AN\-IA?5E:T Ave.. .At-<D
STII'<.LIN0 AVE..)
0ourHol-P\ N...,....
24 HOUR COUNT
/SA'" r I!!X'LJ r-< 0
- - - I\iEi.".,-e,OUt4D
SDU",CE: N.Y6. ~1"1.
OF ~N-?f'Of<.TATION
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J6e>-71:?'z' t:XHIf:>IT....... ?
1500
1400
1300
1200
1000
(
1100
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J v "" "
V '\
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900
800
700
600
500
400
300
200
100
00
>- ::E ::E ::E ::E ::i' ::i' ::E ::E ::E ::i' ::E ::E ::E ::E ::E ::E ::E ::E ::E ::E ::i' ::E >-
r <( <( <( <( <( <( <( <( <( <( <( z "- "- "- "- "- "- "- "- "- "- "- r
S20 g 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 <> 0 0 0 0 '"
0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 0 z
5>- N i<\ .. z .. .. 0
- " "' "' 0- 00 '" 0 - - N '" " "' "' 0- '" en 0 -
::i' - - - ::E
JOHN A. JACOBSEN, RE.
CONSUL TtNG ENGINEER
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HOURLY VARIATION
OF TRAFFIC VOLUMES
COUNTS TAKEN
\'JH'-:"\ JlJNe 3,1"170
MOUTe '2.S \ Ben\l.
/MNItA'7?ET A%.. Al'ID
<j TI 1'1.1-\ N "" ,AVE., \
'SOUTHOL..D) N..,.....
24 HOUR COUNT
~H:;>bUND
\VS--:iT"t>O U N P
'XJ'u~.;;e:: N.Y,~, D~p-r,
of TAAI'l?f'b~TAiloN
Jo0-712Z [3(HIf,\T~ W
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For the purposes of this study, we will use the graph for
Saturday, May 30, 1970 which should result in a conservative analysis
of the effect of the proposed development and also account for any
additional summer traffic which may be attracted to this area. In
addition, we will use the largest A.M. peak hour and the largest P.M.
peak hour indicated on the chart. The A.M. peak hour occurs between
11:00 A.M. and 12:00 Noon with an eastbound volume of 340 vehicles per
hour and a westbound count of 220 vehicles per hour for a total two-way
count of 560 vehicles per hour. The P.M. two-way peak occurred between
3:00 P.M. and 4:00 P.M. where 340 vehicles were counted in a westbound
direction and 290 vehicles in an eastbound direction for a total of 630
vehicles for both directions.
TRAFFIC GENERATION
To determine the effects of the traffic generated by the proposed
facility on the street system adjacent to the site, it is essential to
study the projects trip generation characteristics.
The basic traffic engineerin~ terms used in this report are trip
and generation. Both terms cause some confusion due to their use in other
studi(>s.
The term trip in this study reters to a single vehicular movement
(one way) having either an origin or a destination within the study area
or site.
The term generation refers to the total number of trips within a
given time period having an origin or destination within the study area
or site.
The March 1970 issue of "Traffic Engineering" carried an article
enti tled "Trip Generation Study of Selected Commercial and Residentiill
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Developments" by the Illinois section of the Institute of Traffic Engineers.
The result of this study indicated peale: period generation factors for
various commercial and residential projeots as follows:
USE RATE :A.M. P.M.
TRIPS PER IN OUT IN ou;f
Sing. FllIII. Res. Dwelling 0.23 0.58 0.60 O.~O
Town Houses Unit 0.08 0.~9 0.116 0.23
Office 1000 s.f. 2.11' 0.00 0.00 2.3
Neigh. Shop. Cu. 1000 s.f. 1.0 1.0 7.0 7.0
The above generation fac'l:ors were applied to the various facilities
of proposed project in question. The results of which are indicated in
Table 111 and 112.
It is important to note that we have added the peale: number of trips
for each use under the assumption that they occurred within the same hour.
This is probably not the case, however if the worst si tuadon does not
create any adverse traffic conditions, the project should be acceptable
from a traffic standpoint.
HIGHWAY CAPACITY STUDY
From physical measurements of the width of a highway, percentage
of trucks, peak hour factor and other criteria, the roadway capacity can
be computed. Capacity basically is the ability of a roadway to handle
traffic. The results of these computations indicated that under existing
roadway conditions, the capacity of Main Road is about 11180 vehicles per
USE.-
Sing. Fam. Res.
Townhouses
Gffice
Iieigh. Shop. Ctr.
TABLE f1
A.H. PEAK HOUR - TRIP GENERATION
"IN"
QUANTITY (FACTOR)
100 D.U. 0.23 trips/D.U.
385 D.U. 0.08 trips/D.U.
5,000 sq. ft. 2.1 trips/l,OOO sq. ft.
10,000 sq. ft. 1.0 trips/l,OOO sq. ft.
Total No. "IN" - 76
"IN"
(NO. TRIPS)
"OUT"
( FACTOR)
"OUT"
(NO. TRIPS)
23
31
12
10
0.58 trips/D.U.
0.49 trips/D.U.
1.0 trips/l,OOO sq. ft.
Total No. "OUT" - 257
58
~
189
10
______________________________________________________________________________~______________________.._.r_____________.
USE
. TABLE 62
P.M. PEAK HOUR - TRIP GENERATION
QUANTITY
"III"
(FACTOR)
"IN"
(NO. TRIPS)
"OOT"
(FACTOR)
"OUT" """\
(NO. TRIPS)
Sing. Faa. Rea.
'+0
'l'ownhouaes
O#f1ce
100 D.U.
0.60 trips/D.U.
0.46 trips/D.U.
385 D.O.
leigh. Shop. Ctr. 10,000 sq. ft. 7.0 trips/l,OOO sq. ft.
5,000 sq. ft.
Total No. "IN" - 307
60
177
70
0.40 trips/D.U.
0.23 trips/D.U.
2.3 trips/l,OOO sq. ft.
7.0 trips/l,OOO sq. ft.
Total. Xo. "OUT" - 211
89
12
70
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~our for both directions. This means tbat if traffic is split with 50\
eastbound and 50\ westbound, 740 yehicle. can be accommodated in each
direction or, in the extreme, 1480 vehicles per hour can pass a given
point in one direction if there in no opposing traffic.
The A.M. peak hour total traffic generation amountsto 333 vehicles
per hour. This figure combined with the present two way A.M. peak hour
volume of 560 vehicles per hour, equals 893 vehicles per hour. The volume
per capacity ratio therefore, equals 893/1480 or 60.3\. The P.M. peak
hour, two way traffic generation, amounts to 518 yehicles per hour which
when combined with the existing two way peak P.M. traffic volume of 630
vehiclee per hour equals 1148 vehicles per hour. When this total anticipated
traffic volume is compared with the roads capacity (VOlume/capacity ratio,
~148/1480) the road during this peak period would approach 77.6\ of its
physical ability to handle traffic. The above analysis assumes that all
vehicles entering or leaving the multi-family area and those entering or
leaving the single family, office building and shopping area all originate:
or are destined for points either past or west of the subject property.
To illustrate, if all vehicles originated or were destin.~ for Greenport,
the total P.M. two way traffic volume immediately west of the subject
property would amount to 1148 vehicles per hour, however if some vehicles
qame or were destined for Orient Point from the subject property, the
1149 vehicles would be reduced by that amount. It is therefore obvious
that the 1148 vehicles per hour figure, is the maximum number of vehicles
that could be anticipated. The actual volume would be something less
and accordingly the volume/capacity ratio would be les8 than 77.6\. With
all factors considered, including the assumption that all anticipated
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peak hour trips occurred with the same hour, the A.M. peak vOlume/capacity
ratio at 60.3\ and P.M. peak of 77.6\ do not constitute traffic congestion.
ANALYSIS OF LEFT TURN OPPORTUNITIES
Durin, the past three (3) years, this office has prepared nUme~'0\13
traffic surveys which have included the study of left turn movements into
and out of proposed and existing facilities. We have recently compiled
the results of these surveys and have prepared two (2) straight line &"pha
which approximate the ~ of all the data plotted. These graphs have been
included in this study as Exhibit 1/7 and Exhibit fis.
Utilizing the above mentioned exhibits and knowing the peak hour
traffic volumes for Main Road, the m~nber of left turn opportunities
during the peak five (S) minutes of the peak hour can be approximated.
Exhibit f/7 indicates in a diagram, ,a two-lane. two-way road with a
.
vehicle crossing opposing traffic to enter. curb cut or driveway. The
number one in the diagram. indicates the potential point of vehicular
conflict. Under these conditions, a motorist will not attempt this maneuver
until a gap or space between vehicles i. the opposing traffic is greater
than 4.75 seconds which is rounded out to 5.0 seconds for the purpose of this
study. In CondiHlln I, only the westbound peak hour traffic volume of
340 vehicles per hour is significant. The peak five (5) minute traffic
volUme can be computed by multiplying the peak hour traffic volume by a
factor of 11\ or (340 x .11) 37 vehicles. This 11\ factor was determined
through analysis of numerous studies we have prepared over the past three
years.
Finding the figure of 37 vehicles on the vertical column of
Exhibit 117 and proceeding to the right to the solid line, then down to the
..~
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V 140
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014 A.,GOE:>SE./ ,A'::>SOC\ATt:S5
P..A,i(' ? MI"-JUTs:.,=> v... NUM~e;>l OF' /.-6.~T -ru~,(J OPPol:Z.Tut-J'TIIii,:>
('2 L..AJ-J&;J '2 W""'-'-( !:Z.OA05-f.JA.'S>'S>""'-U ~ "::>UF'F'OL.I<:. c:.oU"'TIIi&.S)
CONDITION n
NOie:.: "'I:AI(. S lAIN. T~A.rFlc VOL.
E'QUAL~ 11"7. OF" Pe.A.1<- ~oull. VOLU//l.e.
t (
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(
-7-
(
!.
horizontal Une, we find that approximately 1i8 left turn ppportunities
are possible during this peak fb..".inute period. Assuming that the entire
hour would provide only 118 left turn opportunities every five minutes,
(Note: Each of the remaining eleven five minute periods would permit more
'. ....
than 1i8 left turn opportunities) this wouid mean(1I8 x 12) or 576 left turns
, .
per hour would be possible during the heaviest trU'fic volumes. The
maximum number of vehicles that would possibly be making this movement is tn. 177
-
vehicles from the Townhouse lI11ita during the P.M. peak hour. This also assllDes
that every vehicle originates from a point lIest of the entrance to the
Townhouse complex and that they make a left turn movement into the cObplex.
These 177 motorists' would have no difficulty making a left turn since
greater than 576 ~portUDitt.. would be available. Exhibit ~8 shows in a
.
diagram, a two-lane, two-way road with a vehicle leaving a driveway or
curb cut, crossing a lane of traffic (conflict point indicated with a
number one) and merging with the opposing lane of traffic (conflict point
indicated with a number two). The right angle crossing and merging
maneuver requires a total gap time of 6.0 seconds before a motOrist will
atte.pt this maneuver. In this condition, the total two-way traffic
volume for Main Road during the peak hour would be the significant figure.
This peak hour occure between 3:00 P.Il. and 11:00 P.M., when 630 vehicles
.
were recorded for the .ast and westbound directions. By multiplying 630
vehicles per hour by the 11\ factor, the peak five (5) minutes traffic
volume would be approximately 69 vehicles. We than find 69 vehicles in the
vertical colunm of Exhibit #8, which is read in the same IIlSJ1ner as Exhibit fl7,
and we find that approximately 29 left turn opportunities are possible during
~his peak five minute interval. Assuming as we did for Condition I that
(
-8-
(
the entire hour would provide only 29 left turn opportunities every five
minutes, this would mean (29 x 12) or 3118 left turns per hour would be
possible during the heaviest traffic volumes. Again the largest exiting
traffic volume is from the Townhouse complex where 189 vehicles leave
the site during the A.H. peale hour. Using the improbable assumption that
all 189 vehicles performed a left turn toward Orient point, they would have
no difficulty since greater than 3118 opportunities would be available. It
.
should be noted that all other movements into and out of either the
Townhouse complex or the single family, office and shopping "area entrance
would be right turns which are" wch less critical than the left turn;
movements described.
CONCLUSION
Based on the various elements of this traffic analysis, it is my
opinion that the construction of the improvements indicated herein, will
not create an undue traffic hazard or traffic congestion.
t1:~
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I EXISTING ROADWAY NETWORK
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ROADWAY DESCRIPTIONS
The major highway facility that provides access to the proposed development is
New York State Route 25. New York State Route 25 is essentially an east/west
route that consists of an undivided highway wi th one travel lane in each
direction and no separate turning lanes.
New York State Route 25 is the only highway facility in close proximity to the
site that will be impacted by site-generated traffic. It should be noted that
County Road 48 ends on the west side of the intersection of Main Street (south
leg of Route 25) at Route 25, North Road (on the east).
The lane configurations at the intersection approaches of Route 25 at the pro-
posed access road to the site consist of the following:
I.
Eastbound Approach on Route 25:
One thru lane.
2.
Westbound Approach on Route 25:
One thru lane.
MAJOR INTERSECTIONS
There are no major intersections that are located in the vicinity of the site
that this project will have a traffic impact on.
GRADES AND SIGHT DISTANCES
The grades on Route 25 in the vicinity of the site are essentially flat.
Thus, excellent sight distance will be available for traffic exiting the
site.
-10-
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ACCIDENT RECORDS
An accident history on New York State Route 25 in the vicinity of the site was
obtained for the period 1982 through 1985 from the New York State Department
of Transportation. Their records indicate that there were no accidents along
this stretch of Route 25 easterly to the Orient Point Ferry. As a result,
there are no high frequency accident locations within the vicinity of the
site. This low rate of accident occurence reflects the fact that there are
few adverse driving conditions on New York Sate Route 25 in the vicinity of
the site.
-11-
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EXISTING TRAFFIC
FLOW CONDITIONS
-12-
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TRAFFIC VOLUMES
Available traffic flow information was obtained from the New York State De-
partment of Transportation. The available information consisted of machine
traffic counts for a coverage count station on Route 25 in the vicinity of the
site that contains hourly volumes.
According to the information obtained from the New York State Department of
Transportation, the average daily traffic volumes on the roadways in the
vicinity of the proposed site are listed below:
- On Route 25, the average daily traffic is 4,300 vehicles.
An examination of the traffic volume information reveals that the peak weekday
traffic volumes occur between the hours of 5 :00 to 6 :00 PM., while the peak
Saturday traffic volumes occur between the hours of 11:00 A.M. to 12:00 Noon.
The available traffic volume information is contained in the section of the
Appendix entitled "Traffic Volume Counts".
AVAILABLE GAPS
Since the proposed development is accessible from both the eastbound and west-
bound lanes on Route 25, opportunities for safe ingress and egress at the site
were examined on the basis of (1) opportunities available to make left turns
in and right turns out of the site, and (2) opportunities to make left turns
out of the site. It was determined that there are sufficient gaps for safe
ingress from the east and safe ingress and egress to the west under varying
traffic conditions for the majority of the year. Adequate gaps are available
in the westbound and eastbound flows of traffic due to the predominantly free
flow operation of Route 25 in this area.
-13-
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A critical gap study was conducted that examined the simultaneous gaps in both
directions of travel on Route 25. Table 1 reflects the results of this study,
which is based upon the new Highway Capacity Manual, "Transportation Research
Board Special Report 209, 1985". Each of the numbers under the column "Poten-
tial Capacity" reflects the number of vehicles that are expected to make the
respective movement in an hour under these conditions. These volumes will be
discussed in another section of this report entitled "Roadway Capacity An-
alysis".
-14-
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CRITICAL OPPOSING POTENTIAL
MOVEMENT GAP REQUIRED VOLUME CAPACITY
Southbound to Eastbound 8.0 Seconds 430 Veh. /Hr. 390 Veh./Hr.
Left Turn Out of Site
Southbound to Westbound 6.5 Seconds 173 Veh. /Hr. 750 Veh./Hr.
Right Turn Out of Site
Eastbound Left Turn 5.5 Seconds 17 3 Veh. /Hr. 910 Veh./Hr.
Into the Site
TABLE 1
CRITICAL GAP CAPACITY ANALYSIS
-15-
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EXISTING
EMERGENCY SERVICES
-16-
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The availabili ty of police protection and
vicini ty of the proposed site is excellent.
partment covers the area of the site.
fire protection services in the
The Southold Town Police De-
The closest firehouse of the Village of Greenport Fire Department is located
within the Village, less than one mile from the site.
Due to the excellent patrol coverage of the police and the close proximity of
the firehouse, it should be recognized that excellent emergency services are
available to service the site of The Breakers at Lands End.
-17-
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SITE
TRIP GENERATION
ANAL YSIS
-18-
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Information on trip generation rates for condominium housing complexes are
contained in the latest printing of the "ITE Trip Generation Manual" that is
published by the Institute of Transportation Engineers. The information con-
tained in the ITE Trip Generation Manual is consistent with generation rates
of similar developments in Suffolk County. Table 2, Site Generated Traffic,
presents a breakdown of the anticipated entering and exiting traffic for the
proposed development of The Breakers at Lands End for the peak hours on a
weekday and on a Saturday.
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350 CONDOMINIUM HOUSING UNITS
Average Trip Ends Per Hour Average Trip Ends Per Hour Average Peak Hour Trip Ends
A.M. Peak Hours (7-9 A.M.) P.M. Peak Hours (4-6 P.M.) Saturday A.M. (iI-Noon)
Enter Exit Enter Exit Enter Exit
25 130 130 63 91 77
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Table 2
Site Generated Traffic
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DIRECTIONAL
DISTRIBUTION
ANAL YSIS
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The directional distribution was estimated based on the anticipated location
of work, shopping, and recreational destinations.
It should be noted that due to the location of the site at the eastern end of
the North Fork of Long Island, minor traffic volumes are expected from east of
the site.
Figure 4, Directional Distribution of Site Generated Traffic, indicates the
percentage of the vehicles that will arrive at and exit from the proposed de-
velopment via the existing roadways based on the provision of an access point
on Route 25.
-21-
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+
~
~<:)
OV
'0
~<:) /
,,"'"
,'0
.....'
"o~e A
.-
j'
SITE
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,
/
/
(
ISLAND'S END
GOLF AND
COUNTRY CLUB'
,
,
'OD
\
\
\
\
~
\
"
-(.s
~.
FIGURE 4
DIRECTIONAL DISTRIBUTION
OF SITE-GENERATED TRAFFIC
NOT TO SCALE
22
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TRAFFIC
ASSIGNMENT ANALYSIS
-23-
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The site-generated traffic and the directional distribution were utilized to
assign traffic volumes at the proposed access point and on the surrounding
roadway network.
Figure 5, Distribution of Site Generated Traffic, assigns the site-generated
traffic during the peak weekday hour of 8 :00 to 9 :00 A.M., the peak weekday
evening hour of 5:00 to 6:00 P.M., and the peak Saturday hour of 11:00 A.M. to
12:00 Noon.
-24-
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+
~
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/
J
\
\
...
ISLAND'S END
GOLF AND
COUNTRY CLUB'
SITE
/
/
(
\
\
'OD
,
\
..
.. ..
-> '"
'{.S
~.
. ~\ '.> )(.9::1
~Z")
\1)
Z'.>~\ KEY:
000 = 8:00-9:00 A.M.
(000) = 5:00-6:00 P.M.
CO 0 O::J = 1 1 : 0 0 A. M. - N 0 0 N
(SATURDAY)
FIGURE 5
SIT E - G ENE RArE D T R A F F I C VOL U M E S
NOT TO SCALE
25
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ROADWAY
CAPACITY ANALYSIS
-26-
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In order to assess the impact of the site-generated traffic on the adjacent
roadway network, the traffic was compared to the previously conducted criti-
cal gap analysis. Table 3 reflects this comparison.
POTENTIAL ANTICIPATED PEAK HOUR VOLUMES *
MOVEMENT CAPACITY** 8-9 AM 4-5 PM SAT. 11-12 AM
Southbound to Eastbound 390 VPH 13 6 8
Left Turn Out of Site
Southbound to Westbound 750 VPH 117 57 69
Right Turn Out of Site
Eastbound Left Turn 910 VPH 23 117 82
Lane Into Site
*
From Figure 5
** From Table 1
Table 3
Site Traffic Versus Critical Gap Volumes
It is obvious from this analysis that the volumes which are expected to be
generated by this development will be easily accommodated and will only minim-
ally impact the surrounding highway network.
-27-
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ACCESS EXAMINATION
-28-
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In order to develop an access plan which will cause minimal interference to
the flow of traffic on Route 25, the major access point to the site was de-
signed to permit right turns in, right turns out, left turns in, and left
turns out. The access plan indicated on the site plan provides a separate
entrance roadway and a separate exit roadway, with the easterly driveway being
the entrance roadway and the westerly driveway being the exit roadway.
Even if one major access roadway is provided, it is recommended that in order
to minimize future congestion and delays on the exit roadway from The Breakers
at Lands End, a separate right turn exit lane and a separate left turn exit
lane should be provided.
It is recommended that an eastbound to northbound left turn lane be provided
on Route 25 to accommodate left turning vehicles that desire to enter this
site. This separate left turn lane will enhance the flow of traffic along
Route 25 by minimizing disruptions and stops and delays to thru traffic that
could otherwise be delayed by waiting behind the left turning traffic.
A 20 foot wide emergency access road is also located along the westerly pro-
perty line. Access will be permitted only to emergency vehicles.
-29-
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Our study and analysis have concluded that the construction of the proposed
development will have minimal traffic impact on Route 25 and the adjacent
roadways in the immediate area of the proposed development.
Although the development of the condominium homes will add traffic to the
adjacent roadway network, the traffic impact will be minimal and the existing
highway network will be able to easily accommodate this additional traffic.
The following points should be recognized:
1.
The location and design of the access point on Route 25 will provide the
traffic service required with minimal disruption to traffic on Route 25.
2.
It is recommended that an eastbound to northbound left turn storage lane
be provided on Route 25 to accommodate left turning vehicles desiring to
enter the site.
3.
Due to the excellent patrol coverage of the police department and the
close proximity of the fire house, it should be recognized that excellent
emergency services are available to service the site of The Breakers at
Lands End.
4.
There are sufficient available gaps on Route 25 to accommodate the safe
ingress and egress of vehicles that will be generated by the proposed de-
velopment. As a result, there is sufficient capacity on Route 25 to ac-
commodate this additional site-generated traffic without creating a traf-
fic operational problem.
5.
The vehicular entrance/exit to the site is clearly visible to traffic on
Route 25. Thus, the sight distance in the vicinity of this point is
adequate. No nearby adjacent driveways exist on Route 25 that will in-
terfere with the operation of the access driveway.
As a result, based on a traffic and safety standpoint, it is recommended that
the proposed development of The Breakers at Lands End be approved.
-31-
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DC 07
YR 84
DY 0 0
MQ W R
25
25
26 2 1
26 2 2
27 3 1
27 3 2
28 4 1
28 4 2
29 5 1
29 5 2
DIR
2
TOTAL
'~
3/04/85
-
MO JUNE
STATION 296
12
TD
1
1
2
2
2
1
2
2
2
2
2
4
1
TD
2
1
o
1
o
2
2
2
TO
3
3 4
TO TO
4 5
, I
I ,II.
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1-2j1"I' I
_111_
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- -
-
-
-
-
o
1
1
o
COVERAGE COUNTS STATION HOURLY REPORT
NEW YORK STATE DEPARTMENT OF TRANSPORTATION
ROUTE 25
MILEPOINT 0417251 LOCATION MANHA$SET AVE
o
o
1
o
WK-YR 27
FACTOR GROUP 60
BATCH NO. 457 REFERENCE MARKER POST 25 07041702
5 6
TO TO
6 7
AM
7
TO
8
S
TD
9
9
TO
10
10 11
TO TO
11 12
12
TD
1
1
TO
2
2
TD
3
3
TD
4
4
TD
5
5 6
TO TO
6 7
PM
o
o
1
o
1
o
17 17 19 17 12
17 14 26 14 15
o
o
2
1
7 28 19 15 17 22 18 14 16 14 17 14 10
6 10 12 10 15 13 14 18 16 14 26 12 10
3
4
o
o
1
2
6 20 12 11 14 15 17 17 1 B 15 16 15 11 7 6
5 8 13 10 15 12 16 17 19 15 31 13 12 9 11
o
1
3
1
5 20 14 11 14 15 17 14 17 15 17 16 11 8 9
5 10 13 14 14 1 1 21 14 20 14 30 12 13 10 13
o
1
2
1
6 21 12 9 13 15
5 10 12 13 13 14
o
2
AVERAGE
WEEKDAY
H D U R
5
6
7
8
9 10 11 12
2
3
4
5
6
o
2
6 22 14 12 15 17 17 15 17 15 17 16 11
5 10 13 12 14 13 17 16 18 14 28 13 13
7
TO
8
9 9
9 12
7 7
7 11
7
8
9 10 11 12 TDTAL TDTAL HR HOUR
8
9 12
, I
-
, III
-
i I I . 1111,1.j
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NARROW RIVER RD
8
TO
9
8
3 11 32 27 24 29 30 34 31 35 29 45 29 24 17 20 12
DIR TOTAL COUNT FACTORED ADV HRS COUNTED DAYS COUNTED AVG % AVG DAY
HI HR
2
TOTAL
8910
8440
17350
2198
2104
4302
94
5
220
.094
94
5
280
. 125
18B
10
450
.098
9
TO
10
8
3
6
5
6
5
7
5
7
5
EST DESIGN HOUR
507
10 11
TO TO
11 12
7
4
4
3
5
4
5
5
5
4
9
DIR
TOTAL
4
1
4
1
2450
2070
5
1
2200
2210
3
1
2250
2300
DIR
4 2330
2230
5
11.1. I,ll
1_
ROUTE 25
PAGE 3
TYPE 4
c
SECTION LENGTH 5.34
DAY
TOTAL
B
4520 17
8
4410 17
8
4550 17
DAY
HI HIDAY HR
220
280
4560
EST AADT
4302
HI
HR
HI HR
COUNT
280
260
200
310
200
300
450 17