HomeMy WebLinkAboutHudson City Savings Bank Plaza MattituckP~ '~
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- Hudson City Savings Bank
- Plaza
_~ Mattituck, New-York
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~VIIB\~ Eschbacher VHB ~ ,, ,.•-'"
Prepared by: '~--~
Eschbacher VHB
Engineering, Surveying and Landscape Architecture, P.C.
__ 2150 Joshua's Path, Suite 300
Hauppauge, NY 11788
631.234-3444
May, 2008
I~
Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.C.
- Table of Contents
Table of Contents ..................................................................................................................1
Introduction ........................................................................................................................... .1
Study Methodology ...............................................................................................:.................. ..1
Existing Conditions .............................................................................................................. .3
Roadway Network .................................................................................................................... ..3
Key Intersections ..~ ..................................................:............................................................... ..3
Existing Traffic Volumes ...........................................:.............................................................. ..4
• 5
Build Conditions .................................................................................................................. .
Trip Generation ........................:.....................................................:......................................... ..5
- Trip Distribution &Assignment .......................................:......................................................... ..6
Intersection Capacity Analysis ........................................................................................... .7
Analysis Methodology ................................................................:............................................. ..7
' Unsignalized Intersections ....................................................................................................... ..7
Impact Analysis .................................................................................................................... . B
-- Identification of Impacts ........................................................................................................... ..8
Analysis Results ............................:...........:..........................................:................................... ..8
Site Access./Drive-through Window/Parkigg ........................................................................... ..9
-- Conclusions .......................................................................................................................... 10
Appendix A ........................................................................................................................... 11
- • APPendix B ........................................................................................................................... 12
Appendix C ........................................................................................................................... 13
An affiliate of Vanasse Hanger Brustlin, Inc.
Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.C.
1
Introduction
- • Eschbacher VHB has conducted a traffic impact study for the development of
Hudson City Savings Bank Plaza, consisting of a bank and office building on Main
Road in Mattituck, New York.
The subject site consists of 1.93 acres on the south side of Main Road across from the
intersection of Pacific Street. As shown on the proposed site plans, prepared by
James V. DeLucca, R.A., the project will consist of a 3,244 s.f. bank with two drive-
thru windows and a 9,982 s.f. office building with a total of 89 parking stalls. A
location Plan has been prepared and included as Figure 1 (all figures aze located in
Appendix A). There will be one access driveway directly opposite Pacific Street
which will service both buildings.
. The traffic study has been undertaken at the direction of the New York State
Department of Transportation to examine the impact the project will have on local
_ • traffic conditions. This report presents the results of the traffic study including a
summary of the data collection process, traffic analysis procedures, and study
conclusions.
Study Methodology
The methodology used in this traffic study consisted of the following items:
1. The proposed site plan and related documents were reviewed to obtain an
understanding of the scope of the project.
1 Introduction An affiliate of VanasseHangen Brustlin, Inc
~~
Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.C.
2. Manual fuming movement counts were collected at the intersection of Main
Road and Pacific Street on a typical weekday during the AM, mid-day and PM
__ peak periods.
3. Trip generation estimates for the proposed project were made.
4. The project generated traffic volumes were distributed algng the adjacent
roadway network to produce the Build traffic volumes.
5. Intersection capacity analyses were performed for the driveway for the Build
Conditions.
6. The site access was reviewed.
•
•
2 Introduction An affiliate of Vanasse Hangen Brustlin, Inc
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2
Existing Conditions
_- The site is located along the south side of Main Road opposite Pacific Street in the
Town of Mattituck (See Figure 1 in Appendix A). The site is currently occupied by a
commercial building which housed a beverage distributor and three houses, all of
which will be demolished to accommodate the proposed development.
Roadway Network
Main Road is an east-west state arterial under the jurisdiction of the New York State
Department of Transportation. In the site vicinity, it provides one travel lane in each
direction, with full paved shoulders on both sides. The posted speed on this section of
roadway is 30 miles per hour. There is an existing sidewalk along the north side of the
street.
Pacific Street is a local north-south road under the jurisdiction of the Town of
_ Southold that runs between Main Road and Old South Avenue. The roadway consists
of a single lane in each direction.
•
Key Intersections
`- To determine the potential traffic impacts of the proposed project, the unsignalized
intersection of Main Road with Pacific Street and the site access driveway was
analyzed to assess future conditions with the proposed project.
3 Existing Conditions - An affiliate of VanasseHangen Brastlin, Inc
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Existing Traffic Volumes
Intersection fuming movement counts were manually collected. at the intersection of
Main Road and Pacific Street on a typical weekday and the peak hours were identified
as 8:15 a.m. to 9:15 a.m.,12:00 p.m. to 1:00 p.m. and 4:00 p.m. to 5:00 p.m. The resulting
peak hour Existing Traffic Volumes for these periods are shown in Figures 2, 3 and 4.
` The manual fuming movement count data can be found in Appendix B.
•
_•
4 Existing Conditions An affiliate of Vanasse Hangen Brustlin, Inc
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Build Conditions
Trip Generation
--
- •
To estimate the site-generated traffic by the proposed development a review was
undertaken of the available trip generation data sources, including the reference
published by the Institute of Transportation Engineers (ITE), Trip Generation, 7th
Edition. This widely utilized reference source contains trip generation rates for a
related use, "Drive-in Bank (Land Use Code #912) and "General Office Building'
(Land Use Code #710). Table 1 summarizes the trip generation data below.
Table 1
Trip Generation
Weekday Trip Rate Entering Trips Eziting Trips
Peak Period Per Unit Total Trips
Percent
Volume
Percent
Volume.
3,244 S.F. Drive-in Bank- Land Use Code 912
AM 12.34 40 56% 22 44% 18
Mid-day 53.46 173 51% 88 49% 85
PM 45.74 148 50% 74 50% 74
9,982 S.F. Office Building- Land Use Code 710
AM 1.55 16 88% 14 12% 2
Mid-day 1.55 16 50% 8 50% 8
PM 1.49 15 17% 2 83% 13
'Rate per 1000 square feet of grass floor area
` Reference: "Trip Generation", ITE Seventh Edition, 2001
5 Build Conditions An affiliate of Vanasse Hangers Brustlin, Inc.
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From Table 1, a combined total of 56 trips (36 entering and 20 exiting) would be
generated during the AM peak hour, 189 trips (96 entering and 93 exiting) during the
mid-day period and 163 trips (76 entering and 87 exiting) during PM peak hour.
It should be noted that the ITE does not provide amid-day rate for office buildings.
Therefore, the PM peak rate was utilized to arrive at the total number of trips, but the
trips were split evenly between traffic entering and exiting the site to reflect what we
believe to be a reasonable distribution pattern at this rime of day. It should also be
noted that the AM and PM peak hours for a bank typically do not correspond to
office peak hours for an office building.
Also, because the ITE trip generation rates for both the bank and office building are
lower on Saturdays, the weekday mid-day and weekday PM time periods reflect the
worst case scenario.
_~
Trip Distribution & Assignment
Trips originating from and destined to the project site were assigned to the adjacent
roadways based on existing traffic patterns and the results are depicted in Figures 5,
6 and 7. The resulting site-generated traffic volumes for the AM, mid-day and PM
peak hours were then added to the existing fuming movement volumes at the study
intersection to yield the Build condition. The build traffic volumes for the AM and
PM peak hours are shown in Figures 8, 9 and 10.
•
Build Conditions An affiliate of Vanasse Hangen Brustlin, Inc.
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Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.G.
4
Intersection Capacity Analysis
Analysis Methodology
The capacity analyses were performed in accordance with guidelines set forth in the
2000 Highway Capacity Manual (2000 HCM), published by the Transportation
• Research Board, using Synchro software.
Unsignalized Intersections
The capacity of a controlled leg of an unsignalized two-way stop controlled
intersection or driveway is based on an estimation of the distribution of gaps in the
major street traffic flow, driver judgment in selecring a gap through which to execute
the desired maneuver, and the follow-up time required by each driver in a queue.
The level-of-service (LOS) for the subject approach of astop-controlled intersection is
evaluated based on the average total delay per vehicle. Total delay is defined as the
total elapsed time from when a vehicle stops at the end of a queue until the vehicle
_ departs from the stop line. There are also six classes of level-of-service, ranging from
A (best) to F (worst), utilized by the 2000 HCM to determine the intersection,
approach, and lane group levels of service for un-signalized intersections:
•
2000 HCM LOS Classification -Unsignalized Intersections
Level-of-Service (LOS) Control Delay Per Vehicle (sec)
A < 10.0
B >10.0and <15.0
C > 15.0 and < 25.0
D > 25.O and < 35.0
E > 35.0 and < 50.0
F > 50.0
7 Intersection Capacity Analysis An affiliate of Vanasse Hanger Brustlin, Inc.
Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.G.
5
Impact Analysis
Identification of Impacts
The traffic operations of the key signalized intersection were analyzed under the
future Build condition in order to evaluate the operation of the site driveway upon
completion of the project.
_•
Analysis Results
The results of the capacity analysis are contained in the Appendix. Based on these
results, the unsignalized intersection of Main Road and Pacific Street/Site Access
- Driveway will operate at Level of Service A during the morning peak period, Level of
Service B during the mid-day period and Level of Service D during the afternoon peak.
However, it must be noted that Main Road in both directions will continue to operate
at Level of Service A. Pacific Street will operate at LOS C in the morning and LOS D in
the mid-day and afternoon periods. The site driveway will also operate at LOS C in the
morning, but will fall to LOS F during the mid-day and afternoon periods. However,
the analysis is based on the bank traffic and the office traffic peaking at the same time.
As indicated above, the actual peaking chazacteristics are expected to be different.
r 1
U
It should also be noted that Synchro is a macroscopic model. A major limitation of
the macroscopic model is they cannot model the interactions of vehicles. Thus,
Synchro is unable to identify or recognize gaps in a traffic flow. In order to obtain a
perspecfive of the intersection in a dynamic environment, simulation software has to
be used to simulate the model. Therefore, SimTraffic, a powerful traffic simulation
software program that takes into consideration vehicle and driver performance
characteristics, was utilized. Simulation models are designed to emulate the behavior
_ of traffic in a transportation network over rime and space to predict system
performance. Generically, SimTraffic is a microscopic model. Microscopic models
simulate the characteristics and interactions of individual vehicles. They essentially
produce trajectories of vehicles as they move through the network. The processing
logic includes algorithms and rules describing how vehicles move and interact,
Impact Analysis An affiliate of Vanasse Hangen Brustlin, Inc.
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Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.C.
including acceleration, decelerafion, and lane changing, and passing maneuvers.
Every vehicle that enters the network is traced and the performance is recorded as it
__ moves through the network until it exits. The SunTraffic performance analyses which
are also included in Appendix C reveal that the actual vehicle delay times will be
substantially less than the Synchro results indicate.
Site Access /Drive-through Window /Parking
The proposed site access will be a single driveway which has been aligned to intersect
Main Road opposite Pacific Street. Site distance for exiting traffic was evaluated and
found to be more than adequate based on the speed limit on Main Road.
The configuration of the parking layout and aisles ensures good circulation for both
,_ • development components. The location of the drive-through window on the subject
site is such that there is adequate space at least 25 vehicles to queue on site without
backing onto the State highway. According to the ITE publication "Transportation
_ and Land Development", the recommended storage requirement for banks with two
drive-through windows is 12 to 18 vehicles. However, based on our experience, we
have found that bank drive-through queues rarely exceed a total of 6 to 8 vehicles.
-- Furthermore, we have found that multiple drive-through windows generally result
in shorter queue lengths due to an overall reduction transaction time. Based on this,
it is our opinion that the drive-through window, as depicted, will have no adverse
-- impacts on the State highway.
In terms of parking, the site plan depicts,a total of 110 spaces with 89 of these to be
constructed and 21 to be landbanked. Based on the ITE Parking Generation
publication, the bank is expected to generate a peak parking demand of 20 to 25
• spaces and the office building between 30 and 40 spaces. Thus, the combined
demand of a maximum of 65 spaces is well below the proposed 89 spaces that will be
available.
Impact Analysis An affiliate of Vanasse Hangen Brustlin, Inc.
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Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.G.
Conclusions
-- •
•
Based on the results of the study, the following can be concluded
1. The proposed project will generate only a moderate amount of traffic.
2. The adjacent roadway network can accommodate the projected additional
traffic volumes.
3. The proposed access driveway will provide satisfactory ingress and egress to
the site.
4. The proposed bank drive-through window will have no adverse impact on
the traffic operations of the local roadway network.
10 Conclusion An affiliate of VanasseHangen Brustlin, Inc.
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Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.C.
Appendix A
-•
_•
An affiliate of Vanasse Hangen Brustlin, Inc.
~~
Eschbacher VHB Engineering, Surveying and Landscape Architecture, P.C.
Appendix B
_•
An affiliate of Vartasse Hangen Brustlin, Inc.
9:15 AM
9:30 AM
9:45 AM
Peak Hour
8:75 AM to 9:15 AM
PHF
~ 569
508 -~
Site Driveway -
~- 548
509 ~
Sam-10am
27482 TMC
- 4/23/2008
TRAFFIC VOLUME DATA Main Road (NY-25) @ Pacific Street ESCHeACHER VHB
Mattituck, NY
TRAFFIC VOLUME DATA Main Road (NY-25) @ Pacific Street ESCHeACHER VHB
Mattituck, NY
flats CnllarteR 4/77/!1R lT wcriavl
Start Time Eastbound Westbound North bound Southbound Cum.
Lek
Thru
Ri ht
Total
Lek
Thru
Ri ht
Total
Left
Thru
Ri ht
Total
Left
Thru
Ri ht
Total TOTAL
Houd
B 00 AM
'";rye ~51~f °~~
,r
' 4Y !vl 5
-'
i ~,:. 126
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, 4 131
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ri..i~3. 118
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9:15 AM 4 111 0 ,
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9~.3o AM 0 98 0 98 0 128 1 129 0 0 0 0 1 0 7 8 235 1,051
9.45 AM 9 119 0 128 0 105 1 106 0 0 0 0 1 0 12 13 247 1,008
Peak Hour
8:15 AM to 9:15 AM 12 494 2 508 0 543 5 548 1 0 0 1 15 0 25 40 1,097
PHF 0.98 0.93 0.25 0.63
1 °'
d
40 17
1
25 0 15 R
a
12 ~ ~ ~
~ 569
494 ~
~ 543 ~ -- 548
508 --
0 ~
~ 509 ~
r
~ ~
~
I Main Road (NY-25)
0 ~° ~°
Site Driveway ~ 00 PEAK HOUR DATA
1 Time: 8:15 AM to 9:15 AM
Sam-10am
27482_TMC 4/23/2008
i ii ~ i
•
TRAFFIC VOLUME DATA Main Road (NY-25) @ Pacific Street ESCHBACHER VHB
Mattituck, NY
Date Collected: 4122/08 Tuesda
Start Time Eastbound Westbound Northbound Southbound Cum.
Left Thru Ri ht Total Left Thru Ri ht Total Left Thru Ri ht Total Lek Thru Ri ht Total TOTAL Hourl
8 00 AM 5 126 0 131 0 118 2 120 0 0 0 0 4
0 7 11 262
~_ ,$ ~1 S AM `' '°' 3~ ~;` 128 ~ ~ .a. ~ ;'3 29 ~ ~. 0 ~ ~ , ~ f 33 ~1- ~ ~ 134 ', 0 ~ Q ' 0 0 ~ .1 ~ 0 S' ; 6 269
~ 127 0 ~", 128 0 ;126 ~. 2 '," i 28 ° 1 ~ .
8 3t7 AM 0 0 1 1~ ~ 0 5 i6 2fi3
8.45P~A ~ 4 ~. 122 .' 1 ~' ,;127 ~ 146 ~, 1 '~ ~ 147~~ 0 ~ ~~ D '~ '0 ~ II" 9 ~:. -z `0 ~' 7` ~',16 290 1,084
w*. ~.~ ...,9;Q0 AM~ :~. ! ~ 4 ~.. 119.:;". 1 -: ;124 ` ~ "D .. ~~ .~~3$.., . ~„ : 1 . = 139: ~ , 0 s4 _ p ,`.O..u~ »: Q.~r~. ~ ~ ,,,~ .. ~ 0 ! 8 ~. 12 275: '.
9:15 AM 4 111 0 115 0 123 1 124 1 0 L .,.~. 0 1 4 0 7 11 251 1,079
9:30 AM 0 98 0 98 0 128 1 129 0 0 0 0 1 0 7 8 235 1,051
9:45 AM 9 119 0 128 0 105 1 106 0 0 0 0 1 0 12 13 247 1,008
Peak Hour
8:15 AM fo 9:15 AM 12 494 2 508 0 543 5 548 1 0 0 1 15 0 25 40 1,097
PHF 0.98
0.93 0.25 0.63
1 ~
40 17
N 1
25 0 15 ~Ci
a
12 J ~~
t- 569 ~---- 548
494 -~ ~---- 543
508 -s ~ - 509 -~
2 ~ ~0
I ~ Main Road (NY-25)
00°~~
1 PEAK HOUR DATA
Site Driveway --
1 Time: 8:15 AM to 9:15 AM
Sam-10am
27482_TMC 4/23/2008
TRAFF IC VOLUME DATA Main Road (NY-25) @ Pacific Street escHSA CHERVHe
Mattituck, NY
Oate Collect ed. M22/08 Tuesda
Start Time East bound Westb ountl Northbound Southbound Cum
Lek
Thru
Riyht
Total
Left
Thru
flight
Total
Lek
Thru
Ri ht
Total
Left
Thru
Ri ht
Total
TOTAL .
Hourl
8 0o A61
'4 =6
+ 5 126 0 131 0 118 2
~ 120 0 0 0 0 4 0 7 11 262
815 AM
` " 3 .t ~ 128 ,,?
~ , Q ° ., „i29 0 ,:133 r, r 9 134F;~ •*. 6.,'; - .0: ~ - 0 0, ,1~ .{0 `. 8 ~'. 269. 1
Br30 AM
r 7 ~; X4127 ~' i 0 ;128 ~ fl. 12hw,' 2 ~ 128 .:; 1 i U= 0 1 7 a 0 ~ 6- a ~ Q 263
t X845 PM ~*t 4 y 122:N 1 ry127 Oa 14fi,~ 1 _ ~ ^I47 9 Oi :'0' 0 9 ~~. ~0 7- " 16 290 1084
r ..,. , ;9,04 AM. , „a . 4 _,~~y x 115 ;
~~ ~ ' .. 1,. ,;'124 ` .4 „4 ". 136; . 1 ~ ..
~
~~ .139'; ~-:: 0 : Os
~ `..0 ~.
0 ~ 4 _ 0' 8' ~ 12 275 r ' 1 097 ':
a15 A64
4
111
0
115
0
123
1
124
~~
0
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,
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7 .
11 ,
251 , .
.1
079
9:3o nM 0 98 0 98 0 128 1 129 0 0 0 0 1 0 7 8 235 .
1
051
9 45 AM 9 119 0 128 0 105 1 106 0 0 0 0 1 0 12 13 247 ,
1.008
Peak Hour
8:15 AM to 9:15 AM 12 494 2 508 0 543 5 548 1 0 0 1 15 0 25 40 1
097
PHF 0.58 0.53 0.25 0.63 ,
1 ~
40 17 d
fn
N 1 w
zs Do 1s a
~ 1 ~
. .
12 ~ ~ ~
t 569 ~ 548
494 -i ~- 543
508 -~
2
0
509
-~
1 I ~ Main Road (NY-25)
~~°
r PEAK HOUR DATA
Site Driveway --~ ~~
1 Time: 8:15 AM to 9:15 AM
Sam-10am
27482_IN~C 4/23!2008
TRAFFIC VOLUME DATA Main Road (NY-25) @ Pacifi c Stree t ESCHBACHER VHB
Mattituck, NY
Date Collected. 4/22/08 (Tuesda
S
i Easthound Westbound Northbound Southbound TOTAL Cum.
tart T
me Lek Thru Right Total Left Thru Right Total Lek Thru Right Total Lek Thru Right Total Hourl
1t00 nM 7 144 0 151 0 131 2 133 0 0 0 0 3 0 ~~ 14 298
11:15 AM 5 130 0 135 0 122 4 126 0 0 0 0 2 0 8 10 271
'.t3o AM 0 143 0 143 0 126 ~ 127 0 0 0 0 3 0 15 18 288
^.tasAM 3 128 0 131 0 139 0 139 0 0 0 0 0 0 9 9 279 1,136
1 z oo PM
5
139
t
0
144
0,
132
~
2
134
1
b '
0 ~
6
0
& •
14
283 ' 131
1
r
1 ~ 92 15 PM 7 144
~ ? 2 .... 15$ s 02
t 't'~"x146 D 146 0
~ 0 ;
~ 0 ~. 0 ~ 7
; 0 12'
~ 19 ,- 318" 1 178
~ ~ '
7230 PM > 7 `~ 114 4~ 181
~ 1~ 116 4 ' 121 %0 ^' D C Q 6
~ 0 16- 22 `. 324 1
214
,
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^~. ,~24~PM. ~....;.` ,.
3,,:,
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17, .~.".
286.
„1,221
Peak Hour
12:00 PM to 1:00 PM 22 591 2 615 1 516 14 531 3 0 0 3 22 0 56 72 1,221
PHF 0.85 0.91 0.38 0.82
~-- 569
615 ~
22
591 ~
Site Driveway
~ 531
613 ~
11 am-fpm
27482 TC1C 4/23/2008
• •
TRAFFIC VOLUME DATA Main Road (NY-25) @ Pacific Street ESCHBACHER VHB
Mattituck, NY
Date Collected: 4!22108 lTUesda
Start Time Eastbound Westbound Northbound Southbound Cum.
Left Thru Ri ht Tolal Lek Thru Ri ht Total Lek Thru Ri ht Total Lek Thru Right Total TOTAL Hourl
2:00 PM 7 139 0 146 0 131 2 133 0 0 0 0 1 0 9 10 289
2:15 PM 5 140 2 147 1 132 1 134 0 0 0 0 0 0 11 11 292
2:30 PM 6 123 0 129 0 116 1 117 1 0 0 1 3 0 12 15 262
2-s5 PM 7 125 1 133 0 147 0 147 0 0 1 1 1 0 6 7 288 1
131
3'.OO PM 5 150 1 156 D 139 1 140 1 0 0 1 1 0 11 12 309 ,
1
151
3:15 PM 6 133 0 139 0 132 2 134 0 0 0 0 5 0 9 i4 287 ,
1
14fi
3:30 PM 5 158 0 163 1 151 4 156 0 0 1 1 2 0 8 10 330 ,
1
214
345 PM i 162 0 163 0 133 2 135 0 0 0 0 2 0 7 9 307 ,
1
233
'~~Yi400rPM 1 of nF188 0 169 .0 1169 ° 2 ~ ,
17t Q 0' 9 ' - 4 ~ 3 ' ' 0 ~ ~~ '5 8 :
36& ' ,
1
292
i41§PM
"= 4-t 156 '0 1 181 0 136 ~ 2 `~ ,
~
138 24 0` + 0'
+ i ~ ~
~ '~ , , ,
S
.' 430 pM '
< 3
164 "
1 0' s
'
`767
<0 ;
' °
°`
e x
0 e,. 7 ,~ ..-1 ~.; 0
~ ~9-
~ 10~[ ;310 -: 1,315
-c + .< 14d ?r ' 5 149 =1 0 .; ~*,
n, p'.1 ',9 ;..'. i 2 0 ~ 6 B ': ?, 324 1.309
Peak Hour
4:00 PM to 5:00 PM 10 703 1 714 0 625 9 634 0 0
PHF 0.91 0.90
1 0 25 7 0 31 0379 1,387
2pm-Spm
27482- Th1C 4/23/2008
Main Road (NY-25) @ Pacific ~eet
Mattituck. NY
File Name :27482 TMC AM
Site Code :27482001
Start Date :04/22/2008
Page No 1
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08:15 AM C O O O 0 O 0 269
08:30 AM 5 0 1 0 2 126 0 0 0 0 1 0~ 0 127 1 0 263
08.45 AM 7 0 3 0 1 146 C 0 '~. 0 0 0 0' 1 122
_- _-__ 4 0
- ___.:_. 284
...Total 24 __.. 0 9... . 0 ~I 6 523 _
0 - -
0 I _-..
0
0
1 _
_
0-
1
501
13 0!
1078
09:00 AM 8 0 4 O 1 138 0 0 0 0 0 0' 1 119 4 0 275
09:15 AM 7 0 4 0 I 1 123 0 0 0 0 1 0~ 0 111 4 0 251
09 ~ ,
~ 1 128 0 0 0 0 0 O 0 98 0 0 235
.46 AM
C 12 0 '. 6 105 0 0~ 0 0 0 0
__ 0 119
_..._ 9 0
___ - ~ 247
Total 34 G _ - - 1b-- 0 4 _ -- 494 - - 0 _ ____111111
0 0 0 -- _- _
1 __ .
0 1 447 17 0 1008
Grand Total °8 0 19 0 10 i0 V 0 0 0 0 2 0 '. 2 948 30 0 208fi
Apprch % 75.3 0.0 24.7 C.0 1.0 99.0 G.0 0.0 0.0 0.0 100.0 0.0 0.2 96.7 3.1 0.0
Total % 28 0.0 0.9 0.0 0.5 48.8 0.0 0.0 ~i 0.0 0.0 0.1 0.0 0.1 45.4 1.4 0.0
• Main Road (NY-25) @ Pacific Street
Matfituck, NY
File Name :27482 TMC Nlid
Site Code :27482002
Start Date :04/22/2008
Page No 1
- - Groups Printed- U nshifted
~ -
I.
- __ -.__
- Southbo i nd
_ We
u nd Northbound ound
s
_
St
-
Ri
h
t
H
T,ru
-
-
,ef
t
U t
r _g
Ri ~
ef
t I 1
U tur
s
~
Ri ht
9
~
_
Thru Left
T
U turn _
Ri
ht --
Thr
u~ _-
Left U
[
I
t -.
T
l
1.
1
G
0
,
f 2
0
1
1 1
0 1
0 1
0 g
1
0 _
1
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urn
n
.
-- ---
1 ota
-
1 00 AM 1 O _ 0 131 O
_ ~ .
_
0 .
0 .
0 !~ .
0 . 0 1 0
---
--
11:15 AM
8
0
2
0
4
122
0 n
0
0
~ i44 7 0 298
11.30 AM
15
0
3
0 I,
1
126
0
0
0
0 0
0 0
, 0 130 5 0
~' 271
.4
_ 1
1
0 0 0 143 0 0
. 288
-
.
Total 43 - C 8- - O.I. _
7 518_- --~ O'- ._._.~ __ ~ --__0 - _-O; 0 __ 128 _
- 3. __0~. _
' 279
-
0 545 15 0
.. 1136
12G0 PM 8 0 6 0 2 132 0 G 0 0 1 0 0 139 5 0 293
12:15 PM 12 0 7 0'. 0 146 0 0. 0 0 0 0 2 144 7 0 1
12:30 PM
16
0
6
O l
4
116
1
0'~
0
0
0
0
0
' 3
8
_ 12:45 Ph4
-
r4
n
3 i
0
8
122
0
0 I
0
0
2
' ~74 7 0 324
Total _-
_
~0 _
0
22
0 ~
14 _
_
516
i
0 ~
__
0 - ~__ 3_
0
_ ~ j
0
2
34
_ _5 -. --
1
3 0
- _ 286
9 22 0 1221
Grand Total 93 0 30 0 21 1034 1 0' 0 0 3 0 2 1136 37 0 2357
Apprch %
' 75.6 0.0 24.4 0.0 20 9Z9 0-1 0.0 ' 0.0 0.0 100.0 0.0 0.2 96
7 3
1 0
0
Total
% 3.9 0-0 1.3 0.0 'I 0.9 43-9 0-0 0.0 0.0 0.0 0.1 0.0 ~, 0.1 .
48.2 .
.
1.6 0.0
• Main Road (NY-25) @ Pacific STreet
Mattituck, NY
File Name :27482 TMC PM
Site Code 27482003
Start Date :04/22/2008
Page No 1
Groups Printed- Unshifted
S
thb d N
ou o un - West pound orthbo und Eastbound
_
Factor l
_ght
~
R'
1
0
Thru
1
0 -
Left
1
0
U turn
__~
1 0
Rl ht
g
1 0
Thru
1
0
Left
1 0 _
~
U turn
Ri t~Thr
9
e
i
Ri ht
Thru
~
~ -
LeR
~ _
U-turn I
_
InL. T
~~
~ . _
.
-- . __
. = ~ 1 ~ ~
10j 10 1 0 1
02 00 PM 9 0 1 O 2 131 0 0 6 6
i ~ ~
-- 289
02:15 PM
11
0
0
0 ',
1
132
1
0
0 0
0
O 2 140
5
0
~ 292
6 1 ~~~
0
~
C
123
6
0 262
02:_4
P_M_ 6 _
- 0
___ _ 1
- 0
0
147
0_ _
_ 0 1
0
0
0
'
1
125
7 ~
0 288
Total 38 G 5 0
4
526
1 __
0 -
- - 0
1-
- - .
,
0 -
3 -
_
527
-25 -
-
0'~~
__ _
1131
03:00 PM 11 0 1 0 1 139 0 0 0 0 1 O 1 150 5 0 '. 309
03:15 PM 9 0 5 0 2 132 0 0~ 0 0 0 0 ~'~ 0 133 6 O i 287
03:3G PM 8 0 2 0 4 151 1 0~ 1 0 0 0~ 0 158 5 0 I 330
~
__
0
_
2
0
_
2
133
0
_-
0
0 0
0
0'
0
162
1
0
' 307
Total 35 0 1G 0', 9 555 1 0 - 1. --0 _ . 1 0 ~ _-
1 _. __
603 -
,7 ~
_ - ~_
1233
04:00 PM 5 0 3 0~ 2 169 0 0 ~~ 0 D 0 0 0 188 1 0 368
04.15 PM 9 0 1 0 '. 2 136 0 0~ 1 0 0 0 1 156 4 0 310
04:30 PM 6 0 2 0' 5 144 0 0 1 0 0 0 0 0 164 3 0 ' 324
04:45 PM _ l l 0 1 0 0_ 176 0 0
I 0 0 0 0 0 i95 2 ,
0 385
Total 31 0 7 0. 9 625 0 _
_
_
O r 1 0 __
0 0 1 703 10 0 1387
Grand Total 104 0 22 0 22 1706 2 0~ 3 0 2 0 5 1833 52 0', 3751
Apprch % 82.5 0.0 17.5 0.0 1.3 98.6 0.1 0.0 I 6G.0 0.0 40.0 0.0 0.3 97.0 2.8 ,
0.0 '.
Total % 28 0.0 0.6 0.0 0.6 45.5 0.1 0.0 j G.1 0:0 0.1 0.0 0.1 48.9 ..4 0.0 I,
~~HIS
~~
Eschbacher VHB Engineering, Sun~eylnq and Landscape Ardutecwre, P, C.
Appendix C
i
;~
An nffilinte of Vnnnsse Har ~~en Brusflin, Inr.
1:
S Route 25 & Pacific Street/Site Driveway
ynchro Report Build
AM Peak
*
Lane Configurations ~ ~ -~ •~ ~
Sign Controf Free Free Stop Stop
Grade 0 % 0% 0°/ 0%
Volume (veh/h) ` 12 494 17 17 543 5 9 1 10 15 2 25
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourlyflow rate (vph) 13 537 18 18 590 5 10 1 11 16 2 27
Pedestrians
LaneWidth (ft)
Walking Speed (fUs)
Percent Blockage
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal'(ft).
pX, platoon unblocked
vC, conflicttny volume 596. 555 1230.. 1205 S46 1214 1211 593
vC1, stage 1 conf vol
vC2, stage 2 confvol
vCu unblocked vol 596 555 1230 1205 546 1214 1211 593
• tC single (s) 4 1 4.1 7.1 6.5 6.2 7.1 6.5 6.2
tC, 2 stage (s)
tF (s) 22 2.2 3,5 4.0 3.3 3.5 4.0 3.3
p0 queue free % 99 98 93 99 98 89 99 95
cM capacity (veh/h) ,' 981 1015 141 178 .537. 151 176 506
Direction Lane#~'~~~= "``,fig'"1 =U1B1 ~ NB'iw`° NR 2'> ~'5B~ f„ "` .
Volume. Total 568 614 10 12 46
Volume Left 13 18 10 0 16
Volume Right ' 18 5 0 11 27
cSH 981 1015 141 454 262
Volume to Capacity. 0.01 0.02 0.07 0.03 0.17
Queue Length 95th (ft) 1 1 6 2 15
Control Delay (s) 0.4 0.5 32.4 13.1 21.6
Lane LOS A A D B C
Approach Delay (s) 0.4 0.5 21.8 21.6
Approach LOS C C
intersection SUinmary , x ` " `:-~ ;y ~ . a
Average Delay 1.6
IntersectiohCapacity U tilization 52.9% IC U Level of Service A
Analysis Period (min) 15
4/23/2008
D C Mooney
Dutt Tarigoppula HCM Unsignalized Intersection Capacity Analysis
Eschbacher Engineering, P.C.
Build
SimTraffic Performance Report AM Peak
•
•
1: Route 25 & Pacific Street/Site Driveway Performance by movement
Movement EBL EBT EBR 'N/BL .WBT' WBR `-NBL.'. NBT NBR.° SBL. !SBT SBR
Delay/Veh (s) 3.3 0.8 0.2 2.9 0.6 0.5 18.8 5.6 3.1 13.4 6.8 7.1
1: Route 25 & Pacific Street/Site Driveway Performance by movement
. ~ _ . ..
Movetnenf, AIf
Delay /Veh (s) 12
Total Network Performance
,: ~;
.a : F ` ., .. o. y^,... .
Delay/Veh (s) 1.5
Dutt Tarigoppula
Eschbacher Engineering, P.C.
D C Mooney
4/23/2008
1: Route 25 & Pacific Street/Site Driveway Build
Synchro Report Nrdday Peak
Lane Configurations
~
~
~
~
~
SignCohtrol Free Free - Stop Stop.
Grade 0% 0°/ 0% 0%
Volume (veh/h) 22 591 45 45 516 14 44 5 44 22 6 50
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92
Hourly flow rate (vph) 24 642 49 49 5Fi1 15 48 5 48 24 7 54
Pedestrians
Lane Width (ft)
Walking Speed (fUs)
Percent Blockage..
Right turn flare (veh)
Medianiype None None
Median storage veh)
Upstream signal (fQ
pX, platoon unblocked
vC, confligtingvolume 576 691 1439 1389 667 1432 1405 568
vC1, stage 1 conf vol
vC2, stage 2 conf vol
• vCu, unblocked vol
tC single (s) 576
4 1 691
4
1 1439
7 1 1389
6 5 667
-
6
2 1432
Z 1405 568
_
tC, 2 stage (s) _ _ .
. :
. 1 6 5 :- 62
tF(s)_.-. 2.2 22 3.5 _(.4.0 3.3 3.5 4.0 3.3
p0 queue free % 98 95 47 95 90 74 95 90
cM capacity (veh/h) 997 904 90 ` _132 459 _ 92 129 522
Direction carte#'°-' ` `~ ~'EB 1. '~V9B i='" NH~1 , `NB 2~ ` ~S[3"1 ~ ,`
Volume Total :715 B25 48 53 85
Volume Left 24 49 48 0 24
Volume Right 49 :15 0 48 54
cSH 997 904 90 366 204
Volume to Capacity 0.02 0.05 0.53 0.15 0.42
Queue Length 95th (ft) 2 4 59 13 47
Control Delay (s) 0.6 1.4 83.6 16.5 34.7
Lane LOS A A F C D -
Apprgach Delay js) 0.6 1.4 48.3 34.7
Approach LOS E D
Inte~sec~ianStimma`ry ` ~
~ ~ ~ ~ ~ ~
Average Delay 6 0
Intersection Capacity Uti lization 65 3% IC U Level o f Service C
Analysis Period (min) 15
4/23/2008
D C Mooney
Dutt Tarigoppula HCM Unsignalized Intersection Capacity Analysis
Eschbacher Engineering, P.C.
Build
SimTraffic Performance Report Midday Peak
Route 25 & Pacific Street/Site Drivewav Performance by movement
•
u
Movement '` ''EBL , EBT'` EBR 1NBL WBT WBR NBL NBT" NBR -.'SBC SBi' SBR
Delay /Veh (s) 4.5 L6 1.3 3 3 1.5 1.8 37.7 8 8 7.9 19.3 9.6 10.7
1: Route 25 & Pacific Street/Site Driveway Performance by movement
Movement '°'Alh
Delay l Veh (s) 3.7
Total Network Performance
Delay /Veh (s) 42
Dutt Tarigoppula
Eschbacher Engineering, P.C.
D C Mooney
4/23/2008
1: Route 25 & Pacific Street/Site Driveway Build
Synchro Report PM Peak
Moveilrent ' . ;. EBL. = EBT' ° EBR NIBL WBT WBR `"NBL "' NBT '. NBR SBL' °=SBT . !SBR
Lane Configurations ~ ~ -~ ~ ~
Sign Control'.: Free .Free - Stop Stop
Grade 0°/ 0°/ 0% 0°/
Volume (veh/h) 10 .703 36 36 625 9 41 5:. 41 7 4 31
Peak Hour Factor 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 0.92 Q92 0.92
Hourly flow rate (vph) 11 764 39 39 679 10 45. 5 45 8 4 34
Pedestrians
Lane Width(il)
Walking Speed (ft/s)
Percent Blockage,:
Right turn flare (veh)
Median type None None
Median storage veh)
Upstream signal (ft)
pX, platoon unblocked
vC, conflicting volume 689 .803 1604 .1573 784 1615 1588 684
vC1, stage 1 conf voI
vC2,.stage2confvol
vCu, unblocked vol 689 803 1604 1573 784 1615 1588 684
• tC;single(s) j:4.1. 4.1 7.1 6.5 6.2 7.1 6.5 62
tC, 2 stage (s)
tF(s) {22 2.2 3:5:` 4.0 : : 3.3 3.5 4.0 3.3
p0 queue free °/ 99 95 39 95 89 89 96 92
cM capacity (veh7h).. - .905 . .821 73 104 - 393 68 102 449
Direciio`n~ane=#,z Y~`61 W~1'.~°.N8.1'= -tV8
~;:'S~;9 r
2 '
.
,
Volume Total 814 728 45 50 46
Volume Left 11 39 45 0 8
Volume Right` _.39 10 0 45 34
cSH 90Fi 821 73 302 198
Volume to Capacity .0.01 .0.05 0.61 0.17 0.23
Queue Length 95th (ft) 1 4 67 15 21
Control Delay (s). 0.3 1.2 113.5 19.3 :28.5
Lane LOS A A F C D
Approach Delay (s) 0.3 1.2 63.7 28.5
Approach LOS F D
{ntersec#on'Sumrr'iary`
_. ,r . _. '~ '
Average Delay 5 0
•
IntersectionCapacity,Utilization 70 4% IC U Level of Service C
Analysis Period (min) 15
4/2312008 D C Mooney
Dutt Tarigoppula HCM Unsignalized Intersection Capacity Analysis
Eschbacher Engineering, P.C.
Build
SimTraffic Performance Report PM Peak
i
1: Route 25 & Pacific Street/Site Driveway Performance by movement
Movement EBL~' EBT "EBR `=WBL' WBT` WBR'. NSL"'NBT NBR 'SBL SBT SBR
Delay /Veh (s) 6.2 1.3 0.9 7.0 1.7 1.7 297 16 4 8.4 12.6 14 3 5.7
1: Route 25 & Pacific Street/Site Drivewav Performance by movement
„. ,.. _r.
,, ,, ,
Movement ~..._ .~ '~1(tl. , .<,;" :..,>,,
Delay l Veh (s) 26
Total Network Performance
.:, w ~ .. ,.... .. ., ., f
. ::~ c ~...~. .. .. T `
n' e
... f ..a _ .. e i. ....... rv , . .. w ., ... .. ' x
Delay /Veh (s) 31
Dutt Tarigoppula
Eschbacher Engineering, P.C.
D C Mooney
4/23/2008