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HomeMy WebLinkAboutAppendix G - Traffic Impact Study �� ■ A endix G pp Traffic Impact Study Traffic Impact Analysis Report The Heritage Schoolhouse Lane & Griffing Street Cutchogue, New York F:kRF:F:k�4RF:l.� F'�,.�R The Heritage at Cutchogue, LLC 1721-D North Ocean Avenue Medford, NY11763 Att:Jeffrey H. Rimland (631) 207-5730 F:kRF:F:k�4RF:l.� �I�� �i •ji `�'�rhb Engineering, Surveying and Landscape Architecture, P.C. 100 Motor Parkway, Suite 135 Hauppauge, New York 11788 (631) 787-3400 !�aur��� ��:I.�� �1� �,; J'�hb Table of Contents Introduction.............................................................................................................................1 ProjectDescription......................................................................................................1 StudyMethodology.....................................................................................................3 E�usting Conditions..................................................................................................................4 Roadway and Intersection Conditions.........................................................................4 Main Road(NY 25)......................................................................................4 CountyRoad 48.............................................................................................4 DepotRoad...................................................................................................5 Schoolhouse Lane.........................................................................................5 NorthStreet...................................................................................................5 GriffingStreet...............................................................................................5 NewSuffolk Road.........................................................................................5 Case's Lane...................................................................................................5 StudyArea...................................................................................................................6 CR48 and Depot Lane..................................................................................8 Schoolhouse Lane and Depot Lane...............................................................9 NY 25(Main Road)and Depot Lane..........................................................10 NY 25(Main Road)and North Street.........................................................11 NY 25(Main Road)and New Suffolk Road...............................................12 NY 25(Main Road)and Griffing Street.....................................................13 NY 25(Main Road)and Case's Lane.........................................................14 Existing Traffic Volume Data...................................................................................14 AccidentHistory........................................................................................................18 FutureConditions..................................................................................................................22 No-Build Condition...................................................................................................22 Other Planned Development.......................................................................22 Background Traffic Growth........................................................................23 BuildCondition.........................................................................................................27 Project Generated Traffic Volumes.............................................................27 Trip Distribution and Assignment...............................................................27 SiteAcces s..................................................................................................28 Traffic Operations Analysis..................................................................................................36 Level of Service and Delay Criteria..........................................................................36 Software....................................................................................................................37 Level of Service Analysis..........................................................................................37 Signalized Intersection Analysis results......................................................37 Unsignalized Intersection Analysis results..................................................39 Mitigation..................................................................................................................44 Table of Contents �1� �,; J'�hb Off-Street Parking and Circulation............................................................................45 Off-Street Parking.......................................................................................45 Circulation...................................................................................................45 Conclusions.............................................................................................................................46 Table of Contents �1� �,; J'�hb List of Figures Figure1—Project Location Map......................................................................................................................2 Figure2—Study Intersections..........................................................................................................................7 Figure 3—Existing AM Peak Hour Traffic Volumes.....................................................................................15 Figure 4—Existing PM Peak Hour Traffic Volumes.....................................................................................16 Figure 5—Existing Weekend Peak Hour Traffic Volumes..........................................................................17 Figure 6—No Build AM Peak Hour Traffic Volumes...................................................................................24 Figure 7—No Build PM Peak Hour Traffic Volumes...................................................................................25 Figure 8—No-Build Weekend Peak Hour Traffic Volumes.........................................................................26 Figure 9—Project Trip Distribution................................................................................................................29 Figure 10—Site Generated AM Peak Hour Trips........................................................................................30 Figure 11 —Site Generated PM Peak Hour Trips........................................................................................31 Figure 12—Site Generated Weekend Peak Hour Trips..............................................................................32 Figure 13—Build AM Peak Hour Traffic Volumes.......................................................................................33 Figure 14—Build PM Peak Hour Traffic Volumes.......................................................................................34 Figure 15—Build Weekend Peak Hour Traffic Volumes.............................................................................35 List of Tables Table1 —Intersection Accidents........................................................................................................................................20 Table 2—Non-intersection Accidents................................................................................................................................21 Table3—Trip Generation...................................................................................................................................................27 Table 4—Level of Service Summary—Signalized Intersection-AM Peak Hour.............................................................38 Table 5—Level of Service Summary—Signalized Intersection-PM Peak Hour..............................................................38 Table 6—Level of Service Summary—Signalized Intersection-Weekend Peak Hour.....................................................39 Table 7—Level of Service Summary—Unsignalized Intersections-AM Peak Hour........................................................40 Table 8—Level of Service Summary—Unsignalized Intersection—PM Peak Hour.........................................................41 Table 9—Level of Service Summary—Unsignalized Intersection-Weekend Peak Hour.................................................42 Table 10—Mitigation Level of Service Summary—Unsignalized Intersection-PM Peak Hour......................................44 Table 11 —Mitigation Level of Service Summary—Unsignalized Intersection-Weekend Peak Hour.............................45 List of Appendices Appendix A: Turning Movement Counts Appendix B: Accident Data Appendix C: Level of Service Definitions Appendix D: Synchro—Level of Service Analysis Worksheets Table of Contents pW���'� ���i �'�hb Introduction This study summarizes the evaluation of the potential traffic impacts associated with the proposed 124 unit condominium development in Cutchogue,New Yark The purpose of this study is to determine if there are any significant traffic impacts due to the proposed project and to evaluate and propose mitigation measures,if required.This report presents the findings of the traffic study and summarizes the data collection process,traffic analysis procedures, and study conclusions.Based on the results of the study,more completely described herein,it has been concluded that the development of subject project will not have a significant impact on the study intersections or roadway network. Project Description The Heritage at Cutchogue,LLC is proposing to build a 124-unit condominium development, "The Heritage,"on a 45.90f acre undeveloped site located on the north side of Schoolhouse Lane at Griffing Street,in the hamlet of Cutchogue,Town of Southold,Suffolk Counry,New York. The proposed residential site will be served by one site driveway that would be located at the corner of Griffing Street and Schoolhouse Lane,and would be aligned with Griffing Street. The project location is depicted in Figure 1 on the following page. 1 Introduction p:�29305.�hernage cu�oguelcadus�plansefl29305 trafflc figures.dwg � 4$ � N �4�L�, ;� . • O � � ��J , ` + � � '♦� � �� �q�L � . .��� •�.! �~\~\ �\.l ! � 1`' • a ♦ • � � � «d � �• Q � ♦ �� � • ♦ �\ 1 \\� � , ' . ' . �$ • • � ;or• ,��,, \\\ B M'yyy(((\ ' � � ` + 4 . � !., \�l \ . ��O `/ . . �v 0 .� , , r � y� + ` i� ". � � d� `i .�• i� r��Sacred Heart �� r♦ �� �`� , � • o � , � Cem ,�� o � . O ,r� ' Q , . ♦ . . E',� , �� . .� r�� '`�. � ,1•. ��.X.. ~._ 24� «�Q Proj ect .. ,: a \ ..�' , �'�./ • • � Site f •.• a �� •� • t-�''� 1 4/l`�.. � Q �""9�j, �♦ c� � 'ti�� Q � (��, Q�• �F' • • • '•, a C" '� U"qS' f � �• � � a '�Y' t 5`� •�.:� . � • , �1� *:,; r • .. �� `O* • • � + �•���r^ �/��V� :.,:_ ~�{���� � f \\ � / �� � ♦ v� 111 J r'�JS��� • \� �✓ +�♦ �� � a � �1 � ♦ � � � �� �! • ��: utcho�_►-�s�'�•Po • , 9�L",,,yr� �� ♦ ^ • � � + + � �i� • � 11 r � �1 + � "ti* � t,,? ♦ � ♦ • �� � ♦ v ,2• � ' , '�,'� • • !• c� �• � . . M 32��' • : � ` .m .•0p0 q,\ �:•• � � � � Cl1tCh0 f�' �� �C'� •� \�\ i4��. �♦ : ���� •�4 �� M s � �`+ � - ♦4 ��� � � � vi � q• • " • ■ r ��„ • \ ♦ • ♦ ` ♦ � � ♦ \\ • . � � . r a � ' _ - * S.�Fi� \� � � ♦ �,�M � � • • ' ,.i,. � �,�� � '• �� a � � • • • o Q North Forl� , � " � .,.. �t`.. ��7J� �:AU t1t1'V .� (} n� Y e \ CV " � � � ._'_"" ' '_ „* `1 �,� �g ♦ � • ■ ' � �� �. . �, • �, ,r • � 0 � • '� a ■ . - .� � � � .u�.- ._. * '�' � � 25 cr, . . J �,. 25 ' � • C�- �' Source:USGS � Not to Scale �eg@nd � - - - � , , ' Figure 1 .�..................... Project Site i'ivjcCi ivi,aiivii ivia� Thc Hcritagc Cutchogue,New York pW���'� ���i �'�hb Study Methodology The following describes the methodology used in this traffic study: > The proposed site plan and related documents were reviewed to obtain an understanding of the project scope and layout. > A review was made of the adjacent roadway system and the key intersections that might be significantly impacted by the proposed proj ect were identified. > Field inventories were made to observe the number and direction of travel lanes at the key intersections,along with signal timing,phasing and cycle lengths. > Accident data for the most recent three-year period for the study area was reviewed, tabulated and summarized. > Tuming movement counts were collected at the key intersections using Miovision cameras during weekday a.m.and p.m.peak periods and weekend midday peak period. All counts were performed during the peak autumn tourism season for conservative results. > The existing traffic volumes at the key intersections were expanded to the future No- Build year(assumed to be 2020). > Any other significant planned developments in the viciniry of the project were identified and the traffic associated with those developments was included in No-Build analysis. > The traffic generated by the proposed 124 condominiums was projected based on recognized traffic engineering standards. > The site-generated volumes were distributed along the adjacent roadway network and were added to the No-Build volumes to produce the proposed Build volumes. > Capacity analyses were performed for the key intersections for the Existing No-Build and future Build conditions and the site driveway along Schoolhouse Lane for the future Build condition. > The results of the analyses for the Existing No-Build,and Build conditions were compared to assess any significant traffic impacts due to the proposed project. > The site access point was evaluated. > The adequacy of the proposed parking was evaluated and the site layout was reviewed. > The need for traffic mitigation measures was evaluated. 3 Introduction pW���'� ���i �'�hb Existing Conditions Evaluation of the transportation impacts associated with the proposed project requires a thorough understanding of the current transportation system in the project study area.Existing transportation conditions include roadway geometry,traffic control devices,peak-hour traffic volumes,roadway operating characteristics,and parking availabiliry.An inventory of available information on local roadways and traffic control in the vicinity of the project site was compiled.The following sections present a summary of this information. Roadway and Intersection Conditions The principal roadways and intersections in the proj ect area are described below.The descriptions of the roadways and key intersections include the geometric conditions and traffic control characteristics. Main Road(NY 25) Main Road,designated NY 25,is a major east-west arterial under the jurisdiction of the New Yark State Department of Transportation(NYSDOT).It extends east from Queens to Orient Point.Within the study area Main Road traverses south of the project site and provides one travel lane in each direction with additional tum lanes at select intersections.According to the 2012 NYSDOT forecast,the Average Annual Daily Traffic(AADT)within the study area along Main Road is approximately 14,000 vehicles per day.The posted speed limit is 35 miles per hour(mph)and on-street parking is permitted. County Road 48 County Road 48(CR 48)is an east-west arterial under the jurisdiction of the Suffolk Counry Department of Public Works(SCDPV�.It runs east from Sound Avenue in Mattituck to NY 25 in Greenport.Within the study area CR 48 provides two travel lanes in each direction with additional tum lanes.Within the study area the posted speed limit is 55 miles per hour and no on-street parking is permitted.According to 2012 NYSDOT forecast the AADT on this segment of CR 48 is approximately 15,750 vehicles per day. 4 E�sting Conditions pW���'� ���i �'�hb Depot Road Depot Lane is a north-south local Town of Southold road that runs south from Oregon Road to NY 25.The posted speed limit is 40 miles per hour.Depot Lane provides one travel lane in each direction and there are no on-street parking restrictions posted.According to the 2012 NYSDOT forecast,the AADT on Depot Road is approximately 2,250 vehicles per day. Schoolhouse Lane Schoolhouse Lane is a east-west local Town of Southold road that runs west from Depot Road to Griffing Street Schoolhouse Lane provides one travel lane in each direction and the posted speed limit is 35 miles per hour. North Street North Street is a short north-south local Town of Southold road that runs south from Schoolhouse Lane to NY 25.North Street provides one travel lane in each direction and the posted speed limit is 35 miles per hour. Griffing Street Griffzng Street is a short north-south local Town of Southold road that runs south from Schoolhouse Lane to NY 25.Griffing Street provides one travel lane in each direction and there is no posted speed limit on this roadway. New Suffolk Road New Suffolk Road is a north-south local collector roadway under jurisdiction of Town of Southold that runs south from NY 25 to the north shore of Peconic Bay.It provides one travel lane in each direction and the posted speed is 30 miles per hour. Case's Lane Case's Lane is a north-south local roadway that runs south from NY 25 to Cedar Road.It provides one travel lane in each direction and there is no posted speed limit on this roadway. 5 E�sting Conditions pW���'� ���i �'�hb Study Area To determine the potential traffic impacts of the proposed project,the following study intersections were identified for analysis under the Existing,No-Build and future Build conditions: > CR 48 and Depot Lane(iJnsignalized) > Schoolhouse Lane and Depot Lane(iJnsignalized) > NY 25 and Depot Lane(iJnsignalized) > NY 25 and North Street(iJnsignalized) > NY 25 and New Suffolk Road(Signalized) > NY 25 and Griffing Street(iJnsignalized) > NY 25 and Case's Lane(iJnsignalized) > Site Access and Schoolhouse Lane&Griffmg Street(Unsignalized)(Build only) The study intersections are shown in Figure 2. 6 E�sting Conditions p:�29305.00 herltage cu�ogue�cadUa�planseN29305 traHlc flgures.dwg i N �"�� � • • d � _ _-''h � � ` . � ��• . a •:f F � � �` S�'Y � { • � It �> � • . /�'� y�4 �,a j �, a ; . �, ' ' 48 � �� 1/ ' � i� . . � � p ♦� ^ � � 1� � � � • � o� � ,,, B M • + 4 � ; . � ' . • �' ' , � n10 ,, .u 0,, �� � ; .'s'.v � M �` �� � � d� ��r �4� �� �ijSacred Heart �O �� •• �'• • « • do r • � ��m ,�, o � s . q� J (") � � • • . .cb� U � �� . • • �� `''�\ �, ,�`�\ • •• �__� • _ _� •,� .� �l?` 24 ,�o rrujec�. ,. ° � ~•., '``��./ . �, Szte � � . . . �. , •.• o �+ •s ' ��2 1�~ O//�. � t . c° �, ,,� ,�..,�. �� � A o�r4�F � • . � �•. � � �P�'�'S' • • p � � n ti ! . .. . r b ✓L ��•i� • * ' � �'l�y �ai• • � � �t `o+ ` • ♦ •♦���'i, �Ll�(w�7 y�'�O�t ! r � ��• r � ��d ' � '`�iS'��+ ♦ � T • n . � � � �'�♦ U1+�110�'��'�� �� �0 � I ♦ ♦ • • a ���"���� �..� � '� � r 4� •� � ��� �I� � � .�a „ ♦ � � � / s��� � ,�• � ♦ �1 ♦ �+ Cy �• * . . M 32�,• + � ` . Z • �, • rn . o0U � ��'• • ' � � CLltCI10 � �� �� •�i ♦� ��\ ��•q�♦• . � '��• ♦�p •� M � � ♦�♦ 4 • •/ . __ • _ �� •�� • i * � � N� � f • � � �j i � � � l ♦ � �� � � � • * � \ • O ♦ * - _ `'rC/ • �'r0 ``� O ♦ • �� • � �� • ' _ .,�„ • • !.� p '• � p • . • o o North Forl� . . � /� �� .,,, ' � 'r�..,. �°�1 Cc�u n t rv C b n I1 LL ,► \ LV � � ._'_ _ . „*, `1 �ti �� • � cI� • � ' � �� s �L • �a, �C, � • �$' � • '� n . . - .� .u. � � • ,� �- � � w • 25 t7� . . _ _ ,u� 25 � • C.�. " Source:USGS ,�' k i v�-�i�v ai vcjr^vi�cai ic �j�jY HOUTB L5 1T IV@W�U'ftOIIC ttOat7 2 Schoolhouse Lane at Depot Lane �NY Route 25 at Griffing Street Not to SCale � (�NY Route 25 at Depot�ane 7�NY Route 25 at Case's Lane ��`'�w�v n....a...,� ...w�_...�. rs_...� �9 Gitp, Arr�cc at�rhnnlhn��ca, 1 a R C�riifinn Ct ��v r nw�C�a a��vv�u i nvau ,,�,�.,.........................................., _.,.... ...........� ..,. 6�ia ' ' ' ' � � ' ' Figurc 2 �� Project Site �uu-y�r�t��sec�i:,,:�s (� Study Intersection The Heritage Cutchoguc,Ncw York pW���'� ���i �'�hb CR 48 and Depot Lane w, ;�i//'�7�� ;��i� � ��i l� i� � /�.�f�`: / � ���1 �,� //��� �� /�, "�"?�Mr!,� ��} t i� ,i,,/, �� ,. ' � � .I � ��/�� I l��°�� �� 4 � � � � � ' � ��� 11��� �'� ��� l ,, � �r� ��� . � CR 48 and Depot Lane is an unsignalized four-legged intersection.Depot Lane runs north- south,providing a shared left-turn/through lane and a channelized right-tum lane in both directions.All movements on Depot Lane at CR 48 are stop controlled.The east-west CR 48 provides an exclusive left-turn lane,two through lanes and a channelized right-tum lane in either direction.All movements on CR 48 at Depot Lane are uncontrolled.There is a flashing traffic signal at this intersection;the signal flashes yellow for CR 48 and red for Depot Lane. 8 E�sting Conditions pW���'� ���i �'�hb Schoolhouse Lane and Depot Lane A, , �i'"�' � �" e x � ��„ � ��i�,,,i '� � � f��/� ��;i � �� i ��' ,�, .�, l,�; �'aVn�ia�a�� ' `; t r �..,�i 1 , , �; U��/p�� ,, m�"„ r�i � ��"�"`�.�� t�, ��w, �.,. ` � � � �� ��, m c�� i�%��r f� �' i `f '�, �, 1 � � � � �`�, . �a �� i �� ����� ��y��,�� �. � V��i ���°��'„�,M��� , , ,,. �i �.�Y� / .J� �„� �� / �i��lftlltlm��� � .�' Schoolhouse Lane and Depot Lane is an unsignalized three-legged intersection. Schoolhouse Lane runs west from Depot Lane to the proposed site and provides a single lane for all movements on the Depot Lane approach. Schoolhouse Lane is yield-controlled at Depot Lane. Depot Lane provides a single lane for all movements in both the north-and southbound approaches to Schoolhouse Lane.All movements on Depot Lane at the Schoolhouse Lane approach are uncontrolled. 9 E�sting Conditions pW���'� ���i �'�hb NY 25 (Main Road) and Depot Lane @P�4@ �wy �p� r��nwr 'V i �I n i ��,�����I��1 i � �Yir�' ����/�%�� / ������' � �� . � /�%�1 //i ��,/�/��J � ,i �%�/�/%�� '���%��,�� �, � r' �; ' � � �, � � r.�, �a;� ;�' :� , , � �,, �, �� .'�� ,, ; , � �� �� , r. � q ,,Y�� � � m� ���,� 1 r l ��` , , ,,, , r ' ���' jN�, ;„ �� t ,. �p, ,r �%�' s/��a,� �, �Ur��I�����i�o n� ��;�i ��' �" uuuuuqi,i, � ���i %' iLoi,i �l�<< yi,�° ��% /,� ���^� �� / e �,��� �. „m tl ' � � �m b� ����d��w���w%;�' � ,r, �j�i o%1�� � /������r! ' � �ti �� j, f � � , /"� :/ ��� �,:; � 1� ��l „ � �� �� . II����R�f( o, ,.�� . ' ...:....,;,�. '�, NY 25 and Depot Lane form an unsignalized three-legged intersection.Depot Lane runs north from NY 25 and provides a single approach lane to the NY 25 intersection.All movements on Depot Lane at NY 25 are stop-controlled.NY 25 provides a shared through/right-turn lane in the westbound approach and an exclusive left-tum lane and a through lane for the eastbound approach.All movements on NY 25 at Depot Lane are uncontrolled. 10 E�sting Conditions pW���'� ���i �'�hb NY 25 (Main Road) and North Street ��,�� �ro t��IIIPu �W� � �� F.� � , �� �, �, 1� ti �.� . ,e�, �i�,.,... �%�f/�/i�� ,. � ,, ��� ��'���d��� �,'� �� , iy � �R �,,;� � �� r I� �' i '� ,�� � � �� � � � � �'� I�J � � r �" /�� f ��i��/i��9 ,. I � � ! r �iJJ f� /�� ,, ' �� � � ( " ��r � %��� � /; ' � r% r y/ �I I,,r , d ui� � ����� } �� � �,,, � �i�'�I� ,;n/,���III � �� �„ � i; .i'11f :l �' ,,;'4 ��f/kii - �%��,�rfIIIIJ�������� ���/ l� �rJ .w� �/��/i 1 i N �/ �,. O+�'.� ////' �/� fj � � � � �r �, �� � �� � ��Y ������)�� '�i � '�dr, ` � �' � � m'" , � r �� `�� , ��� �� � ��:"' � i 1�� NY 25 and North Street form an unsignalized three-legged intersection.North Street runs north from NY 25 and provides a single approach lane to the NY 25 intersection.All movements on North Street at NY 25 are stop-controlled.NY 25 provides a shared through/right-turn lane in the westbound approach and an exclusive left-tum lane and a through lane for the eastbound approach.All movements on NY 25 at North Street are uncontrolled. 11 E�sting Conditions pW���'� ���i �'�hb NY 25 (Main Road) and New Suffolk Road � �������i� f �i� � �� �aaaa �; y���A���' � , �, � N��� � , � r, ' "' �, ,����r� �r�� � ,� f, ll� W- ��� �` 1 °� �� y � � E' 1 %%" ,� �� �'� �i� ��� ���II q«� � , � J f�����J��r i���+���, � �„ � ,� � �������� �� �I��,� Vf9,�� , m,N� `'� %i//" �f � � P.:��p �",/��j�f �i r� 1'i /�; � .���� � , , , 1 �./.., � i; ,.. ,,: �" ii . „�,,,, ( ����� � � g , � $ fuliu,�. 2 1��r I 7 ���,�i/���� �' ;�� �� o� � + ;��"�� �I �� �II! �Vy �..,,�� � ''�„mm '�,1.w� ��IINi�����,�tiY����� � � , � e' �.:� � ����i: u ..., � �/ i� /� �;� w ��;% � �,� rc i�a�,�� t,,?� ,f�w� � , �� u��"�,w � � ' /� :, ��� � � ,�I�� i///i ilp �11��/���, .. �i ��i'� � "' ��II�V�'"rt I 1�I , (���% %/i;���� i', � � i J// //� r' '°���� � � �//�'� �j/' � � �� �/�p r�) � ���� �� �,� � �� �Ia h�� �� °�i" ��j �/O�jif y t��r� ` ���� �� ,;�,.i�� ���%���i �' ���! ,�'�` w'",,� � �'n%%�����1 / � r ��� �; ��a��%���i i,�� „��";� � "'� � � �i U� ���o� . �i <�n-or �� �` �Il�i,�2�.���,: ��� I��'�I rNf���. ,,;;%//rd. NY 25 and New Suffolk Road is a three-legged signalized intersection. Eastbound NY 25 provides a shared througt�/right-turn lane.Westbound NY 25 provides an exclusive left-tum lane and one through lane.New Suffolk Road provides one shared left-turn/right-turn lane in the northbound direction.Right turns on red are permitted on all approaches.The intersection is controlled by a multi-phase,actuated traffic signal with a protected-permissive westbound left-turn phase. 12 E�sting Conditions pW���'� ���i �'�hb NY 25 (Main Road) and Griffing Street ��������������u g u���r���Oo1; �NDn/ WN l�,Ul/fflu ���1J r,r i V J�r;%/p�r„,� ; %/�a �� �� � B I /%i�w��� �e i„, ��1 ��� %r'r ;i �� r;M�ar„... � � � � �� �� � / � � � �� ��mm� ���1 � �o��i, � � �„, i �fi� �� �ia� �� �G� � i� � � ��"G�� �� r , � �� ,��� �� � � �e� , � �� r �� � � �� K� , _ �" � � �,.� J ��� % ' �' ' � ��" �/ �V ��� xa'�. i,y �,� p� � . �" � f�.�I �� „�a�, �,Y' �� � �rr:. � N; �r , ,,�� �( � � Q �1�1 � � q��i� �� ,�r ���, �„ ' � );��� �' � i i,��i' � M � �%�' rvol i.uqll�ll �r/Iji��,, ,,�� 1�� au i��l i°i ,s, ;`�^^�.,u��%'„ q�'� �"� � � � � ..'�� ui , �, ���� j'W'�j i � � ��F��� r ,�� I �% � r�. � Wllk� � / � :" j , �� �j� , �� � � �IIIIIIIIIIIII r��"' � �� � �ji��i� ' � '�����%�%%/!�%%/�// "� � � �� ° � � rp I� //�%��f��%�/ ii� � �9��� . 1 m� ������,r,,J����ii%�����%��%/IJ��I//i� / �1��//.%, « * �I� rs--, , ,""!�lllJfii/./,����//���i��%i rl�ii/,%%�e.Z' NY 25 and Griffing Street form an unsignalized three-legged intersection.Griffing Street runs north from NY 25 to the proposed project site and provides one left-turn lane and one right- turn lane at the approach to the NY 25 intersection.All movements on Griffing Street at NY 25 are stop-controlled.NY 25 provides a shared througt�/right-turn lane in the westbound approach and a shared left-turn/through lane for the eastbound approach.All movements on NY 25 at Griffing Street are uncontrolled. 13 E�sting Conditions pW���'� ���i �'�hb NY 25 (Main Road) and Case's Lane y�� �d. . � � w q`4� H"ary(� 'M++;f""�:,ti .V ..� �'"4� �` ..w .,� ' � ,,, A:, ��,,; � .,i��',. % ,id ' , G/,���1� %%�j�f l�I�f �� � I � , rli/ t a ^ � '���//�� ,,;' r '� � ��` �!% �� � �� ,: ; ��; �% ,. � � ;; r',,`, i °"��r� ��� , µ� . , ,. �', , , w� , (� `��ioiu "��/ I ii,� � �' �, � �x��. P �° W Q `i� � `�• li r `�rVH I 'i�ii p p,r all����� �/ldlfrerr�ii@ r%�k�"v�4��, .. i„�„1!i� NY 25 and Case's Lane form an unsignalized three-legged intersection.Case's Lane runs south from NY 25 and provides one shared approach lane at the NY 25 intersection.All movements on Case's Lane at NY 25 are stop-controlled.NY 25 provides a shared left- turn/through lane in the westbound approach and a shared through/right-turn lane for the eastbound approach.All movements on NY 25 at Case's Lane are uncontrolled. Existing Traffic Volume Data At the study intersections,tuming movement counts were collected using Miovision cameras on Thursday,October 9,2014 from 7:00 a.m.to 9:00 a.m.and from 4:00 p.m.to 6:00 p.m. and on Sunday October 12,2014 during the weekend peak period from 10:00 a.m.to 2:00 p.m.These times reflect the heaviest traffic flows coinciding with commuter and shopping/tourism activities.Typically weekend traffic counts are performed on a Saturday, however the Sunday counts for this study were performed on Columbus Day Weekend during the peak tourism season in an effort to collect the most conservative data.The existing weekday a.m.,p.m.and weekend volumes are shown in Figures 3,4,and 5 respectively on the following pages. Existing driveways opposite several of the study intersections were ignored as the existing volumes were negligible during the peak study hours.The detailed tuming movement count data can be found in Appendix A. 14 E�sting Conditions � � r�ir� �37 �rnM � � � �� �--39 �81 � _ o �'" Depot Lane �4 � � • • f � 3J � t 79 � w 44, J � � I H 15 —► �� 1 � 35 � 55 v M - � 14 � cNo `n � � � -� � o N x � N '3 � � N -�-i � � � 7 '� y a � m b�D N O U �I' C7 a.��, .� �'i s".. � � � � N � �� �-4 W F-+ U �aaa�S A��a�I � � � � 1 3 "� Mn � M C t4 r� y � �' � � � L4V � l ,� j--,s U � � � p������3JnS Ma N M � ('� � •� � � M � � .� 1 � ;aaa;S u?3.TE�� � 1 � 13 � � 25 � Nc� U O � � M r � N l � , � �-� � � 0 � 1 �' � aUe�S�asg� 0 � � M 0 U � U � O s N 0 o z � � 0 0 � Z � N 00 �52 M � � �nr. v � �.11 �95 n � � � � �� �47 Depot Lane �6 � � - � � �� t 107 f � I 13 � w 70 � � 1 �, 8 � �n ,n � � � � � 54 c''o � � � �8 � N '- � '' '��'' O � x �' � � � �, a � z � p _ a � a� � CCi O l�A � •� �i ,s��. v � � � �, � � � -� w w H v �aaa�S A��a�I 2 s '11 2 � � N � � a � .� � � n �59 � 1 �. ,� j—22 U � � � p������3JnS Ma N O T � � � �--� � � N �Q"� M dn' � � .� 1 � � ;aaa;S u?3.TE�� � 1 � 25 � � 22 � N � U � O `� � N � 1 I �24 " y �16 � � 0 � � � � aUe�S�as�� 0 � � T � (� N o �} U � U � O s N 0 o z � � 0 0 � Z � N � � r� � r� o �63 M �n � � l►� 39 �--104 � I _ w � � � Depot Lane �1 i � h _ � 6 �./ � 1 I � 89 � w 46 J � 1 _ � 7 �♦ �O r O M � � � 7O � M � � � 12 � in c� � ., a o � � � � � � � � � � � �'' � � �n an � � a � � �' � � � v � � � .�, � � � -� w w H v �aaa�S A��a�I o � � T 4 � N � � � a � .� � T '� � n �69 � 1 �. ,� j--,s U � 1 � p����1�3JnS Ma� M � � � � N •�~ M � � � .� 1 � ;aaa;S u?3.TE�� � 1 � 21 � �= 22 � N M U � O �� M � � ; �is � 1 y �16 � � 0 � I � � aUe�S�asg� 0 � � T � {�� O U � U � O s N 0 o z � � 0 0 � Z � N pW���'� ���i �'�hb Accident History Accident data from NYSDOT Accident Location Information System(ALIS)records far the most recent available three-year period were requested. Accident Verbal Description Reports (VDRs)for the period March 1,2011 through February 28,2014 were obtained for the following roadway segments: ➢ Segment of NY 25 (Main Road)—From Case's Lane to Depot Lane,including the two end intersections and all intersections in between ➢ Segment of Depot Lane—From NY 25 to CR 48,including the two end intersections and all intersections in between Tables 1 and 2 on the following pages provide a summary of the most recent history of intersection accidents and non-intersection accidents respectively.The VDRs are included in Appendix B. A discussion of the specific accident history at key locations follows. Key Intersections: At NY 25 and Depot Lane,during the three-year study period a total of 21 accidents were reported to have occurred.There were no fatalities,9 accidents resulted in personal injury,9 accidents resulted in property damage only,and 3 accidents were non-reportable.The accident rypes with the highest incident rates were right angle collisions(7 accidents—33%), and left turn collisions(5 accidents—24%).Also of note at this location,there were 3 sideswipe collisions and 3 pedestrian collisions. At CR 48 and Depot Lane,a total of 14 accidents were reported to have occurred.There were no fatalities,6 accidents resulted in personal injury,6 accidents resulted in property damage only,and 2 accidents were non-reportable.The accident types with the highest incident rates were right angle collisions(6 accidents—43%)and left turn collisions(2 accidents— 14%). No other accident type exceeded 10%of the total. At NY 25 and New Suffolk Road,a total of 11 accidents were reported to have occurred. There were no fatalities,2 accidents resulted in personal injury,4 accidents resulted in property damage only,and 5 accidents were non-reportable.The accident types with the highest incident rates were rear end collisions and parked vehicle collisions(4 accidents each —36%)and overtaking collisions(2 accidents— 18%). At NY 25 and Griffzng Street,a total of 8 accidents were reported to have occurred.There were no fatalities and no personal injury accidents. 6 accidents resulted in property damage only,and 2 accidents were non-reportable.The accident types with the highest incident rates were left turn collisions(4 accidents—50%)and rear end and right angle collisions(2 accidents each—25%). 18 E�sting Conditions pW���'� ���i �'�hb Key Roadway Se ing ents: On the segment of NY 25 between North Street and Depot Lane,a total of 18 accidents were reported to have occurred.There were no fatalities,3 accidents resulted in personal injury, 12 accidents resulted in property damage only,and 3 accidents were non-reportable.The accident types with the highest incident rates were rear end collisions and parked vehicle collisions(4 accidents each—22%)and right angle collisions(3 accidents— 17%). On the segment of NY 25 between Case's Lane and Griffzng Street,a total of 6 accidents were reported to have occurred.There was 1 fatality,4 accidents resulted in personal injury,0 accidents resulted in property damage only,and 1 accident was non-reportable.The accident types with the highest incident rates were rear end collisions(3 accidents—50%)and fixed object collisions(2 accidents—33%). One fatal accident was recorded on this segment during the study period: ➢ Assigned the case number 34810689 the fatal accident occurred on 6/11/2013 at 5:00 PM when a car travelling west at the mid-block crosswalk in that vicinity collided with a pedestrian in the crosswalk The Verbal Description Report records the weather conditions as rainy,surface conditions as wet,and light condition as daylight.Apparent factors for the cause were given as passing or lane usage improper and failure to yield right-of-way.The pre-accident action of the vehicle is stated as overtaking. The accident data reveals that rear end and right angle accidents are most prevalent in the study area.These results are expected for an arterial roadway through a business district when speed limits change and driveway activity increase along the roadway.After reviewing the accident data,no mitigation is proposed. 19 E�sting Conditions � � �� o unnou�u��aay}p � � � � � � � � N � ��� N �� L UOI}Od S,�BLUIUb' � � � � � � � @ � � ��� � a� p��23 a41�O un�{ � � � � � � � � 0 � Bui�oeg � � � � � � � � 0 N � � a�oiyan pa�aed � � � � � � � L � � � a�o�(oi8 � � � c� � � � a ° �. " � F ueia}sapad � � r> � � � � � c w' � a�i N • � Q � adinng-apig � � r> � � � � O a � }oafq0 paxi� � � � � � � � E �° c uanl}yfii�{ � � � � � � � c 0 w v uanl}�a� c� � �n � � rr � O J = a�fiuy}yfiiZ{ cfl � r� � � c� � a> � � � G� Q Bui�e�aanp � � � � c� � � � � � O F— � pu�aeaZ{ � � cv � rr cv cv � � Z O �B�Ol � O N N � 00 N L W W Q a�qe}aoday-uoN c� � M N �.o c� � � � O �� �(�up N o � afiewed�(}aadoad cfl � rn � rr cfl � o 3 c � � m F— � �(an fu� cfl � rn � cv � cv � w v � Q a � � U � /�}I�B}B� � � � � � � � Q 0 � o �ri Vo a N � � G � J � N � � � � � � � 'o � � G G � .� � � �` � J g i� o � o 0 0 � j �' � � � � -c � o c� � m a� y � (j � Z � � U m = OO � Ln � z � � U rl' G N N o25 N N U � t0 } � � � a> U J Z Z } z z � Q Z � � _ 0 0 0 �ri 0 M m N a' � s � :=-.> o unnou�u��aay}p � � � � � � ��� N � � ����i T UOI}Ob'S,�ELUIUb' � � � � � � N � � peo2i a41�10 un23 � � � � � � � 0 Bui�oeg � � � � � � 0 N a�oiyan pa�aed � c� � rr � � � N � m —� � a�o�(oig Q � � � � � � � � o � N � � ueia}sapad � � � � � � N � +• c � �' v o � � adinng-apig � � � � � � � Q a � }oafqp paxi� c� � � c� L i i � � o uanl}yfii�{ � � � N � � :� ca v J uanl}}a� � � � � � � c d ;a a�fiuy}yfi�Z{ � � � co � � N v � Q � O Bui�e}�anp � � � � � � � � H N zpu�aea�{ co � � rr � � E � �B}Ol �C � N � N O � w � � a�qe}�oda�{-uoN � � � r> c� � c o ,�. N i ��, �(�up X � , , c � y aBewed�(}aadoad � " N ° � � ~ = a � ;a �(anfu� rr � � co � � � � U '°�a w a Q� a �c��i���� � , , , , , g v o Q M � � N N � � � � � � � W �a Y � � c rt � p� � � J � U -°�o G � � O � O U � N � N � N O N � J O J N g O N � � Z O J y Z Z � Z � Z � a U a � � fn @ � � � � o � o 0 J � p (n .G .�U, � � � "G N O C� � � � O } -G � U � � Z Z � � � Z = 0 0 �ri 0 M m N a' Future Conditions The analysis of future conditions,with and without the proposed project(`Build"and"No- Build"conditions,respectively),was performed to evaluate the effect of the proposed project on future traffic conditions in the area.Background traffic volumes in the study area were projected to the year 2020,reflecting the year when the project is expected to be completed and operationaL The project may be completed sooner than the year 2020,however,for conservative analysis,a six-year build out was assumed.The No-Build condition represents the future traffic conditions that can be expected to occur,even if the proposed project is not constructed.The No-Build condition serves as a comparison to the Build condition,which represents expected future traffic conditions resulting from both project and non-project generated traffic. No-Build Condition No-Build traffic volumes include all existing traffic and any new traffic due background traffic growth and any other significant planned developments in the immediate viciniry of the project site. Other Planned Development The Town of Southold Planning Department did not identify any other planned developments in the vicinity of the project site for inclusion in the study. 22 Future Conditions Background Traffic Growth To account for increases in general population and background growth not related to the proposed project,an annual growth factor was applied to the existing traffic volumes.Based on the New Yark State Department of Transportation(NYSDOT),Long Island Transportation Plan(LITP),the growth rate anticipated far the Town of Southold including the Hamlet of Cutchogue is 1.8%percent per year for a total of 10.8%(1.8%x 6 years). After applying the growth factor,the resulting 2020 No-Build traffic volumes for the weekday a.m.peak, weekday p.m.peak and weekend midday peak periods are shown in Figures 6,7,and 8 respectively on the following pages. 23 Future Conditions N �41 °' � r n v r� �,._.19 tO `c�' _ � ~90 r � � � �� �4� Depot Lane �4 � • ht 88 � w • � � � � 3 �./ � I I � 49 J _ � 61 � � o � 17 ---► '- rn � � 39 � � � `t � ,'�° � 16 � N -' o � � � � � � � a� � � � c4 N `° � � o v � � � � x � � l � , � � -� w z H � �aaa�S A��a�I ' -? �11 � 3 � `� r a d. � .a `i' � O) � � I �53 ° 1 � /-�20 0 U • � � � p������3JnS Ma N tG T M � �' � N � � � .�1 � ;aaa;S u?3.TE�� � 1 � 14 � � 28 � M ^ � M 0 T M M � �v N 1 � j—s � � 0 � � � � aUe�S�as�� 0 � � M o Q7 U � U � O s N 0 o z � � 0 0 � Z � N � � � � Lss � � � � I �� ~52 �105 j i _ � ♦ � Depot Lane �7 �J ♦ � - � • 119 _♦ w • � � � 4 �./ �� � � 14 —1 78 J _ F� 9 —� co r. �n �n • � � 60 � c° � o ZO � � � `° Nr _� x O � �" a� � � �, � � � � � � � c4 0 � � � o v o `° °�' � x � � l � , � � -� w z H � �aaa�S A��a�I 2s 'i1 2 � � a�o � � a � .� � �' ,n � � I �65 � �► �24 0 U � � � p������3JnS Ma N � � � "-' �' � � � � .� 1 � ;aaa;S u?3.TE�� � 1 � 28 � � 24 � N � U � O M � N �2� � 1 �, �-.,8 � � 0 � � � � aUe�S�as�� 0 � � M � M o � N U � U � O s N 0 o z � � 0 0 � Z � N � � c° �70 � o Mt�0 � 0 �„���4 M � c� � �� 43 �--115 � I _ � � � Depot Lane �1 i � F� • (► � 1 � 7 �./ �� � 1 90 � 51 � _ � � 8 —� ^ T � � � � � 78 � � c�o � .�' 13 � � N � �' o _, � � � � � � � � � � r,. � - .� y � � '� � V `° `° °�' � x � �l � , � � -� w z H � �aaa�S A��a�I � � � � 4 N cMo c, � co a � .a � � n �76 � 1 �. ,� j--20 U � � � p������3JnS Ma N rn `,-° � � �' � � � �� .� 1 � ;aaa;S u?3.TE�� � 1 � 23 � � 24 � N � a U O � � � �18 � � m � N �18 � � 0 � � � � aUe�S�as�� 0 °' � M � � o (p U � U � O s N 0 o z � � 0 0 � Z � N Build Condition Project Generated Traffic Volumes To estimate the project-generated traffic for the proposed development,a review was undertaken of available trip generation data sources,including the reference published by the Institute of Transportation Engineers(ITE),Trip Generation,9�'Edition.This widely utilized reference source contains trip generation rates for various land uses,including residential developments. The ITE trip generation for the proposed condominiums based on the number of units was calculated in order to determine the projected traffic generated from the proposed development To be conservative,the study utilizes a standard Condominium/Townhouse trip generation rate.A Senior Housing trip generation rate,also appropriate for this development, would result in nearly 50%less traffic generated during the peak hours. Table 3 summarizes the anticipated trip generation. Table 3—Trip Generation Component Density AM Peak PM Peak Saturday Midday Peak Ln(T)�.80Ln(X)+0.26 Ln(T)�.82Ln(X)+0.32 T�.29X+42.63 Entering Exiting Entering E�ting Entering E�fing RESIDENTIAL ITE#230 124 Uuits 17% 83% 67% 33% 54% 46% C ondo minium/Townhouse (Peak Hour of Generator) 10 51 48 24 43 36 Total= 61 Total= 72 Total= 79 As shown in Table 3,the 124 units of condominiums are projected to generate 61 trips (entering 10&exiting 51)during the a.m.peak hour,72 trips(entering 48&exiting 24) during the p.m.peak hour and 79 trips(entering 43&exiting 36)during the Saturday midday hour.Although traffic counts were performed on a Sunday of Columbus Day weekend, Saturday trip generation calculations were applied to be consecutive and are referred to in this report as weekend trips. Trip Distribution and Assignment The trips originating from and destined to the project site were assigned to the adjacent roadways based on characteristics of the roadway network,the location of the proposed site access points,existing travel patterns,and likely destination points. The trip distribution percentages shown in Figure 9 were then applied to the site generated traffic volumes and 27 Future Conditions assigned to the local roadway network The resulting project generated traffic volumes for the a.m.,p.m.and weekend midday peak hours are presented in Figures 10, 11,and 12 respectively. To determine the future Build Condition traffic volumes,the project generated trips were added to the No-Build traffic volumes at the key intersections.To be conservative,the Saturday project generated trips are applied to the Sunday turning movement count data.The resulting Build traffic volumes for the a.m.,p.m.and weekend peak hours are shown in Figures 13, 14,and 15 respectively. Site Access The site access intersection with Griffing Street and Schoolhouse Lane was analyzed in the Build condition with the site generated traffia The proposed access approach will be stop- controlled while the other approaches will remain uncontrolled movements.No existing count data at this intersection were recorded,so for a conservative estimate,it is assumed that all background trips in the No-Build condition for Griffing Street,North Street,and Schoolhouse Lane will pass through this intersection.These resulting volumes are shown in the a.m.,p.m., and weekend peak hours in Figures 13, 14,and 15 respectively. 28 Future Conditions \ 0 � o 0 T �(15%) � N �. �,5�,0, ,� 1 � Depot Lane �10% - 0 o �''' � 30/o �1 w � � (10%) 1 _ � • � � � � °o � -' Q o f �Oy� Or � Q.' 'J-+ ....... �+ `3 '� N �.�., N � � o o -� N � "� � O O rn � � bA CY � � O v � �10% � � � a� � � 1 =� w � � � �aaa�S A��a�I 1 � (10%) —/ 1 ,-. q o o ° ea O O � � r �v � v � \ '�� 0 � 1 0 0 U � � p�O��►Io3JnS Ma N � 0 � � U � N o 0 'O� � O r/1 T � V1 �---50% � � �• ;aaa;S u?3.TE�� • � � (50%) J (10%) J � (50%) —► (40%) � o U �J' 0 �n� o o p r� m � N � � � 0 •l 1 � aUe�S�asg� 0 O � � o V U � U � O s N 0 o z � � 0 0 � Z � N � � T T N � �. ��8� •� 1 � � r Depot Lane �1 ' � F� s —Z .�, � � � � �5� � - .� o `� ,� ^ p�., � tA v ..i " O `-' '"�"' '�'" Q � '� N �.�., N �i � -� N � G� rl' � S-'"i 3-� bq fyy � r ~ N N p � � � I � c� x � 1 �., � � � � � -� w v] [�—+ U �aaa�S A��a�I T (� �5� � t a �� � C4 v � y � 1 0 0 U � � p�O��►Io3JnS Ma N � � � � � .���l T O � � 6 � � � �---5 �� o • ;aaa;S u?3.TE�� • � N (25) J (5) J N (26) —"► (21) � �t 6 � 6 U � N �, „ � 1 0 U N 6 � ��rl'�S+/a.Sp.'1 1 N l/ O � O � O � � N � C 0 N � mm � N �y ° � fA o Z � O � Z � > � � � � n ��4� � o � Y �4) 5 � 1 � r DepotLane � ' � F� 14 � 2 � � � � � � ) � ' � .�.,-. „ c, � Ov0 v -, p.� O � � G-� � '� N �.�., N �i � � � rl' .�'i U � in in , °' C7 � ,� T .�1 � 1 �.5 � � � � .. w � � � �aaa�S A��a�I T (� �2� � t � O N N v � v y � 1 0 0 U � � p�O��►Io3JnS Ma N N 3 � � � •�� � � 6 � � � � �---24 �� o • ;aaa;S u?3.TE�� • � N (12) J (2) J � (12) —► (10) �1 rn � • T 6 � ^� 6 O r N � � O U N 6 � ��rl'�S+/a.Sp.'1 1 N l/ O � O �... � O � � N � C 0 N � mm � N �y ° � fA o Z � O � Z � > � a� � 0 � � � � �(5) � �I � r Depot Lane 5 � ♦ - � � � 13 --1 • ' � � • � � �4� J � � _ � co o� °� � � vv � � � � 3 � � �; � Z � _� as�i � a� U � v v °' C7 � ,� T .�1 � 1 4 � � � � .. w � � � �aaa�S A��a�I T (� �4� � t A r � � C4 v � y � 1 0 0 U � � p�O��►Io3JnS Ma N � � � � � ,��—,� N v 6 � � � � �---21 �� o m• ;aaa;S u?3.TE�� �� � N (18) J (4) � (1 g) _"► (14) � T 6 � 6 � r � 1 � 0 U N 6 � ��rl'�S+/a.Sp.'1 1 N l/ O ^ O T � O � � N � C 0 N � mm � N �y ° � fA o Z � O � Z � > N �48 � r n � r� �,._.19 `° `n � l �90 - 1 °' r 1 �� r 51 Depot Lane �5 r - � > �� 1 � 42 � 54 � � � � w � � � H 3 '_ � 61 � � N '" 16 —♦ � � � T � -� � o � � � � � a � Z � � � U � � ; d � � �1 � .� � � � -� w � H U �aaa�S A��a�I 6 � � '� � 3 � c� n a � � .� � n � � � I �53 � 1 � 20 U � � � p������3JnS Ma N � T � 3 � N � �� � � � � " � � � �119 � 1 6 O •� .� �., C/1 0�, �---5 o � ��J�' ;aaa;S u?3.TE�� N 25 19 � � 1 6 26 --► 49 � M M � 6 ��N (� � � 1 � j--s 0 U U N 6 � � ��rl'�S+/a.Sp.'1 1 N l/ o f� M o p� vi M 0 r� � N � C 0 N � mm � N �y ° � � fA o Z � O � Z � > � �62 � m � n r �,._.12 a�°o � I I �105 I I _ � �, 1 y� �56 D e p o t L a n e �1 2 �� i � o 119 � ; • � � ♦ � • �� 1 � 28 / 80 --/ � � 4 �./ � � I s� - � con �nc� � N � 9 —� '' � n r� �n � 'n �' .�,' ZO � M r -� � Q h++ ✓" ."�+ N � � � 00 a � � rl' � '� d' .�''i ,--+ ;� bq V � � � � x � 1 � � -� w � H U �aaa�S A��a�I � 4 J r� ,� � 2 � � a � .� � `n °° �65 � 1 � �24 U � � � p������3JnS Ma N � � � � � � � �, Nr�O. °� � " � � � �110 � I _ ,,�r.., 6 � V1 �---24 � �' � ;aaa;S u?3.TE�� h 0 12 30 �� I � N 12 --► 34 � v T 6 � � 6 1�1 N �27 � � � �18 0 U N 6 � � ��rl'�S+/a.Sp.'1 1 N l/ o O M � � N 0 r� � N � C 0 N � mm � N �y ° � � fA o Z � O � Z � > � o �75 � � c*� co v o �,._.14 � `n o �115 � 1 �� r 48 Depot Lane �6 � - � � • �» 23 � 55 --/ � � � 8 s '11 r' -�► � �► 78 � � � _ � T tO � � ap y�„� 1`3 � It� � � '�'" N � � 'C � N N -�-� .^� bD � 00 d. -� 'n a�i +��' � C�i O N ~ � � O V j � � � x � 1 °� � � bA r -� w � F+ U �aaa�S A��a�I 4 s '11 4 N cro � � � a � .a � `n � �76 ° ,1 � �20 0 U � � � p������3JnS Ma N rn `,-° � � � � � �, c� c�oo � � " � � � �94 � 1 6 O •� ., $„i � �"�'21 � � ;aaa;S u?3.TE�� N 18 —► 2� � � � � 6 38 � � � � � T' �18 � 1 �. r-,8 0 U N 6 � � ��rl'�S+/a.Sp.'1 1 N l/ r M � � r � 0 r� � N � C 0 N � mm � N �y ° � fA o Z � O � Z � > ���� ���� �'�hb Traffic Operations Analysis Measuring existing traffic volumes and projecting future traffic volumes quantifies traffic flow within the study area.To assess quality of traffic flow,roadway capaciry analyses were conducted with respect to the Existing No-Build and future Build conditions.These capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands. Level of Service and Delay Criteria The evaluation criteria used to analyze area intersections in this traffic study are based on the 2000&2010 Highway Capacity Manual(HCM).The term`level of service'(LOS)is used to denote the different operating conditions that occur at an intersection under various traffic volume loads.It is a qualitative measure that considers a number of factors including roadway geometry,speed,travel delay and freedom to maneuver.Level of service provides an index to the operational qualities of a roadway segment or an intersection.Level of service designations range from A to F,with LOS A representing the best operating conditions and LOS F representing the worst operating conditions. In addition to LOS,vehicle delay time(expressed in seconds per vehicle)is typically used to quantify the traffic operations at intersections.For example,a delay of 15 seconds for a particular vehicular movement or approach indicates that vehicles on the movement or approach will experience an average additional travel time of 15 seconds.It should be noted that delay time has a range of values for a given LOS letter designation.Therefore,when evaluating intersection capaciry results,in addition to the LOS,vehicle delay time should also be considered. The levels of service designations,which are based on delay,are reported differently for signalized and unsignalized intersections.For signalized intersections,the analysis considers the operation of all traffic entering the intersection and the LOS designation is for overall conditions at the intersection.For unsignalized intersections,however,the analysis assumes that traffic on the mainline is not affected by traffic on the side streets.Thus the LOS designation is far the critical movement exiting the side street,which is generally the left tum out of the side street or side driveway. 36 Traffic Operations Analysis ���� ���� �'�hb It should be noted that the analytical methodologies rypically used far the analysis of unsignalized intersections use conservative parameters such as long critical gaps.Actual field observations indicate that drivers on minor streets generally accept shorter gaps in traffic than those used in the analysis procedures and therefore experience less delay than reported by the analysis software.The analysis methodologies also do not take into account the beneficial grouping effects caused by nearby signalized intersections.The net effect of these analysis procedures is the over-estimation of calculated delay at unsignalized intersections in the study area.Cautious judgment should therefore be exercised when interpreting the capacity analysis results at unsignalized intersections. The level of service(LOS)definitions for both the signalized and unsignalized intersections can be found in Appendix B of the report. Software The capacity analyses were done using the traffic analysis software Synchro,version 8, a computer program developed by Trafficware Ltd.Synchro is a complete software package for modeling and optimizing traffic signal timing. Synchro adheres to and implements the guidelines and methods set forth in the 2000 Highway Capacity Manual and the newly released 2010 Highway Capacity ManuaL This analysis methodology was used to evaluate the ability of an intersection or roadway to efficiently handle the number of vehicles using the facility.Synchro was used to model and analyze the Existing No-Build and Build conditions at the key intersections. Level of Service Analysis Level of service(LOS)analyses were conducted for the Existing,No-Build and future Build conditions for the key intersections and for the site access point for the future Build condition. Signalized Intersection Analysis results The results of the capacity analyses for the signalized intersection of NY 25 and New Suffolk Road for the Existing No-Build and Build conditions are summarized in Tables 4,5 and 6 below,for the a.m.,p.m.and weekend midday periods,respectively.The detailed capacity analysis worksheets are contained in Appendix C. 37 Traffic Operations Analysis ���� ���� �'�hb Table 4-Level of Service Summary-Signalized Intersection-AM Peak Hour Existing 2014 No Build 2020 Build 2020 Infexsection Movement Lane Group Delay �S Delay �S Delay LOS (seconds) (seconds) (seconds) TR 10.6 B 11.9 B 11.9 B EB Approach 10.6 B 11.9 B 11.9 B L 3.7 A 4.0 A 4.0 A WB T 4.7 A 5.9 A 5.9 A NY 25&New Suffolk Road Approach 4.6 A 5.7 A 5.7 A LR 12.6 B 13.2 B 13.4 B NB Approach 12.6 B 13.2 B 13.4 B Overall 7.7 A 8.8 A 8.8 A Table 5-Level of Service Summary-Signalized Intersection-PM Peak Hour Existing 2014 No Build 2020 Build 2020 Infexsection Movement Lane Group Delay �S Delay �S Delay LOS (seconds) (seconds) (seconds) TR 13.1 B 13.4 B 13.4 B EB Approach 13.1 B 13.4 B 13.4 B L 4.0 A 41 A 4.1 A WB T 5.3 A 5.5 A 5.5 A NY 25&New Suffolk Road Approach 51 A 5.3 A 5.3 A LR 15.0 B 16.0 B 16.1 B NB Approach 15.0 B 16.0 B 16.1 B Overall 9.4 A 9.6 A 9.6 A 38 Traffic Operations Analysis ���� ���� �'�hb Table 6—Level of Service Summary—Signalized Intersection-Weekend Peak Hour Existing 2014 No Build 2020 Build 2020 Infexsection Movement Lane Group Delay �S Delay �S Delay LOS (seconds) (seconds) (seconds) TR 13.2 B 13.3 B 13.3 B EB Approach 13.2 B 13.3 B 13.3 B L 3.8 A 3.8 A 3.8 A WB T 5.0 A 5.0 A 5.0 A NY 25&New Suffolk Road Approach 4.8 A 4.8 A 4.8 A LR 14.5 B 16.1 B 16.2 B NB Approach 14.5 B 16.1 B 16.2 B Overall 9.5 A 9.7 A 9.7 A As shown in Tables 4,5 and 6,the signalized intersection of NY 25 and New Suffolk Road operates at an overall intersection LOS A during all periods analyzed.When compared to No- Build condition,the results in the Build condition are consistent and there is no change in the level of service.The overall intersection delay from No-Build to Build condition does not increase and would not impact motorists travel through the intersection. There is no need for mitigation. Unsignalized Intersection Analysis results The results of the capacity analyses for the six unsignalized study intersections for Existing No-Build and Build conditions are summarized in Tables 7,8 and 9 below,for the a.m.,p.m. and weekend midday peak periods,respectively.The detailed capacity analysis worksheets are contained in Appendix C. 39 Traffic Operations Analysis ���� ���� �'�hb Table 7-Level of Service Summary-Unsignalized Intersections -AM Peak Hour Citical Lane Intersection Approact�/ Group Existing 2014 No Build 2020 Build 2020 Movement EB L+U 9.0 A 9.2 A 9.2 A WB L+U 9.8 A 10.2 B 10.2 B CR 48&Depot Lane NB Approach 17.4 C 20.7 C 21.6 C SB Approach 14.4 B 15.9 C 16.0 C EB Approach 9.9 A 10.1 B 10.3 B Schoolhouse Lane&Depot Lane NB L 0.4 A 0.3 A 0.4 A EB L 8.4 A 8.6 A 8.6 A NY 25&Depot Lane SB Approach 17.1 C 19.9 C 2 L 1 C EB L 8.5 A 8.7 A 8.7 A NY 25&North Street SB Approach 12.9 B 13.7 B 17.4 C EB L 8.5 A 8.7 A 8.7 A NY 25&Griffing Street SB Approach 13.6 B 14.5 B 14.8 B WB L 8.2 A 8.3 A 8.3 A NY 25&Case's Lane NB Approach 13.8 B 15.0 C 15.4 C Site Access&Schoolhouse Lane& NB L - - - - 7.4 A Griffing Street SB L - - - - 9.6 A 40 Traffic Operations Analysis ���� ���� �'�hb Table 8-Level of Service Summary-Unsignalized Intersection-PM Peak Hour Critical Lane Intersection Approach/ Group Existing 2014 No Build 2020 Build 2020 Movement EB L+U 10.0 B 10.5 B 10.5 B WB L+U 9.2 A 9.5 A 9.5 A CR 48&Depot Lane NB Approach 15.9 C 18.7 C 19.4 C SB Approach 12.1 B 13.2 B 13.4 B EB Approach 9.9 A 10.2 B 10.5 B Schoolhouse Lane&Depot Lane NB L 0.3 A 0.5 A 0.8 A EB L 9.1 A 9.4 A 9.5 A NY 25&Depot Lane SB Approach 35.4 E 56.7 F 629 F EB L 8.7 A 9.0 A 9.0 A NY 25 &North Street SB Approach 18.0 C 20.4 C 23.7 C EB L 8.7 A 9.0 A 9.1 A NY 25&Griffing Street SB Approach 18.5 C 21.5 C 22.2 C WB L 8.6 A 8.8 A 8.8 A NY 25&Case's Lane NB Approach 17.7 C 20.4 C 21.2 C Site Access&Schoolhouse Lane& NB L - - - - 7.5 A Griffing Street SB L - - - - 9.6 A 41 Traffic Operations Analysis ���� ���� �'�hb Table 9-Level of Service Summary-Unsignalized Intersection - Weekend Peak Hour Critical Lane Intersection Approach/ Group Existing 2014 No Build 2020 Build 2020 Movement EB L+U 9.7 A 10.2 B 10.2 B WB L+U 8.7 A 8.9 A 8.9 A CR 48&Depot Lane NB Approach 13.0 B 14.8 B 15.6 C SB Approach 13.3 B 14.9 B 15.3 C EB Approach 10.1 B 10.3 B 10.6 B Schoolhouse Lane&Depot Lane NB L 0.1 A 0.1 A 0.4 A EB L 8.8 A 9.1 A 9.1 A NY 25&Depot Lane SB Approach 31.3 D 48.6 E 57.7 F EB L 8.7 A 9.0 A 9.0 A NY 25&North Street SB Approach 12.5 B 13.2 B 22.7 C EB L 8.6 A 8.9 A 9.0 A NY 25&Griffing Street SB Approach 18.7 C 21.8 C 22.4 C WB L 8.7 A 8.9 A 9.0 A NY 25&Case's Lane NB Approach 19.3 C 22.6 C 23.6 C Site Access&Schoolhouse Lane& NB L - - - - 7.4 A Griffing Street SB L - - - - 9.5 A As revealed in Tables 7,8 and 9,most critical approaches at the six unsignalized study intersections operate at the same LOS in the No-Build condition as the Build condition. Additionally,most critical approaches at the unsignalized study intersections operate at an LOS C or better in all conditions and peak hour periods. During the a.m.Peak Hour,as seen in Table 7,from Existing condition to No-Build condition,CR 48 and Depot Lane westbound approach goes from LOS A to LOS B and the southbound approach goes from LOS B to LOS C.In both instances the change in delay is less than 2 seconds and the LOS changed only because the Existing condition values were near the threshold for the next level-of-service.This difference in delay will be unnoticeable to drivers and does not require mitigation.Also during the a.m.Peak Hour,from Existing condition to No-Build condition,Schoolhouse Lane and Depot Lane eastbound approach goes from LOS A to LOS B,and NY 25 and Case's Lane northbound approach goes from LOS B to LOS C.Again,both of these changes in delay are less than 2 seconds and the LOS changed only because the Existing condition values were at or near the threshold for the next level-of- service.This difference in delay does not require mitigation.From the No-Build condition to Build condition,the only critical approach which changes LOS is the southbound NY 25 and North Street delay,which changes from LOS B to LOS C.This delay change is less than 4 seconds and will be unnoticeable and does not require mitigation. 42 Traffic Operations Analysis ���� ���� �'�hb During the p.m.Peak Hour,as seen in Table 8,all critical approaches maintain the same level of service in the No-Build and Build conditions.From Existing condition to No-Build condition,Schoolhouse Lane and Depot Lane eastbound approach goes from LOS A to LOS B.This change in delay is less than 1 second and the LOS changed only because the Existing condition value was at the threshold for the next level-of-service.This delay change will be unnoticeable to drivers and does not require mitigation.From the Existing condition to the No-Build condition to the Build condition the NY 25 and Depot Lane southbound approach goes from LOS E to LOS F to LOS F.The change in delay is under 7 seconds from the No- Build condition to the Build condition;this increase is not significant enough at an unsigalized intersection to warrant mitigation.Possible measures to improve the level of service of this approach are discussed in the Mitigation section of this report. During the Weekend Peak Hour,as seen in Table 9,from Existing condition to No-Build condition,CR 48 and Depot Lane goes from LOS A to LOS B in the eastbound approach. This change in delay is less than 1 second and the LOS changed only because the Existing condition value was at the threshold for the next level-of-service.From the Existing condition to the No-Build condition to the Build condition,the NY 25 and Depot Lane southbound approach goes from LOS C to LOS D to LOS E.The change in delay is less than 10 seconds from the No-Build condition to the Build condition;this increase is not significant enough at an unsigalized intersection to warrant mitigation.Possible measures to improve the level of service of this approach are discussed in the Mitigation section of this report.From the No- Build condition to the Build condition,CR 48 and Depot Lane goes from LOT B to LOS C in the northbound and southbound approaches.For both approaches the change in delay is less than 1 second and the LOS changed only because the No-Build condition delay value was at the threshold for the next level-of-service.This change in delay will be unnoticeable to drivers and does not require mitigation.Also in the No-Build condition to the Build condition,NY 25 and North Street southbound approach goes from LOS B to LOS C.This change in delay is less than 10 seconds and an acceptable level-of-service(LOS C)is maintained during all peak hours at this approach,therefore no mitigation is recommended. All the critical approaches in the No-Build and Build conditions operate at an acceptable LOS C or better during all periods analyzed with the exception of the southbound NY 25 and Depot Lane approach during the p.m Peak Hour and Weekend Peak Hour.In the Build condition the site access operates with Level-of-Service A during all three time periods analyzed. Based on these results there is no need for mitigation measures due to the projected increased traffic volumes on the study intersections related to the proposed development.However,if requested by the Town,for the southbound approach for NY 25 and Depot Lane,impacts of potential mitigation are described below. 43 Traffic Operations Analysis ���� ���� �'�hb Mitigation As described above,based on a review of the traffic analysis,no mitigation is required for this project.Any increases in delay at the study intersections are deemed insignificant. Additionally,any increases in delay are accounting far the busiest hour of the day;delays throughout the remainder of the day at all the intersections will be less significant The largest increase in delay for any single approach is the southbound approach at NY 25 and Depot Lane. If requested by the Town,a possible mitigation solution for the affected intersection has been outlined below.Again,based on the review of the analysis,there is no recommended mitigation required as part of this study. As a possible mitigation measure to improve the level of service on the southbound approach of the unsignalized intersection of NY 25 and Depot Lane during p.m.peak hour and weekend peak hour,the intersection was reanalyzed with a minor roadway geometric change,widening Depot Lane by four feet to allow far the creation of one exclusive southbound right-turn and one exclusive left-turn lane at NY 25.The four foot widening,with taper to meet the existing roadway width,would not extend beyond 80 feet from the intersection,coinciding with the limits of the comer gas station property.By slightly widening the roadway to allow for a short exclusive right-turn lane,the southbound approach LOS can be improved to a LOS E in the p.m.peak hour and LOS D in the weekend peak hour.The widening can be achieved within existing public Right-of-Way as the Depot Lane width is shown as 50'wide on record plans. No property acquisition or dedications would be required for this improvement The existing Depot Lane roadway section is 30 feet wide and the resulting pavement width would be a maximum of 34 feet wide.The results of this mitigation are shown in Tables 10 and 11 below and the detailed Synchro analysis worksheets can be found in Appendix C of the report.The results of the No-Build and Build conditions are also shown in the table for easy comparison. It is important to note that these analysis results are intended to demonstrate that the impact of the site-generated traffic can be readily mitigated.The need for the proposed mitigation would be determined by the Town of Southold. Table 10—Mitigation Level of Service Summary—Unsignalized Intersection-PM Peak Hour Critical Lane Build 2020 Intersection Approach/ Group No Build 2020 Build 2020 Mitigated Movement EB L 9.4 A 9.5 A 9.5 A NY 25&Depot Lane SB Approach 56.7 F 629 F 42.7 E 44 Traffic Operations Analysis ���� ���� �'�hb Table 11—Mitigation Level of Service Summary—Unsignalized Intersection-Weekend Peak Hour Critical Lane Build 2020 Intersection Approach/ Group No Build 2020 Build 2020 Mitigated Movement EB L 9.1 A 9.1 A 9.1 A NY 25&Depot Lane SB Approach 48.6 E 57.7 F 31.7 D Off-Street Parl�ing and Circulation Off-Street Parl�ng The Town Code for the Town of Southold requires 2 off-street spaces per unit for multi- family condominium housing.For the proposed 124 units at The Heritage a total of 248 spaces would be required.A review of the site plan by VHB Engineering Surveying and Landscape Architecture,P.C.reveals that 284 spaces have been provided for,which exceeds the Town Code requirements. Circulation A careful review of the proposed site plan shows that the configuration of the parking layout, drive aisles,site access point and intemal site roadways will provide for adequate on-site vehicular circulation. Pedestrian accommodation on-site includes a series of trails which traverse the subject property.Off-site pedestrian accommodation is currently only provided in the business district and on main roadways.In keeping with the existing,adjacent,low-volume,residential roadways of the area,no off-site sidewalk is proposed to be constructed for this project. 45 Traffic Operations Analysis pW���'� ���i �'�hb Conclusions Based on the results of the analyses conducted for the purpose of this report,we have arrived at the following conclusions: > The proposed 124 units of residential condominiums would generate moderate amount of traffic during the a.m.,p.m.and Saturday midday peak periods. > The traftic generated by the development can be accommodated by the adjacent roadway network.The trip generated traffic for this project was conservatively developed using a general condominium use which roughly doubles the number of proposed site generated trips during all study periods.The actual trips generated from the proposed use is anticipated to be much lower than the volumes shown in this report. Additionally,the site generated volumes are anticipated to be seasonal,and not all the proposed units are anticipated to be actively used for the entire year. > Following the completion of the project,the signalized intersection of NY 25 and New Suffolk Road and the six unsignalized intersections critical approaches operate at a satisfactory overall intersection Level of Service C or better during all analysis periods with the exception of the southbound approaches to NY 25 from Depot Lane in the p.m. Peak Hour and Weekend Peak Hour,as discussed above. > No mitigation is recommended as a result of the proposed development.Although the southbound approach at the NY 25 and Depot Lane intersection has a higher than desired delay,the difference in the No-Build condition delay from the Build condition delay is not significant.Nonetheless,a possible mitigation measure was analyzed for the this intersection to alleviate the LOS E and LOS F in the southbound approach for the p.m. Peak hour and Weekend Peak Hour respectively.The mitigation analyzed would widen Depot Lane from 30'to 34' over a length of 80 feet to accommodate two approach lanes at NY 25. > Existing traffic volumes were conservatively collected during the peak fall tourism season to capture the heaviest volumes along CR 48 and NY 25. > The Site Access proposed to be aligned to Griffing Street along Schoolhouse Lane will operate well during the Build Condition,as existing traffic volumes are low. 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'�WS°a�='Sa.� uz' S s a � q 0 �s x� � �� �� � � ��� � s ��� � s P > u�� > > ue� > > .c ���� ���� �'�hb Appendix C Description Level of Service Definitions Appendix D Isn�;xfrcc*c�rer��;�,w5°z�ry^r,�+c�}�i'�z,e,=crncl Iurzc�'sccz�r���rc�ltc�ctzcr,e=,P.�: Level of Service Definitions Signal Controlled Intersections The level of service and capacity of a signalized intersection are the criteria by which the quality of traffic service is measured.The levels of service range between level of service A(relatively congestion-free) and level of service F (congested). The capacity of a signalized intersection is based upon the concepts of saturation flow and saturation flow rate.This is the maximum rate of flow that can pass through a given lane group under prevailing traffic.and roadway conditions.The volume-to-capacity ratio is the ratio of the traffic.flow for a given lane group or approach to the capacity.A V/C ratio of 1.0 indicates that the flow rate equals the capacity.Values over 1.0 indicate a temporary excess of demand.This does not necessarily indicate an interse�tion failure. The level of service of a signalized intersection is evaluated on the basis of average control delay per vehicle for various movements within the intersection.The control delay is a function of the arrivals,delay from queuing and over saturation. The following general statements may be made regarding the level of service of a signalized interse�tion. > Level of service A describes operations with a very low delay.This occurs when progression is extremely favorable and most vehicles arrive during the green phase.Most vehicles do not stop at all.Short traffic.signal cycles may contribute to low delay. > Level of serviee B generally occurs with good progression and/or short traffic. signal cycle lengths.More vehicles stop than for level of service A,causing higher average delays. > Level of service C has higher delays than level of service B.These higher delays may result from fair progression and/or longer cycle lengths.Individual cycle failures,where motorists are required to wait through an entire signal cycle,may Isn�;xfrcc*c�rer��;�,w5°z�ry^r,�+c�}�i'�z,e,=crncl Iurzc�'sccz�r���rc�ltc�ctzcr,e=,P.�: begin to appear in this level.The number of vehicles stopping is significant at this level,although many still pass through the intersection without stopping. > Level of service D means the influence of congestion has become more noticeable.Longer delays may result from some combination of unfavorable progression,long cycle lengths or high volume to capacity ratios.Many vehicles stop and the proportion of vehicles not stopping declines.Individual cycle failures are noticeable. > Level of service E is considered the limit of acceptable delay.These high delay values generally indicate poor progression,long cycle lengths and high volume to capacity ratios.Individual cycle failures are frequent occurrences. > Level of Service F has delays that are considered unacceptable to most drivers. This condition often occurs with over saturations,i.e.,when arrival flow rates exceed the capacity of the intersection.It may occur at volume to capacity ratios below 1.0 with many individual cycle failures.Poor progression and long cycle lengths may also be major contributing causes to such delay levels. The following average stopped delays are utilized to determine interse�tion and approach roadway levels of service for signalized intersections: LEVEL OF SERVICE CONTROL DELAY PER VEHICLE(SEC) A < 10.0 B > 10.0 and<20.0 C >20.0 and<35.0 D >35.0 and<55.0 E >55.Oand<80.0 F >80.0 Two Way Stop Controlled Intersections The level of service and capacity of a two-way stop controlled(TWSC)intersection are the criteria that are used to measure the quality of the traffic operations. The levels of service range between level of service A(relatively congestion-free)and level of service F(very congested). The right of way at the TWSC intersection is controlled by stop signs on two opposing minor-street approaches (or on one leg of a"T"-type intersection). The capacity of a controlled approach is based on the distribution of gaps in the major street traffic flow,driver judgment in selecting a gap through which to execute the desired maneuver and the follow up time required by each driver in a queue. Isn�;xfrcc*c�rer��;�,w5°z�ry^r,�+c�}�i'�z,e,=crncl Iurzc�'sccz�r���rc�ltc�ctzcr,e=,P.�: The level of service for the subject lane group movement of an approach of a TWSC interse�tion is evaluated based on the average total delay per vehicle. Control delay is a function of the capacity of the approach and the degree of saturation.It is defined as the total elapsed time from the time a vehicle stops at the end of the queue to the time the vehicle departs from the stop line.This includes the time required for the vehicle to travel from the end of the queue position to the first-in-queue position, including deceleration of vehicles from free-flow speed to the speed of vehicles in the queue. The average approach delay for all vehicles on a particular approach is computed as the weighted average of the control delay estimates for each individual movement on the approach. The following levels of average control delay are used to determine approach levels of service: LEVEL OF SERVICE CONTROL DELAY PER VEHICLE(SEC) A < 10.0 B > 10.Oand< 15.0 C > 15.0 and<25.0 D >25.0 and<35.0 E >35.0 and<50.0 F >50.0 While the level of service criteria are applied to each approach of a TWSC intersection,the average delay for an entire intersection can be calculated by taking a weighted average of the vehicles stopped on the minor approaches and the vehicles in the major street traffic.flow,which suffer no delays. This total average control delay provides a means of comparison for two intersections. All Way Stop Controlled Intersections The level of service and capacity of an all way stop controlled(AWSC)intersection are the criteria by which the quality of traffic service is measured. The levels of service range between level of service A(relatively congestion-free)and level of service F(very congested). The key variable in determining the capacity of an AWSC interse�tion is the distribution of traffic.volumes among the approaches. Under ideal conditions traffic. would be evenly distributed among the approaches.The flow rate for any given approach increases as the traffic decreases on the other approaches,allowing a smaller headway between vehicles departing from the stop line. The capacity of each approach is computed under the assumption that the flows on the opposing and conflicting approaches are constant.The level of service of an Isn�;xfrcc*c�rer��;�,w5°z�ry^r,�+c�}�i'�z,e,=crncl Iurzc�'sccz�r���rc�ltc�ctzcr,e=,P.�: AWSC interse�tion 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. This includes the time required for the vehicle to travel from the end of the queue position to the first-in-queue position,including deceleration of vehicles from free-flow speed to the speed of vehicles in the queue.This delay is based on the flow rate for each approach. As indicated above,the flow rate and therefore the delay,is directly proportional to the distribution of vehicles among the approaches. The following levels of average control delay are used to determine approach levels of service: LEVEL OF SERVICE CONTROL DELAY PER VEHICLE(SEC) A < 10.0 B > 10.Oand< 15.0 C > 15.0 and<25.0 D >25.0 and<35.0 E >35.0 and<50.0 F >50.0 The average control delay is the most effe�tive measure for indicating the performance of an AWSC interse�tion because it can readily be measured by a transportation analyst and can be clearly communicated to a lay person. In addition, the use of delay will result in a consistent measure for both signalized and unsignalized intersections. While both types of intersections are evaluated in terms of average delay,the level of service criteria are different. This is due to drivers who expect different levels of performance from different types of intersection controls. Since signalized intersections are designed to carry higher traffic volumes compared with AWSC intersections,higher levels of control delay are more acceptable at signalized interse�tions for the same level of service. ���� ���� �'�hb Appendix D Description Synchro—Level of Service Analysis Worksheets Appendix D 16: Depot Lane & CR 48 Existing 2014 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2.1 "/'�rd�/,Y�J�//��Oi/,!' �`i'f( '�! '�lllf �r �1, ! '"° ��"f i r rr,,,��� , , �,r�, � ,y,������� ��„�r. Vol,veh/h 1 8 628 56 3 37 462 13 39 17 37 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - - Free - - - Free - - Stop Storage Length - 225 - 225 - 225 - 225 - - - Veh in Median Storage,# - - 0 - - - 0 - - 1 - Grade,% - - 0 - - - 0 - - 0 - Peak HourFactor 85 85 85 85 79 79 79 79 80 80 80 Heavy Vehicles,% 7 7 7 7 6 6 6 6 10 10 10 MvmtFlow 1 9 739 66 4 47 585 16 49 21 46 "r���/i im,�!�ipii i r/i�i ii°�l �i,r'I/i/i ii��f irl��w i r�r�� Conflicting Flow All 444 585 0 - 586 739 0 0 1163 1446 369 Stage 1 - - - - - - - - 760 760 - Stage 2 - - - - - - - - 403 686 - Critical Hdwy 6.54 4.24 - - 6.52 4.22 - - 7.7 6.7 7.1 Critical Hdwy Stg 1 - - - - - - - - 6.7 5.7 - Critical Hdwy Stg 2 - - - - - - - - 6.7 5.7 - Follow-up Hdwy 2.57 2.27 - - 2.56 2.26 - - 3.6 4.1 3.4 PotCap-1 Maneuver 730 952 - 0 595 837 - 0 141 121 606 Stage 1 - - - 0 - - - 0 347 394 - Stage 2 - - - 0 - - - 0 574 427 - Platoon blocked,% - - Mov Cap-1 Maneuver 918 918 - - 807 807 - - 129 121 606 Mov Cap-2 Maneuver - - - - - - - - 246 240 - Stage 1 - - - - - - - - 347 394 - Stage 2 - - - - - - - - 535 427 - �a��'���r����r� �,� �,,0 %�� HCM Control Delay,s 0.1 0.8 17.4 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��� ',lf i�r � ����%"i�ff '�"i"i//"�i l°i"��f Capacity(veh/h) 405 918 - 807 - 423 HCM Lane V/C Ratio 0.287 0.012 - 0.063 - 0.095 HCM Control Delay(s) 17.4 9 - 9.8 - 14.4 HCM Lane LOS C A - A - B HCM 95th°/atile Q(veh) 1.2 0 - 0.2 - 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 Existing 2014 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh �����rd��Y���y��oii� �%;° lff �� � ��-� ��� Vol,veh/h 3 15 14 Conflicting Peds,#/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - - Stop Storage Length - - - Veh in Median Storage,# - 1 - Grade,% - 0 - Peak Hour Factor 80 80 80 Heavy Vehicles,% 6 6 6 Mvmt Flow 4 19 18 "r���/iim,�!�ipii i r°�iii io f Conflicting Flow All 1087 1446 292 Stage 1 686 686 - Stage 2 401 760 - Critical Hdwy 7.62 6.62 7.02 Critical Hdwy Stg 1 6.62 5.62 - Critical Hdwy Stg 2 6.62 5.62 - Follow-up Hdwy 3.56 4.06 3.36 Pot Cap-1 Maneuver 165 126 693 Stage 1 394 436 - Stage 2 586 403 - Platoon blocked,% Mov Cap-1 Maneuver 142 126 693 Mov Cap-2 Maneuver 258 234 - Stage 1 394 436 - Stage 2 512 403 - �aii'iii rii�i r f ��� HCM Control Delay,s 14.4 HCM LOS B ����rw r�r,i���Cy�ii�iiiir���ri/iii�irpii�, Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 15: Depot Lane & Schoolhouse Lane Existing 2014 HCM Unsignalized Intersection Capacity Analysis AM Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 23 6 4 81 79 35 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.60 0.60 0.92 0.92 0.75 0.75 Hourly flow rate(vph) 38 10 4 88 105 47 Pedestrians Lane Width(ft) 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 225 129 152 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 225 129 152 tC,single(s) 6.4 6.2 4.2 tC,2 stage(s) tF(s) 3.5 3.3 2.3 p0 queue free°/a 95 99 100 cM capacity(veh/h) 756 916 1399 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 48 92 152 Volume left 38 4 0 Volume Right 10 0 47 cSH 784 1399 1700 Volume to Capacity 0.06 0.00 0.09 Queue length 95th(ft) 5 0 0 Control Delay(s) 9.9 0.4 0.0 lane lOS A A Approach Delay(s) 9.9 0.4 0.0 Approach lOS A °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 1.8 Intersection Capacity Utilization 17.5% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 12/17/2014 10: NY 25 & Depot Lane Existing 2014 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2.3 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 42 370 324 59 44 55 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 89 89 88 88 Heavy Vehicles,% 8 8 4 4 9 9 MvmtFlow 47 416 364 66 50 62 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 430 0 - 0 907 397 Stage 1 - - - - 397 - Stage 2 - - - - 510 - Critical Hdwy 4.18 - - - 6.49 6.29 Critical Hdwy Stg 1 - - - - 5.49 - Critical Hdwy Stg 2 - - - - 5.49 - Follow-up Hdwy 2.272 - - - 3.581 3.381 Pot Cap-1 Maneuver 1098 - - - 297 637 Stage 1 - - - - 664 - Stage 2 - - - - 589 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1098 - - - 284 637 Mov Cap-2 Maneuver - - - - 284 - Stage 1 - - - - 664 - Stage 2 - - - - 564 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.9 0 17.1 HCM LOS C ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 1098 - - - 410 HCM Lane V/C Ratio 0.043 - - - 0.274 HCM Control Delay(s) 8.4 - - - 17.1 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0.1 - - - 1.1 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 11: NY 25 & North Street Existing 2014 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 0.2 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 3 372 382 4 1 3 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 86 86 77 77 50 50 Heavy Vehicles,% 8 8 5 5 0 0 Mvmt Flow 3 433 496 5 2 6 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 501 0 - 0 939 499 Stage 1 - - - - 499 - Stage 2 - - - - 440 - Critical Hdwy 4.18 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.272 - - - 3.5 3.3 Pot Cap-1 Maneuver 1033 - - - 295 576 Stage 1 - - - - 614 - Stage 2 - - - - 653 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1033 - - - 294 576 Mov Cap-2 Maneuver - - - - 294 - Stage 1 - - - - 614 - Stage 2 - - - - 651 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.1 0 12.9 HCM LOS B ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 1033 - - - 465 HCM Lane V/C Ratio 0.003 - - - 0.017 HCM Control Delay(s) 8.5 - - - 12.9 HCM Lane LOS A - - - B HCM 95th°/atile Q(veh) 0 - - - 0.1 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 Existing 2014 Lanes, Volumes, Timings AM Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 333 13 44 348 18 48 Satd.Flow(prot) 1692 0 1604 1749 1717 0 Flt Permitted 0.435 0.986 Satd.Flow(perm) 1692 0 735 1749 1717 0 Satd.Flow(RTOR) 3 61 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.90 0.90 0.78 0.78 0.79 0.79 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(o�a� $o�a $o�a 5o�a 5o�a 5o�a 5o�a Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 384 0 56 446 84 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 29.8 33.1 35.6 6.7 Actuated g/C Ratio 0.65 0.72 0.78 0.15 v/c Ratio 0.35 0.09 0.33 0.28 Control Delay 10.6 3.7 4.7 12.6 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 10.6 3.7 4.7 12.6 lOS B A A B Approach Delay 10.6 4.6 12.6 Approach lOS B A B Queue Length 50th(ft) 79 5 51 6 Queue length 95th(ft) 160 13 87 33 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1655 715 1749 781 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.23 0.08 0.26 0.11 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:45.9 Natural Cycle:65 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.35 Intersection Signal Delay:7.7 Intersection IOS:A Intersection Capacity Utilization 40.6% ICU Level of Service A Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 Existing 2014 Lanes, Volumes, Timings AM Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 13: NY 25 & Griffing Street Existing 2014 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 1.3 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 28 338 316 47 13 25 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 93 93 76 76 53 53 Heavy Vehicles,% 8 8 4 4 3 3 MvmtFlow 30 363 416 62 25 47 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 478 0 - 0 871 447 Stage 1 - - - - 447 - Stage 2 - - - - 424 - Critical Hdwy 4.18 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.272 - - - 3.527 3.327 Pot Cap-1 Maneuver 1054 - - - 320 609 Stage 1 - - - - 642 - Stage 2 - - - - 658 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1054 - - - 308 609 Mov Cap-2 Maneuver - - - - 308 - Stage 1 - - - - 642 - Stage 2 - - - - 634 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.7 0 13.6 HCM LOS B ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i��,��ff �� �� i�,�,�. ,. ��%���� � ��io,����„;� �yi�v f Capacity(veh/h) 1054 - - - 308 609 HCM Lane V/C Ratio 0.029 - - - 0.08 0.077 HCM Control Delay(s) 8.5 0 - - 17.7 11.4 HCM Lane LOS A A - - C B HCM 95th°/atile Q(veh) 0.1 - - - 0.3 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 14: Case's Lane & NY 25 Existing 2014 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 0.6 �����rd��Y���y��oii� � J�,�.� ��,,,��-,�f �, „ i�`�°�lJff i„�. �. Vol,veh/h 355 3 14 326 7 7 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak HourFactor 91 91 77 77 50 50 Heavy Vehicles,% 9 9 5 5 0 0 Mvmt Flow 390 3 18 423 14 14 �����°/iim����ipiii +��ir�/iii'�� �i�ir�/iii;f ��iw�����r, Conflicting Flow All 0 0 393 0 852 392 Stage 1 - - - - 392 - Stage 2 - - - - 460 - Critical Hdwy - - 4.15 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.245 - 3.5 3.3 Pot Cap-1 Maneuver - - 1149 - 333 661 Stage 1 - - - - 687 - Stage 2 - - - - 640 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 1149 - 326 661 Mov Cap-2 Maneuver - - - - 326 - Stage 1 - - - - 687 - Stage 2 - - - - 627 - aii'iii rii�i r f �,�,� „�„„� ,�„ HCM Control Delay,s 0 0.3 13.8 HCM LOS B ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��, ,� � �,�,���� ,�i��ff ��� ,� Capacity(veh/h) 437 - - 1149 - HCM Lane V/C Ratio 0.064 - - 0.016 - HCM Control Delay(s) 13.8 - - 8.2 0 HCM Lane LOS B - - A A HCM 95th°/atile Q(veh) 0.2 - - 0 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 Existing 2014 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1.9 "/'�rd�/,Y�J�//��Oi/,!' �`i'f( '�! '�lllf �r �1, ! '"° ��"f i r rr,,,��� , , �,r�, � ,y,������� ��„�r. Vol,veh/h 5 15 582 59 1 40 702 5 47 11 52 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - - Free - - - Free - - Stop Storage Length - 225 - 225 - 225 - 225 - - - Veh in Median Storage,# - - 0 - - - 0 - - 1 - Grade,% - - 0 - - - 0 - - 0 - Peak HourFactor 89 89 89 89 89 89 89 89 83 83 83 Heavy Vehicles,% 3 3 3 3 4 4 4 4 5 5 5 MvmtFlow 6 17 654 66 1 45 789 6 57 13 63 "r���/i im,�!�ipii i r/i�i ii°�l �i,r'I/i/i ii��f irl��w i r�r�� Conflicting Flow All 600 789 0 - 540 654 0 0 1191 1580 327 Stage 1 - - - - - - - - 699 699 - Stage 2 - - - - - - - - 492 881 - Critical Hdwy 6.46 4.16 - - 6.48 4.18 - - 7.6 6.6 7 Critical Hdwy Stg 1 - - - - - - - - 6.6 5.6 - Critical Hdwy Stg 2 - - - - - - - - 6.6 5.6 - Follow-up Hdwy 2.53 2.23 - - 2.54 2.24 - - 3.55 4.05 3.35 PotCap-1 Maneuver 594 820 - 0 645 915 - 0 139 105 660 Stage 1 - - - 0 - - - 0 390 433 - Stage 2 - - - 0 - - - 0 519 356 - Platoon blocked,% - - Mov Cap-1 Maneuver 741 741 - - 903 903 - - 128 105 660 Mov Cap-2 Maneuver - - - - - - - - 251 219 - Stage 1 - - - - - - - - 390 433 - Stage 2 - - - - - - - - 483 356 - �a��'���r����r� �,� �,,0 %�� HCM Control Delay,s 0.3 0.5 15.9 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��� ',lf i�r � ����%"i�ff '�"i"i//"�i l°i"��f Capacity(veh/h) 463 741 - 903 - 544 HCM Lane V/C Ratio 0.286 0.03 - 0.051 - 0.074 HCM Control Delay(s) 15.9 10 - 9.2 - 12.1 HCM Lane LOS C B - A - B HCM 95th°/atile Q(veh) 1.2 0.1 - 0.2 - 0.2 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 Existing 2014 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh �����rd��Y���y��oii� �%;° lff �� � ��-� ��� Vol,veh/h 4 8 18 Conflicting Peds,#/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - - Stop Storage Length - - - Veh in Median Storage,# - 1 - Grade,% - 0 - Peak Hour Factor 75 75 75 Heavy Vehicles,% 4 4 4 Mvmt Flow 5 11 24 "r���/iim,�!�ipii i r°�iii io f Conflicting Flow All 1260 1580 394 Stage 1 881 881 - Stage 2 379 699 - Critical Hdwy 7.58 6.58 6.98 Critical Hdwy Stg 1 6.58 5.58 - Critical Hdwy Stg 2 6.58 5.58 - Follow-up Hdwy 3.54 4.04 3.34 Pot Cap-1 Maneuver 125 106 599 Stage 1 304 358 - Stage 2 609 435 - Platoon blocked,% Mov Cap-1 Maneuver 108 106 599 Mov Cap-2 Maneuver 217 218 - Stage 1 304 358 - Stage 2 534 435 - �aii'iii rii�i r f ��� HCM Control Delay,s 12.1 HCM LOS B ����rw r�r,i���Cy�ii�iiiir���ri/iii�irpii�, Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 15: Depot Lane & Schoolhouse Lane Existing 2014 HCM Unsignalized Intersection Capacity Analysis PM Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 23 12 4 95 107 13 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.58 0.58 0.94 0.94 0.79 0.79 Hourly flow rate(vph) 40 21 4 101 135 16 Pedestrians Lane Width(ft) 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 253 144 152 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 253 144 152 tC,single(s) 6.4 6.2 4.1 tC,2 stage(s) tF(s) 3.5 3.3 2.2 p0 queue free°/a 95 98 100 cM capacity(veh/h) 738 909 1429 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 60 105 152 Volume left 40 4 0 Volume Right 21 0 16 cSH 789 1429 1700 Volume to Capacity 0.08 0.00 0.09 Queue length 95th(ft) 6 0 0 Control Delay(s) 9.9 0.3 0.0 lane lOS A A Approach Delay(s) 9.9 0.3 0.0 Approach lOS A °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 2.0 Intersection Capacity Utilization 18.2% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 12/17/2014 10: NY 25 & Depot Lane Existing 2014 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 3.9 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 61 471 499 73 70 54 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 90 90 94 94 Heavy Vehicles,% 2 2 3 3 0 0 MvmtFlow 69 529 554 81 74 57 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 636 0 - 0 1261 595 Stage 1 - - - - 595 - Stage 2 - - - - 666 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 947 - - - 190 508 Stage 1 - - - - 555 - Stage 2 - - - - 515 - Platoon blocked,% - - - Mov Cap-1 Maneuver 947 - - - 176 508 Mov Cap-2 Maneuver - - - - 176 - Stage 1 - - - - 555 - Stage 2 - - - - 477 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 1 0 35.4 HCM LOS E ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 947 - - - 246 HCM Lane V/C Ratio 0.072 - - - 0.536 HCM Control Delay(s) 9.1 - - - 35.4 HCM Lane LOS A - - - E HCM 95th°/atile Q(veh) 0.2 - - - 2.9 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 11: NY 25 & North Street Existing 2014 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 0.2 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 3 526 550 0 2 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 90 90 89 89 33 33 Heavy Vehicles,% 1 1 3 3 0 0 Mvmt Flow 3 584 618 0 6 6 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 618 0 - 0 1209 618 Stage 1 - - - - 618 - Stage 2 - - - - 591 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 967 - - - 204 493 Stage 1 - - - - 542 - Stage 2 - - - - 557 - Platoon blocked,% - - - Mov Cap-1 Maneuver 967 - - - 203 493 Mov Cap-2 Maneuver - - - - 203 - Stage 1 - - - - 542 - Stage 2 - - - - 555 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0 0 18 HCM LOS C ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 967 - - - 288 HCM Lane V/C Ratio 0.003 - - - 0.042 HCM Control Delay(s) 8.7 - - - 18 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0 - - - 0.1 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 Existing 2014 Lanes, Volumes, Timings PM Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 480 41 77 468 22 59 Satd.Flow(prot) 1781 0 1652 1801 1769 0 Flt Permitted 0.309 0.987 Satd.Flow(perm) 1781 0 537 1801 1769 0 Satd.Flow(RTOR) 7 67 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.94 0.94 0.88 0.88 0.88 0.88 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(o�a� 2o�a 2o�a 2o�a 2o�a 2o�a 2o�a Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 555 0 88 532 92 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 32.0 39.4 40.6 7.0 Actuated g/C Ratio 0.58 0.71 0.74 0.13 v/c Ratio 0.54 0.18 0.40 0.32 Control Delay 13.1 4.0 5.3 15.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 13.1 4.0 5.3 15.0 lOS B A A B Approach Delay 13.1 5.1 15.0 Approach lOS B A B Queue Length 50th(ft) 130 8 66 7 Queue length 95th(ft) 251 21 130 48 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1631 584 1772 691 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.34 0.15 0.30 0.13 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:55.2 Natural Cycle:65 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.54 Intersection Signal Delay:9.4 Intersection IOS:A Intersection Capacity Utilization 51.7% ICU Level of Service A Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 Existing 2014 Lanes, Volumes, Timings PM Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 13: NY 25 & Griffing Street Existing 2014 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1.1 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 23 465 472 39 25 22 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 91 91 87 87 84 84 Heavy Vehicles,% 2 2 4 4 2 2 MvmtFlow 25 511 543 45 30 26 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 587 0 - 0 1127 565 Stage 1 - - - - 565 - Stage 2 - - - - 562 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 988 - - - 226 524 Stage 1 - - - - 569 - Stage 2 - - - - 571 - Platoon blocked,% - - - Mov Cap-1 Maneuver 988 - - - 218 524 Mov Cap-2 Maneuver - - - - 218 - Stage 1 - - - - 569 - Stage 2 - - - - 551 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.4 0 18.5 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i��,��ff �� �� i�,�,�. ,. ��%���� � ��io,����„;� �yi�v f Capacity(veh/h) 988 - - - 218 524 HCM Lane V/C Ratio 0.026 - - - 0.137 0.05 HCM Control Delay(s) 8.7 0 - - 24.1 12.2 HCM Lane LOS A A - - C B HCM 95th°/atile Q(veh) 0.1 - - - 0.5 0.2 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 14: Case's Lane & NY 25 Existing 2014 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 0.9 �����rd��Y���y��oii� � J�,�.� ��,,,��-,�f �, „ i�`�°�lJff i„�. �. Vol,veh/h 479 21 24 494 16 24 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak HourFactor 95 95 84 84 83 83 Heavy Vehicles,% 2 2 2 2 3 3 MvmtFlow 504 22 29 588 19 29 �����°/iim����ipiii +��ir�/iii'�� �i�ir�/iii;f ��iw�����r, Conflicting Flow All 0 0 526 0 1160 515 Stage 1 - - - - 515 - Stage 2 - - - - 645 - Critical Hdwy - - 4.12 - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy - - 2.218 - 3.527 3.327 Pot Cap-1 Maneuver - - 1041 - 215 558 Stage 1 - - - - 598 - Stage 2 - - - - 520 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 1041 - 206 558 Mov Cap-2 Maneuver - - - - 206 - Stage 1 - - - - 598 - Stage 2 - - - - 499 - aii'iii rii�i r f �,�,� „�„„� ,�„ HCM Control Delay,s 0 0.4 17.7 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��, ,� � �,�,���� ,�i��ff ��� ,� Capacity(veh/h) 331 - - 1041 - HCM Lane V/C Ratio 0.146 - - 0.027 - HCM Control Delay(s) 17.7 - - 8.6 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.5 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 Existing 2014 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 2.1 �����rd��Y���y��oii� �i�Y( '�� '�ll1f �i /1, ! �rr�-,�f �rr�. � r,�����ff �� *�. Vol,veh/h 6 11 510 38 31 592 3 39 13 63 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - - Free - - Free - - Stop Storage Length - 225 - 225 225 - 225 - - - Veh in Median Storage,# - - 0 - - 0 - - 1 - Grade,% - - 0 - - 0 - - 0 - Peak HourFactor 91 91 91 91 82 82 82 67 67 67 Heavy Vehicles,% 1 1 1 1 1 1 1 1 1 1 MvmtFlow 7 12 560 42 38 722 4 58 19 94 �����°/iim����ipii i i!i/i ii°�f �i�i��/io'� �r�W i ii��r, Conflicting Flow All 548 722 0 - 560 0 0 1041 1396 280 Stage 1 - - - - - - - 598 598 - Stage 2 - - - - - - - 443 798 - Critical Hdwy 6.42 4.12 - - 4.12 - - 7.52 6.52 6.92 Critical Hdwy Stg 1 - - - - - - - 6.52 5.52 - Critical Hdwy Stg 2 - - - - - - - 6.52 5.52 - Follow-up Hdwy 2.51 2.21 - - 2.21 - - 3.51 4.01 3.31 Pot Cap-1 Maneuver 649 883 - 0 1014 - 0 186 141 720 Stage 1 - - - 0 - - 0 458 492 - Stage 2 - - - 0 - - 0 566 399 - Platoon blocked,% - - Mov Cap-1 Maneuver 777 777 - - 1014 - - 168 136 720 Mov Cap-2 Maneuver - - - - - - - 293 251 - Stage 1 - - - - - - - 458 492 - Stage 2 - - - - - - - 510 384 - �aii'iii rii�i r f �,� ���� u��� HCM Control Delay,s 0.3 0.4 13 HCM LOS B ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��� ',lf i�r � ����%"i�ff '�"i"i//"�i l°i"��f Capacity(veh/h) 622 777 - 1014 - 480 HCM Lane V/C Ratio 0.276 0.024 - 0.037 - 0.091 HCM Control Delay(s) 13 9.7 - 8.7 - 13.3 HCM Lane LOS B A - A - B HCM 95th°/atile Q(veh) 1.1 0.1 - 0.1 - 0.3 Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 Existing 2014 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh �����rd��Y���y��oii� �%;° lff �� � ��-� ��� Vol,veh/h 6 7 12 Conflicting Peds,#/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - - Stop Storage Length - - - Veh in Median Storage,# - 1 - Grade,% - 0 - Peak Hour Factor 57 57 57 Heavy Vehicles,% 0 0 0 Mvmt Flow 11 12 21 "r���/iim,�!�ipii i r°�iii io f Conflicting Flow All 1125 1396 361 Stage 1 798 798 - Stage 2 327 598 - Critical Hdwy 7.5 6.5 6.9 Critical Hdwy Stg 1 6.5 5.5 - Critical Hdwy Stg 2 6.5 5.5 - Follow-up Hdwy 3.5 4 3.3 Pot Cap-1 Maneuver 162 142 641 Stage 1 350 401 - Stage 2 665 494 - Platoon blocked,% Mov Cap-1 Maneuver 129 137 641 Mov Cap-2 Maneuver 246 253 - Stage 1 350 386 - Stage 2 555 494 - �aii'iii rii�i r f ��� HCM Control Delay,s 13.3 HCM LOS B ����rw r�r,i���Cy�ii�iiiir���ri/iii�irpii�, Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 15: Depot Lane & Schoolhouse Lane Existing 2014 HCM Unsignalized Intersection Capacity Analysis Weekend Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 21 4 1 104 89 9 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.69 0.69 0.80 0.80 0.65 0.65 Hourly flow rate(vph) 30 6 1 130 137 14 Pedestrians Lane Width(ft) 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 276 144 151 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 276 144 151 tC,single(s) 6.4 6.2 4.1 tC,2 stage(s) tF(s) 3.5 3.3 2.2 p0 queue free°/a 96 99 100 cM capacity(veh/h) 717 909 1436 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 36 131 151 Volume left 30 1 0 Volume Right 6 0 14 cSH 742 1436 1700 Volume to Capacity 0.05 0.00 0.09 Queue length 95th(ft) 4 0 0 Control Delay(s) 10.1 0.1 0.0 lane lOS B A Approach Delay(s) 10.1 0.1 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 1.2 Intersection Capacity Utilization 16.3% ICU Level of Service A Analysis Period(min) 15 Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 12/17/2014 10: NY 25 & Depot Lane Existing 2014 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 4 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 37 562 515 35 46 70 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 94 94 92 92 69 69 Heavy Vehicles,% 1 1 1 1 0 0 Mvmt Flow 39 598 560 38 67 101 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 598 0 - 0 1256 579 Stage 1 - - - - 579 - Stage 2 - - - - 677 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 984 - - - 191 519 Stage 1 - - - - 564 - Stage 2 - - - - 509 - Platoon blocked,% - - - Mov Cap-1 Maneuver 984 - - - 183 519 Mov Cap-2 Maneuver - - - - 183 - Stage 1 - - - - 564 - Stage 2 - - - - 489 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.5 0 31.3 HCM LOS D ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 984 - - - 300 HCM Lane V/C Ratio 0.04 - - - 0.56 HCM Control Delay(s) 8.8 - - - 31.3 HCM Lane LOS A - - - D HCM 95th°/atile Q(veh) 0.1 - - - 3.2 Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 11: NY 25 & North Street Existing 2014 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 0.1 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 2 598 576 5 0 4 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 92 92 94 94 33 33 Heavy Vehicles,% 1 1 1 1 0 0 Mvmt Flow 2 650 613 5 0 12 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 618 0 - 0 1269 615 Stage 1 - - - - 615 - Stage 2 - - - - 654 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 967 - - - 188 495 Stage 1 - - - - 543 - Stage 2 - - - - 521 - Platoon blocked,% - - - Mov Cap-1 Maneuver 967 - - - 188 495 Mov Cap-2 Maneuver - - - - 188 - Stage 1 - - - - 543 - Stage 2 - - - - 520 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0 0 12.5 HCM LOS B ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 967 - - - 495 HCM Lane V/C Ratio 0.002 - - - 0.024 HCM Control Delay(s) 8.7 - - - 12.5 HCM Lane LOS A - - - B HCM 95th°/atile Q(veh) 0 - - - 0.1 Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 Existing 2014 Lanes, Volumes, Timings Weekend Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 536 14 71 501 18 69 Satd.Flow(prot) 1813 0 1668 1818 1792 0 Flt Permitted 0.279 0.990 Satd.Flow(perm) 1813 0 490 1818 1792 0 Satd.Flow(RTOR) 2 85 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.89 0.89 0.97 0.97 0.81 0.81 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(%) 1% 1% 1% 1% 0% 0% Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 618 0 73 516 107 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 35.0 42.0 43.3 7.2 Actuated g/C Ratio 0.60 0.73 0.75 0.12 v/c Ratio 0.56 0.16 0.38 0.36 Control Delay 13.2 3.8 5.0 14.5 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 13.2 3.8 5.0 14.5 lOS B A A B Approach Delay 13.2 4.8 14.5 Approach lOS B A B Queue Length 50th(ft) 152 6 63 7 Queue length 95th(ft) 284 18 130 44 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1609 560 1768 687 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.38 0.13 0.29 0.16 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:57.9 Natural Cycle:70 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.56 Intersection Signal Delay:9.5 Intersection IOS:A Intersection Capacity Utilization 53.1% ICU Level of Service A Analysis Period(min)15 Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 Existing 2014 Lanes, Volumes, Timings Weekend Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 13: NY 25 & Griffing Street Existing 2014 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 1.1 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 23 533 491 34 21 22 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 91 91 93 93 72 72 Heavy Vehicles,% 1 1 0 0 0 0 MvmtFlow 25 586 528 37 29 31 "r���:/��m,�l,��p��� ,r/%'/�a�'�f �r,/�I/%'/�a,f ,,,,r w��i��w 1 Conflicting Flow All 565 0 - 0 1182 546 Stage 1 - - - - 546 - Stage 2 - - - - 636 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 1012 - - - 212 541 Stage 1 - - - - 584 - Stage 2 - - - - 531 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1012 - - - 204 541 Mov Cap-2 Maneuver - - - - 204 - Stage 1 - - - - 584 - Stage 2 - - - - 511 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.4 0 18.7 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i��,��ff �� �� i�,�,�. ,. ��%���� � ��io,����„;� �yi�v f Capacity(veh/h) 1012 - - - 204 541 HCM Lane V/C Ratio 0.025 - - - 0.143 0.056 HCM Control Delay(s) 8.6 0 - - 25.6 12.1 HCM Lane LOS A A - - D B HCM 95th°/atile Q(veh) 0.1 - - - 0.5 0.2 Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 14: Case's Lane & NY 25 Existing 2014 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 0.9 �����rd��Y���y��oii� � J�,�.� ��,,,��-,�f �, „ i�`�°�lJff i„�. �. Vol,veh/h 545 12 17 493 16 16 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 93 93 93 93 67 67 Heavy Vehicles,% 1 1 0 0 0 0 Mvmt Flow 586 13 18 530 24 24 �����°/iim����ipiii +��ir�/iii'�� �i�ir�/iii;f ��iw�����r, Conflicting Flow All 0 0 599 0 1159 592 Stage 1 - - - - 592 - Stage 2 - - - - 567 - Critical Hdwy - - 4.1 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.2 - 3.5 3.3 Pot Cap-1 Maneuver - - 988 - 218 510 Stage 1 - - - - 557 - Stage 2 - - - - 572 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 988 - 212 510 Mov Cap-2 Maneuver - - - - 212 - Stage 1 - - - - 557 - Stage 2 - - - - 557 - aii'iii rii�i r f �,�,� „�„„/ ,�„ HCM Control Delay,s 0 0.3 19.3 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��, ,� � �,�,���� ,�i��ff ��� ,� Capacity(veh/h) 300 - - 988 - HCM Lane V/C Ratio 0.159 - - 0.019 - HCM Control Delay(s) 19.3 - - 8.7 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.6 - - 0.1 - Ryan Winter Synchro 8 Report VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 No-Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2.4 "/'�rd�/,Y�J�//��Oi/,!' �`i'f( '�! '�lllf �r �1, ! '"° ��"f i r rr,,,��� , , �,r�, � ,y,������� ��„�r. Vol,veh/h 1 9 696 62 3 41 512 14 43 19 41 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - - Free - - - Free - - Stop Storage Length - 225 - 225 - 225 - 225 - - - Veh in Median Storage,# - - 0 - - - 0 - - 1 - Grade,% - - 0 - - - 0 - - 0 - Peak HourFactor 85 85 85 85 79 79 79 79 80 80 80 Heavy Vehicles,% 7 7 7 7 6 6 6 6 10 10 10 MvmtFlow 1 11 819 73 4 52 648 18 54 24 51 "r���/i im,�!�ipii i r/i�i ii°�l �i,r'I/i/i ii��f irl��w i r�r�� Conflicting Flow All 493 648 0 - 649 819 0 0 1288 1601 409 Stage 1 - - - - - - - - 842 842 - Stage 2 - - - - - - - - 446 759 - Critical Hdwy 6.54 4.24 - - 6.52 4.22 - - 7.7 6.7 7.1 Critical Hdwy Stg 1 - - - - - - - - 6.7 5.7 - Critical Hdwy Stg 2 - - - - - - - - 6.7 5.7 - Follow-up Hdwy 2.57 2.27 - - 2.56 2.26 - - 3.6 4.1 3.4 Pot Cap-1 Maneuver 679 901 - 0 542 780 - 0 113 97 570 Stage 1 - - - 0 - - - 0 309 360 - Stage 2 - - - 0 - - - 0 540 394 - Platoon blocked,% - - Mov Cap-1 Maneuver 870 870 - - 752 752 - - 101 97 570 Mov Cap-2 Maneuver - - - - - - - - 215 213 - Stage 1 - - - - - - - - 309 360 - Stage 2 - - - - - - - - 496 394 - �a��'���r����r� �,� �,,0 %�� HCM Control Delay,s 0.1 0.8 20.7 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��� ',lf i�r � ����%"i�ff '�"i"i//"�i l°i"��f Capacity(veh/h) 356 870 - 752 - 376 HCM Lane V/C Ratio 0.362 0.014 - 0.074 - 0.12 HCM Control Delay(s) 20.7 9.2 - 10.2 - 15.9 HCM Lane LOS C A - B - C HCM 95th°/atile Q(veh) 1.6 0 - 0.2 - 0.4 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 No-Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh �����rd��Y���y��oii� �%;° lff �� � ��-� ��� Vol,veh/h 3 17 16 Conflicting Peds,#/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - - Stop Storage Length - - - Veh in Median Storage,# - 1 - Grade,% - 0 - Peak Hour Factor 80 80 80 Heavy Vehicles,% 6 6 6 Mvmt Flow 4 21 20 "r���/iim,�!�ipii i r°�iii io f Conflicting Flow All 1204 1601 324 Stage 1 759 759 - Stage 2 445 842 - Critical Hdwy 7.62 6.62 7.02 Critical Hdwy Stg 1 6.62 5.62 - Critical Hdwy Stg 2 6.62 5.62 - Follow-up Hdwy 3.56 4.06 3.36 Pot Cap-1 Maneuver 135 101 660 Stage 1 356 404 - Stage 2 551 369 - Platoon blocked,% Mov Cap-1 Maneuver 112 101 660 Mov Cap-2 Maneuver 225 206 - Stage 1 356 404 - Stage 2 468 369 - �aii'iii rii�i r f ��� HCM Control Delay,s 15.9 HCM LOS C ����rw r�r,i���Cy�ii�iiiir���ri/iii�irpii�, Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 15: Depot Lane & Schoolhouse Lane No-Build 2020 HCM Unsignalized Intersection Capacity Analysis AM Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 25 7 4 90 88 39 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.60 0.60 0.92 0.92 0.75 0.75 Hourly flow rate(vph) 42 12 4 98 117 52 Pedestrians Lane Width(ft) 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 250 143 169 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 250 143 169 tC,single(s) 6.4 6.2 4.2 tC,2 stage(s) tF(s) 3.5 3.3 2.3 p0 queue free°/a 94 99 100 cM capacity(veh/h) 732 899 1378 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 53 102 169 Volume left 42 4 0 Volume Right 12 0 52 cSH 763 1378 1700 Volume to Capacity 0.07 0.00 0.10 Queue length 95th(ft) 6 0 0 Control Delay(s) 10.1 0.3 0.0 lane lOS B A Approach Delay(s) 10.1 0.3 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 1.8 Intersection Capacity Utilization 18.0% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 12/17/2014 10: NY 25 & Depot Lane No-Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2.6 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 47 410 359 65 49 61 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 89 89 88 88 Heavy Vehicles,% 8 8 4 4 9 9 MvmtFlow 53 461 403 73 56 69 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 476 0 - 0 1006 440 Stage 1 - - - - 440 - Stage 2 - - - - 566 - Critical Hdwy 4.18 - - - 6.49 6.29 Critical Hdwy Stg 1 - - - - 5.49 - Critical Hdwy Stg 2 - - - - 5.49 - Follow-up Hdwy 2.272 - - - 3.581 3.381 Pot Cap-1 Maneuver 1056 - - - 259 603 Stage 1 - - - - 635 - Stage 2 - - - - 555 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1056 - - - 246 603 Mov Cap-2 Maneuver - - - - 246 - Stage 1 - - - - 635 - Stage 2 - - - - 527 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.9 0 19.9 HCM LOS C ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 1056 - - - 366 HCM Lane V/C Ratio 0.05 - - - 0.342 HCM Control Delay(s) 8.6 - - - 19.9 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0.2 - - - 1.5 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 11: NY 25 & North Street No-Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 0.2 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 3 412 423 4 1 3 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 86 86 77 77 50 50 Heavy Vehicles,% 8 8 5 5 0 0 Mvmt Flow 3 479 549 5 2 6 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 555 0 - 0 1038 552 Stage 1 - - - - 552 - Stage 2 - - - - 486 - Critical Hdwy 4.18 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.272 - - - 3.5 3.3 Pot Cap-1 Maneuver 986 - - - 258 537 Stage 1 - - - - 581 - Stage 2 - - - - 623 - Platoon blocked,% - - - Mov Cap-1 Maneuver 986 - - - 257 537 Mov Cap-2 Maneuver - - - - 257 - Stage 1 - - - - 581 - Stage 2 - - - - 621 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.1 0 13.7 HCM LOS B ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 986 - - - 422 HCM Lane V/C Ratio 0.004 - - - 0.019 HCM Control Delay(s) 8.7 - - - 13.7 HCM Lane LOS A - - - B HCM 95th°/atile Q(veh) 0 - - - 0.1 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 No-Build 2020 Lanes, Volumes, Timings AM Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 369 14 49 386 20 53 Satd.Flow(prot) 1692 0 1604 1749 1718 0 Flt Permitted 0.395 0.987 Satd.Flow(perm) 1692 0 667 1749 1718 0 Satd.Flow(RTOR) 3 67 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.90 0.90 0.78 0.78 0.79 0.79 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(o�a� $o�a $o�a 5o�a 5o�a 5o�a 5o�a Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 426 0 63 495 92 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 27.8 32.8 33.8 6.8 Actuated g/C Ratio 0.57 0.67 0.70 0.14 v/c Ratio 0.44 0.11 0.41 0.31 Control Delay 11.9 4.0 5.9 13.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 11.9 4.0 5.9 13.2 lOS B A A B Approach Delay 11.9 5.7 13.2 Approach lOS B A B Queue Length 50th(ft) 91 5 60 7 Queue length 95th(ft) 183 14 100 36 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1637 639 1749 743 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.26 0.10 0.28 0.12 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:48.6 Natural Cycle:65 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.44 Intersection Signal Delay:8.8 Intersection IOS:A Intersection Capacity Utilization 42.8% ICU Level of Service A Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 No-Build 2020 Lanes, Volumes, Timings AM Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 13: NY 25 & Griffing Street No-Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 1.4 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 31 375 350 52 14 28 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 93 93 76 76 53 53 Heavy Vehicles,% 8 8 4 4 3 3 MvmtFlow 33 403 461 68 26 53 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 529 0 - 0 965 495 Stage 1 - - - - 495 - Stage 2 - - - - 470 - Critical Hdwy 4.18 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.272 - - - 3.527 3.327 Pot Cap-1 Maneuver 1008 - - - 282 573 Stage 1 - - - - 611 - Stage 2 - - - - 627 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1008 - - - 270 573 Mov Cap-2 Maneuver - - - - 270 - Stage 1 - - - - 611 - Stage 2 - - - - 601 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.7 0 14.5 HCM LOS B ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i��,��ff �� �� i�,�,�. ,. ��%���� � ��io,����„;� �yi�v f Capacity(veh/h) 1008 - - - 270 573 HCM Lane V/C Ratio 0.033 - - - 0.098 0.092 HCM Control Delay(s) 8.7 0 - - 19.8 11.9 HCM Lane LOS A A - - C B HCM 95th°/atile Q(veh) 0.1 - - - 0.3 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 14: Case's Lane & NY 25 No-Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 0.7 �����rd��Y���y��oii� � J�,�.� ��,,,��-,�f �, „ i�`�°�lJff i„�. �. Vol,veh/h 393 3 16 361 8 8 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak HourFactor 91 91 77 77 50 50 Heavy Vehicles,% 9 9 5 5 0 0 Mvmt Flow 432 3 21 469 16 16 �����°/iim����ipiii +��ir�/iii'�� �i�ir�/iii;f ��iw�����r, Conflicting Flow All 0 0 435 0 944 434 Stage 1 - - - - 434 - Stage 2 - - - - 510 - Critical Hdwy - - 4.15 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.245 - 3.5 3.3 Pot Cap-1 Maneuver - - 1109 - 293 626 Stage 1 - - - - 658 - Stage 2 - - - - 607 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 1109 - 285 626 Mov Cap-2 Maneuver - - - - 285 - Stage 1 - - - - 658 - Stage 2 - - - - 591 - aii'iii rii�i r f �,�,� „�„„� ,�„ HCM Control Delay,s 0 0.4 15 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��, ,� � �,�,���� ,�i��ff ��� ,� Capacity(veh/h) 392 - - 1109 - HCM Lane V/C Ratio 0.082 - - 0.019 - HCM Control Delay(s) 15 - - 8.3 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.3 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 No-Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 2.2 "/'�rd�/,Y�J�//��Oi/,!' �`i'f( '�! '�lllf �r �1, ! '"° ��"f i r rr,,,��� , , �,r�, � ,y,������� ��„�r. Vol,veh/h 6 17 645 65 1 44 778 6 52 12 58 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - - Free - - - Free - - Stop Storage Length - 225 - 225 - 225 - 225 - - - Veh in Median Storage,# - - 0 - - - 0 - - 1 - Grade,% - - 0 - - - 0 - - 0 - Peak HourFactor 89 89 89 89 89 89 89 89 83 83 83 Heavy Vehicles,% 3 3 3 3 4 4 4 4 5 5 5 MvmtFlow 7 19 725 73 1 49 874 7 63 14 70 "r���/i im,�!�ipii i r/i�i ii°�l �i,r'I/i/i ii��f irl��w i r�r�� Conflicting Flow All 665 874 0 - 599 725 0 0 1320 1751 362 Stage 1 - - - - - - - - 776 776 - Stage 2 - - - - - - - - 544 975 - Critical Hdwy 6.46 4.16 - - 6.48 4.18 - - 7.6 6.6 7 Critical Hdwy Stg 1 - - - - - - - - 6.6 5.6 - Critical Hdwy Stg 2 - - - - - - - - 6.6 5.6 - Follow-up Hdwy 2.53 2.23 - - 2.54 2.24 - - 3.55 4.05 3.35 Pot Cap-1 Maneuver 540 761 - 0 591 860 - 0 112 82 626 Stage 1 - - - 0 - - - 0 350 399 - Stage 2 - - - 0 - - - 0 483 321 - Platoon blocked,% - - Mov Cap-1 Maneuver 679 679 - - 849 849 - - 102 82 626 Mov Cap-2 Maneuver - - - - - - - - 220 191 - Stage 1 - - - - - - - - 350 399 - Stage 2 - - - - - - - - 443 321 - �a��'���r����r� �,� �,,0 %�� HCM Control Delay,s 0.4 0.5 18.7 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��� ',lf i�r � ����%"i�ff '�"i"i//"�i l°i"��f Capacity(veh/h) 408 679 - 849 - 481 HCM Lane V/C Ratio 0.36 0.038 - 0.06 - 0.091 HCM Control Delay(s) 18.7 10.5 - 9.5 - 13.2 HCM Lane LOS C B - A - B HCM 95th°/atile Q(veh) 1.6 0.1 - 0.2 - 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 No-Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh �����rd��Y���y��oii� �%;° lff �� � ��-� ��� Vol,veh/h 4 9 20 Conflicting Peds,#/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - - Stop Storage Length - - - Veh in Median Storage,# - 1 - Grade,% - 0 - Peak Hour Factor 75 75 75 Heavy Vehicles,% 4 4 4 Mvmt Flow 5 12 27 "r���/iim,�!�ipii i r°�iii io f Conflicting Flow All 1396 1751 437 Stage 1 975 975 - Stage 2 421 776 - Critical Hdwy 7.58 6.58 6.98 Critical Hdwy Stg 1 6.58 5.58 - Critical Hdwy Stg 2 6.58 5.58 - Follow-up Hdwy 3.54 4.04 3.34 Pot Cap-1 Maneuver 99 83 562 Stage 1 266 323 - Stage 2 575 401 - Platoon blocked,% Mov Cap-1 Maneuver 83 83 562 Mov Cap-2 Maneuver 186 191 - Stage 1 266 323 - Stage 2 492 401 - �aii'iii rii�i r f ��� HCM Control Delay,s 13.2 HCM LOS B ����rw r�r,i���Cy�ii�iiiir���ri/iii�irpii�, Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 15: Depot Lane & Schoolhouse Lane No-Build 2020 HCM Unsignalized Intersection Capacity Analysis PM Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 25 13 7 105 119 14 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.58 0.58 0.94 0.94 0.79 0.79 Hourly flow rate(vph) 43 22 7 112 151 18 Pedestrians Lane Width(ft) 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 286 159 168 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 286 159 168 tC,single(s) 6.4 6.2 4.1 tC,2 stage(s) tF(s) 3.5 3.3 2.2 p0 queue free°/a 94 97 99 cM capacity(veh/h) 705 891 1409 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 66 119 168 Volume left 43 7 0 Volume Right 22 0 18 cSH 759 1409 1700 Volume to Capacity 0.09 0.01 0.10 Queue length 95th(ft) 7 0 0 Control Delay(s) 10.2 0.5 0.0 lane lOS B A Approach Delay(s) 10.2 0.5 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 2.1 Intersection Capacity Utilization 21.3% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 12/17/2014 10: NY 25 & Depot Lane No-Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 6 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 68 522 553 81 78 60 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 90 90 94 94 Heavy Vehicles,% 2 2 3 3 0 0 MvmtFlow 76 587 614 90 83 64 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 704 0 - 0 1398 659 Stage 1 - - - - 659 - Stage 2 - - - - 739 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 894 - - - 157 467 Stage 1 - - - - 518 - Stage 2 - - - - 476 - Platoon blocked,% - - - Mov Cap-1 Maneuver 894 - - - 144 467 Mov Cap-2 Maneuver - - - - 144 - Stage 1 - - - - 518 - Stage 2 - - - - 436 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 1.1 0 56.7 HCM LOS F ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 894 - - - 206 HCM Lane V/C Ratio 0.085 - - - 0.713 HCM Control Delay(s) 9.4 - - - 56.7 HCM Lane LOS A - - - F HCM 95th°/atile Q(veh) 0.3 - - - 4.6 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 11: NY 25 & North Street No-Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 0.2 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 3 583 609 0 2 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 90 90 89 89 33 33 Heavy Vehicles,% 1 1 3 3 0 0 Mvmt Flow 3 648 684 0 6 6 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 684 0 - 0 1338 684 Stage 1 - - - - 684 - Stage 2 - - - - 654 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 914 - - - 170 452 Stage 1 - - - - 505 - Stage 2 - - - - 521 - Platoon blocked,% - - - Mov Cap-1 Maneuver 914 - - - 169 452 Mov Cap-2 Maneuver - - - - 169 - Stage 1 - - - - 505 - Stage 2 - - - - 519 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0 0 20.4 HCM LOS C ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 914 - - - 246 HCM Lane V/C Ratio 0.004 - - - 0.049 HCM Control Delay(s) 9 - - - 20.4 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0 - - - 0.2 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 No-Build 2020 Lanes, Volumes, Timings PM Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 532 45 85 519 24 65 Satd.Flow(prot) 1781 0 1652 1801 1767 0 Flt Permitted 0.282 0.987 Satd.Flow(perm) 1781 0 490 1801 1767 0 Satd.Flow(RTOR) 7 74 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.94 0.94 0.88 0.88 0.88 0.88 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(o�a� 2o�a 2o�a 2o�a 2o�a 2o�a 2o�a Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 614 0 97 590 101 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 35.7 43.0 44.3 7.3 Actuated g/C Ratio 0.61 0.73 0.75 0.12 v/c Ratio 0.57 0.21 0.44 0.36 Control Delay 13.4 4.1 5.5 16.0 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 13.4 4.1 5.5 16.0 lOS B A A B Approach Delay 13.4 5.3 16.0 Approach lOS B A B Queue Length 50th(ft) 154 9 78 9 Queue length 95th(ft) 294 23 153 54 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1562 556 1743 663 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.39 0.17 0.34 0.15 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:59 Natural Cycle:70 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.57 Intersection Signal Delay:9.6 Intersection IOS:A Intersection Capacity Utilization 55.6% ICU Level of Service B Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 12: New Suffolk Road & NY 25 No-Build 2020 Lanes, Volumes, Timings PM Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 13: NY 25 & Griffing Street No-Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1.2 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 25 515 523 43 28 24 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 91 91 87 87 84 84 Heavy Vehicles,% 2 2 4 4 2 2 MvmtFlow 27 566 601 49 33 29 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 651 0 - 0 1247 626 Stage 1 - - - - 626 - Stage 2 - - - - 621 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 935 - - - 192 484 Stage 1 - - - - 533 - Stage 2 - - - - 536 - Platoon blocked,% - - - Mov Cap-1 Maneuver 935 - - - 184 484 Mov Cap-2 Maneuver - - - - 184 - Stage 1 - - - - 533 - Stage 2 - - - - 513 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.4 0 21.5 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i��,��ff �� �� i�,�,�. ,. ��%���� � ��io,����„;� �yi�v f Capacity(veh/h) 935 - - - 184 484 HCM Lane V/C Ratio 0.029 - - - 0.181 0.059 HCM Control Delay(s) 9 0 - - 28.8 12.9 HCM Lane LOS A A - - D B HCM 95th°/atile Q(veh) 0.1 - - - 0.6 0.2 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 14: Case's Lane & NY 25 No-Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1 �����rd��Y���y��oii� � J�,�.� ��,,,��-,�f �, „ i�`�°�lJff i„�. �. Vol,veh/h 531 23 27 547 18 27 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak HourFactor 95 95 84 84 83 83 Heavy Vehicles,% 2 2 2 2 3 3 MvmtFlow 559 24 32 651 22 33 �����°/iim����ipiii +��ir�/iii'�� �i�ir�/iii;f ��iw�����r, Conflicting Flow All 0 0 583 0 1286 571 Stage 1 - - - - 571 - Stage 2 - - - - 715 - Critical Hdwy - - 4.12 - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy - - 2.218 - 3.527 3.327 Pot Cap-1 Maneuver - - 991 - 181 518 Stage 1 - - - - 563 - Stage 2 - - - - 483 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 991 - 172 518 Mov Cap-2 Maneuver - - - - 172 - Stage 1 - - - - 563 - Stage 2 - - - - 458 - aii'iii rii�i r f �,�,� „�„„� ,�„ HCM Control Delay,s 0 0.4 20.4 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��, ,� � �,�,���� ,�i��ff ��� ,� Capacity(veh/h) 287 - - 991 - HCM Lane V/C Ratio 0.189 - - 0.032 - HCM Control Delay(s) 20.4 - - 8.8 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.7 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 11/18/2014 16: Depot Lane & CR 48 No-Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 2.4 �����rd��Y���y��oii� �i�Y( '�� '�ll1f �i /1, ! �rr�-,�f �rr�. � r,�����ff �� *�. Vol,veh/h 7 12 565 42 34 656 3 43 14 70 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop RT Channelized - - - Free - - Free - - Stop Storage Length - 225 - 225 225 - 225 - - - Veh in Median Storage,# - - 0 - - 0 - - 1 - Grade,% - - 0 - - 0 - - 0 - Peak HourFactor 91 91 91 91 82 82 82 67 67 67 Heavy Vehicles,% 1 1 1 1 1 1 1 1 1 1 MvmtFlow 8 13 621 46 41 800 4 64 21 104 �����°/iim����ipii i i!i/i ii°�f �i�i��/io'� �r�W i ii��r, Conflicting Flow All 607 800 0 - 621 0 0 1153 1546 310 Stage 1 - - - - - - - 663 663 - Stage 2 - - - - - - - 490 883 - Critical Hdwy 6.42 4.12 - - 4.12 - - 7.52 6.52 6.92 Critical Hdwy Stg 1 - - - - - - - 6.52 5.52 - Critical Hdwy Stg 2 - - - - - - - 6.52 5.52 - Follow-up Hdwy 2.51 2.21 - - 2.21 - - 3.51 4.01 3.31 Pot Cap-1 Maneuver 596 825 - 0 963 - 0 154 114 689 Stage 1 - - - 0 - - 0 419 459 - Stage 2 - - - 0 - - 0 531 364 - Platoon blocked,% - - Mov Cap-1 Maneuver 716 716 - - 963 - - 137 109 689 Mov Cap-2 Maneuver - - - - - - - 260 222 - Stage 1 - - - - - - - 419 459 - Stage 2 - - - - - - - 470 349 - �aii'iii rii�i r f �,� ���� u��� HCM Control Delay,s 0.3 0.4 14.8 HCM LOS B ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��� ',lf i�r � ����%"i�ff '�"i"i//"�i l°i"��f Capacity(veh/h) 556 716 - 963 - 411 HCM Lane V/C Ratio 0.341 0.029 - 0.043 - 0.12 HCM Control Delay(s) 14.8 10.2 - 8.9 - 14.9 HCM Lane LOS B B - A - B HCM 95th°/atile Q(veh) 1.5 0.1 - 0.1 - 0.4 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 16: Depot Lane & CR 48 No-Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh �����rd��Y���y��oii� �%;° lff �� � ��-� ��� Vol,veh/h 7 8 13 Conflicting Peds,#/hr 0 0 0 Sign Control Stop Stop Stop RT Channelized - - Stop Storage Length - - - Veh in Median Storage,# - 1 - Grade,% - 0 - Peak Hour Factor 57 57 57 Heavy Vehicles,% 0 0 0 Mvmt Flow 12 14 23 "r���/iim,�!�ipii i r°�iii io f Conflicting Flow All 1246 1546 400 Stage 1 883 883 - Stage 2 363 663 - Critical Hdwy 7.5 6.5 6.9 Critical Hdwy Stg 1 6.5 5.5 - Critical Hdwy Stg 2 6.5 5.5 - Follow-up Hdwy 3.5 4 3.3 Pot Cap-1 Maneuver 132 116 605 Stage 1 311 367 - Stage 2 634 462 - Platoon blocked,% Mov Cap-1 Maneuver 101 111 605 Mov Cap-2 Maneuver 215 225 - Stage 1 311 351 - Stage 2 513 462 - �aii'iii rii�i r f ��� HCM Control Delay,s 14.9 HCM LOS B ����rw r�r,i���Cy�ii�iiiir���ri/iii�irpii�, Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 15: Depot Lane & Schoolhouse Lane No-Build 2020 HCM Unsignalized Intersection Capacity Analysis Weekend Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 23 4 1 115 99 10 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.69 0.69 0.80 0.80 0.65 0.65 Hourly flow rate(vph) 33 6 1 144 152 15 Pedestrians Lane Width(ft) 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 306 160 168 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 306 160 168 tC,single(s) 6.4 6.2 4.1 tC,2 stage(s) tF(s) 3.5 3.3 2.2 p0 queue free°/a 95 99 100 cM capacity(veh/h) 689 890 1416 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 39 145 168 Volume left 33 1 0 Volume Right 6 0 15 cSH 713 1416 1700 Volume to Capacity 0.05 0.00 0.10 Queue length 95th(ft) 4 0 0 Control Delay(s) 10.3 0.1 0.0 lane lOS B A Approach Delay(s) 10.3 0.1 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 1.2 Intersection Capacity Utilization 16.8% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 12/17/2014 10: NY 25 & Depot Lane No-Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 6.1 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 41 623 571 39 51 78 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 94 94 92 92 69 69 Heavy Vehicles,% 1 1 1 1 0 0 MvmtFlow 44 663 621 42 74 113 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 663 0 - 0 1392 642 Stage 1 - - - - 642 - Stage 2 - - - - 750 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 931 - - - 158 478 Stage 1 - - - - 528 - Stage 2 - - - - 470 - Platoon blocked,% - - - Mov Cap-1 Maneuver 931 - - - 151 478 Mov Cap-2 Maneuver - - - - 151 - Stage 1 - - - - 528 - Stage 2 - - - - 448 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.6 0 48.6 HCM LOS E ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 931 - - - 258 HCM Lane V/C Ratio 0.047 - - - 0.725 HCM Control Delay(s) 9.1 - - - 48.6 HCM Lane LOS A - - - E HCM 95th°/atile Q(veh) 0.1 - - - 5 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 11: NY 25 & North Street No-Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 0.1 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 2 663 638 6 0 4 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 92 92 94 94 33 33 Heavy Vehicles,% 1 1 1 1 0 0 Mvmt Flow 2 721 679 6 0 12 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 685 0 - 0 1407 682 Stage 1 - - - - 682 - Stage 2 - - - - 725 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 913 - - - 155 453 Stage 1 - - - - 506 - Stage 2 - - - - 483 - Platoon blocked,% - - - Mov Cap-1 Maneuver 913 - - - 155 453 Mov Cap-2 Maneuver - - - - 155 - Stage 1 - - - - 506 - Stage 2 - - - - 482 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0 0 13.2 HCM LOS B ����wrlr,i���Cy�ii�iiiir���;i/iii�irpii�, �i��,��ff �� �� i�,�,�j. ,. ��%t�,��� l'io�� % Capacity(veh/h) 913 - - - 453 HCM Lane V/C Ratio 0.002 - - - 0.027 HCM Control Delay(s) 9 - - - 13.2 HCM Lane LOS A - - - B HCM 95th°/atile Q(veh) 0 - - - 0.1 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 12: New Suffolk Road & NY 25 No-Build 2020 Lanes, Volumes, Timings Weekend Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 594 16 79 555 20 76 Satd.Flow(prot) 1811 0 1668 1818 1792 0 Flt Permitted 0.253 0.990 Satd.Flow(perm) 1811 0 444 1818 1792 0 Satd.Flow(RTOR) 2 94 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.89 0.89 0.97 0.97 0.81 0.81 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(%) 1% 1% 1% 1% 0% 0% Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 685 0 81 572 119 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 39.8 46.9 48.3 7.4 Actuated g/C Ratio 0.63 0.74 0.77 0.12 v/c Ratio 0.60 0.18 0.41 0.40 Control Delay 13.3 3.8 5.0 16.1 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 13.3 3.8 5.0 16.1 lOS B A A B Approach Delay 13.3 4.8 16.1 Approach lOS B A B Queue Length 50th(ft) 181 7 74 9 Queue length 95th(ft) 331 20 150 50 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1521 528 1720 652 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.45 0.15 0.33 0.18 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:63 Natural Cycle:75 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.60 Intersection Signal Delay:9.7 Intersection IOS:A Intersection Capacity Utilization 57.2% ICU Level of Service B Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 12: New Suffolk Road & NY 25 No-Build 2020 Lanes, Volumes, Timings Weekend Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 13: NY 25 & Griffing Street No-Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 1.2 �����rd��Y���y��oii� ,� "�ll1f r ��,.,�r �;,; % �ff „ Vol,veh/h 25 591 544 38 23 24 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 91 91 93 93 72 72 Heavy Vehicles,% 1 1 0 0 0 0 MvmtFlow 27 649 585 41 32 33 "r���:/��m,�l,��p��� ,r/%�/�a�'�f �r,r�r/%'��a,f ,,,,r w��i��w 1 Conflicting Flow All 626 0 - 0 1309 605 Stage 1 - - - - 605 - Stage 2 - - - - 704 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 960 - - - 177 501 Stage 1 - - - - 549 - Stage 2 - - - - 494 - Platoon blocked,% - - - Mov Cap-1 Maneuver 960 - - - 169 501 Mov Cap-2 Maneuver - - - - 169 - Stage 1 - - - - 549 - Stage 2 - - - - 472 - �aii'iii rii�i r f �W� �,�-,� �� HCM Control Delay,s 0.4 0 21.8 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i��,��ff �� �� i�,�,�. ,. ��%���� � ��io,����„;� �yi�v f Capacity(veh/h) 960 - - - 169 501 HCM Lane V/C Ratio 0.029 - - - 0.189 0.067 HCM Control Delay(s) 8.9 0 - - 31.2 12.7 HCM Lane LOS A A - - D B HCM 95th°/atile Q(veh) 0.1 - - - 0.7 0.2 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 14: Case's Lane & NY 25 No-Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 1.1 �����rd��Y���y��oii� � J�,�.� ��,,,��-,�f �, „ i�`�°�lJff i„�. �. Vol,veh/h 604 13 19 546 18 18 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 93 93 93 93 67 67 Heavy Vehicles,% 1 1 0 0 0 0 MvmtFlow 649 14 20 587 27 27 �����°/iim����ipiii +��ir�/iii'�� �i�ir�/iii;f ��iw�����r, Conflicting Flow All 0 0 663 0 1284 656 Stage 1 - - - - 656 - Stage 2 - - - - 628 - Critical Hdwy - - 4.1 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.2 - 3.5 3.3 Pot Cap-1 Maneuver - - 935 - 184 469 Stage 1 - - - - 520 - Stage 2 - - - - 536 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 935 - 178 469 Mov Cap-2 Maneuver - - - - 178 - Stage 1 - - - - 520 - Stage 2 - - - - 519 - aii'iii rii�i r f �,�,� „�„„� ,�„ HCM Control Delay,s 0 0.3 22.6 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, � ��i��, ,� � �,�,���� ,�i��ff ��� ,� Capacity(veh/h) 258 - - 935 - HCM Lane V/C Ratio 0.208 - - 0.022 - HCM Control Delay(s) 22.6 - - 8.9 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.8 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture 11/18/2014 10: NY 25 & Depot Lane Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2.8 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 47 420 361 66 54 61 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 89 89 88 88 Heavy Vehicles,% 8 8 4 4 9 9 MvmtFlow 53 472 406 74 61 69 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 480 0 - 0 1021 443 Stage 1 - - - - 443 - Stage 2 - - - - 578 - Critical Hdwy 4.18 - - - 6.49 6.29 Critical Hdwy Stg 1 - - - - 5.49 - Critical Hdwy Stg 2 - - - - 5.49 - Follow-up Hdwy 2.272 - - - 3.581 3.381 Pot Cap-1 Maneuver 1052 - - - 254 600 Stage 1 - - - - 633 - Stage 2 - - - - 547 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1052 - - - 241 600 Mov Cap-2 Maneuver - - - - 241 - Stage 1 - - - - 633 - Stage 2 - - - - 519 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.9 0 21.1 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ,�,��rar�t Capacity(veh/h) 1052 - - - 353 HCM Lane V/C Ratio 0.05 - - - 0.37 HCM Control Delay(s) 8.6 - - - 21.1 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0.2 - - - 1.7 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 11: NY 25 & North Street Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 0.3 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 3 417 424 5 6 3 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 86 86 77 77 50 50 Heavy Vehicles,% 8 8 5 5 0 0 Mvmt Flow 3 485 551 6 12 6 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 557 0 - 0 1046 554 Stage 1 - - - - 554 - Stage 2 - - - - 492 - Critical Hdwy 4.18 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.272 - - - 3.5 3.3 Pot Cap-1 Maneuver 984 - - - 255 536 Stage 1 - - - - 580 - Stage 2 - - - - 619 - Platoon blocked,% - - - Mov Cap-1 Maneuver 984 - - - 254 536 Mov Cap-2 Maneuver - - - - 254 - Stage 1 - - - - 580 - Stage 2 - - - - 617 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.1 0 17.4 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ,�,��rar�t Capacity(veh/h) 984 - - - 308 HCM Lane V/C Ratio 0.004 - - - 0.058 HCM Control Delay(s) 8.7 - - - 17.4 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0 - - - 0.2 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 13: NY 25 & Griffing Street Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 35 375 350 53 19 49 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 93 93 76 76 53 53 Heavy Vehicles,% 8 8 4 4 3 3 MvmtFlow 38 403 461 70 36 92 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 530 0 - 0 973 495 Stage 1 - - - - 495 - Stage 2 - - - - 478 - Critical Hdwy 4.18 - - - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy 2.272 - - - 3.527 3.327 Pot Cap-1 Maneuver 1007 - - - 278 573 Stage 1 - - - - 611 - Stage 2 - - - - 622 - Platoon blocked,% - - - Mov Cap-1 Maneuver 1007 - - - 264 573 Mov Cap-2 Maneuver - - - - 264 - Stage 1 - - - - 611 - Stage 2 - - - - 592 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.7 0 14.8 HCM LOS B ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ��rrar�- ';'l�ior,�,f � Capacity(veh/h) 1007 - - - 264 573 HCM Lane V/C Ratio 0.037 - - - 0.136 0.161 HCM Control Delay(s) 8.7 0 - - 20.8 12.5 HCM Lane LOS A A - - C B HCM 95th°/atile Q(veh) 0.1 - - - 0.5 0.6 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 14: Case's Lane & NY 25 Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 0.7 �����rd��Y���y��oii� ���,� � .�� °i" �ff;� ., �f ,,,�,-��� Vol,veh/h 397 3 16 382 8 8 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak HourFactor 91 91 77 77 50 50 Heavy Vehicles,% 9 9 5 5 0 0 Mvmt Flow 436 3 21 496 16 16 "r���/i im,�!�ipii i +��r/��i ii'�l ��r,'r Ii/i ii��f irl��w i r�r�� r; Conflicting Flow All 0 0 440 0 976 438 Stage 1 - - - - 438 - Stage 2 - - - - 538 - Critical Hdwy - - 4.15 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.245 - 3.5 3.3 Pot Cap-1 Maneuver - - 1104 - 281 623 Stage 1 - - - - 655 - Stage 2 - - - - 589 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 1104 - 274 623 Mov Cap-2 Maneuver - - - - 274 - Stage 1 - - - - 655 - Stage 2 - - - - 574 - �aii'iii rii�i r f �,��� ,,,,� ��,,,-�/ HCM Control Delay,s 0 0.3 15.3 HCM LOS C ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�� lP��, �� ,� % r��� r,�,,�,�ff,,,�, Capacity(veh/h) 381 - - 1104 - HCM Lane V/C Ratio 0.084 - - 0.019 - HCM Control Delay(s) 15.3 - - 8.3 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.3 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 16: Depot Lane & CR 48 Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 2.6 "l'�Yd�I,Y�J�//��Oi/,!' �%. �Y�j �� lf i � r �� r � ����� r� �f ;rr� �r�r�i� lf '% lf //",. / I / I / Vol,veh/h 1 9 696 64 3 42 512 14 51 19 48 3 17 16 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - - Free - - - Free - - Stop - - Stop Storage Length - 225 - 225 - 225 - 225 - - - - - - Veh in Median Storage,# - - 0 - - - 0 - - 1 - - 1 - Grade,% - - 0 - - - 0 - - 0 - - 0 - Peak HourFactor 85 85 85 85 79 79 79 79 80 80 80 80 80 80 Heavy Vehicles,% 7 7 7 7 6 6 6 6 10 10 10 6 6 6 MvmtFlow 1 11 819 75 4 53 648 18 64 24 60 4 21 20 "r��� �i ii",��,�ipii i ��I/i����/�°�l �r,�i��i ii-„f irl��w i r�ri� „r�i i�i�,I Conflicting Flow All 493 648 0 - 658 819 0 0 1291 1604 409 1207 1604 324 Stage 1 - - - - - - - - 842 842 - 762 762 - Stage 2 - - - - - - - - 449 762 - 445 842 - Critical Hdwy 6.54 4.24 - - 6.52 4.22 - - 7.7 6.7 7.1 7.62 6.62 7.02 Critical Hdwy Stg 1 - - - - - - - - 6.7 5.7 - 6.62 5.62 - Critical Hdwy Stg 2 - - - - - - - - 6.7 5.7 - 6.62 5.62 - Follow-up Hdwy 2.57 2.27 - - 2.56 2.26 - - 3.6 4.1 3.4 3.56 4.06 3.36 PotCap-1 Maneuver 679 901 - 0 535 780 - 0 113 97 570 135 100 660 Stage 1 - - - 0 - - - 0 309 360 - 355 402 - Stage 2 - - - 0 - - - 0 538 393 - 551 369 - Platoon blocked,% - - Mov Cap-1 Maneuver 870 870 - - 750 750 - - 101 97 570 110 100 660 Mov Cap-2 Maneuver - - - - - - - - 215 213 - 222 205 - Stage 1 - - - - - - - - 309 360 - 355 402 - Stage 2 - - - - - - - - 494 393 - 460 369 - �a��'���r����r� ;�� ���„� , �� � 0 HCM Control Delay,s 0.1 0.8 21.6 16 HCM LOS C C ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�� lP��, .,,�f ��,� . r����,�ff,�, �� F, �„�,ioi�(l Capacity(veh/h) 362 870 - 750 - 373 HCM Lane V/C Ratio 0.407 0.014 - 0.076 - 0.121 HCM Control Delay(s) 21.6 9.2 - 10.2 - 16 HCM Lane LOS C A - B - C HCM 95th°/atile Q(veh) 1.9 0 - 0.2 - 0.4 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 19: Schoolhouse Lane & Site Access Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh 1.9 �i��rd��Y���y��oii� .��, ;��1 �� �1f ���� i/1 '�` �"�;/ Vol,veh/h 25 26 5 119 92 5 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 27 28 5 129 100 5 ��r,��������„�,��p��� Y�w�a����f �r�,�����r��Ol �r,�������-„f Conflicting Flow All 243 103 105 0 - 0 Stage 1 103 - - - - - Stage 2 140 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 745 952 1486 - - - Stage 1 921 - - - - - Stage 2 887 - - - - - Platoon blocked,% - - - Mov Cap-1 Maneuver 742 952 1486 - - - Mov Cap-2 Maneuver 742 - - - - - Stage 1 921 - - - - - Stage 2 883 - - - - - �aii'iii rii�i r f a�r �� �� � �Y�/ HCM Control Delay,s 9.6 0.3 0 HCM LOS A ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�, ,�. ,�f y ,-�,r,��,� ��,,,,,, � �„�r���/ Capacity(veh/h) 1486 - 836 - - HCM Lane V/C Ratio 0.004 - 0.066 - - HCM Control Delay(s) 7.4 0 9.6 - - HCM Lane LOS A A A - - HCM 95th°/atile Q(veh) 0 - 0.2 - - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 22: Schoolhouse Lane & North Street Build 2020 HCM 2010 TWSC AM Peak ���r����r�r�„%��, Int Delay,s/veh - "l'�Yd�I,Y�J�//��Oi/,!' ipa; �f �ro �� ,�y� ��, � �v���f i�r�� �� VO�,V2�7��7 � � � � � � Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 - 0 - - 0 Grade,% 0 - 0 - - 0 Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 0 0 0 0 0 0 �i�����iim,���ipiii Y�wioii!°�f ��,�i���<«°�l �i,�i��iii-„f Conflicting Flow All 0 0 0 0 0 0 Stage 1 0 - - - - - Stage 2 0 - - - - - Critical Hdwy 6.42 6.22 - - 4.12 - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 - - 2.218 - Pot Cap-1 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - Platoon blocked,% - - - Mov Cap-1 Maneuver - - - - - - Mov Cap-2 Maneuver - - - - - - Stage 1 - - - - - - Stage 2 - - - - - - �ai�'i�i r�i�i r� ��;�,�� r v,�, � ��r"'// HCM Control Delay,s 0 0 0 HCM LOS A ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�, �i/,�„� �� � �,,,��,,�y���� ����„���ff,�,,,,� � Capacity(veh/h) - - - - - HCM Lane V/C Ratio - - - - - HCM Control Delay(s) - - 0 0 - HCM Lane LOS - - A A - HCM 95th°/atile Q(veh) - - - - - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 12: New Suffolk Road & NY 25 Build 2020 Lanes, Volumes, Timings AM Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 374 14 49 387 20 53 Satd.Flow(prot) 1692 0 1604 1749 1718 0 Flt Permitted 0.391 0.987 Satd.Flow(perm) 1692 0 660 1749 1718 0 Satd.Flow(RTOR) 3 67 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.90 0.90 0.78 0.78 0.79 0.79 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(o�a� $o�a $o�a 5o�a 5o�a 5o�a 5o�a Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 432 0 63 496 92 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 28.2 33.2 34.2 6.8 Actuated g/C Ratio 0.58 0.68 0.70 0.14 v/c Ratio 0.44 0.11 0.41 0.31 Control Delay 11.9 4.0 5.9 13.4 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 11.9 4.0 5.9 13.4 lOS B A A B Approach Delay 11.9 5.7 13.4 Approach lOS B A B Queue Length 50th(ft) 93 5 60 7 Queue length 95th(ft) 186 14 100 36 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1629 636 1749 739 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.27 0.10 0.28 0.12 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:49 Natural Cycle:65 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.44 Intersection Signal Delay:8.8 Intersection IOS:A Intersection Capacity Utilization 43.1% ICU Level of Service A Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 12: New Suffolk Road & NY 25 Build 2020 Lanes, Volumes, Timings AM Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 15: Depot Lane & Schoolhouse Lane Build 2020 HCM Unsignalized Intersection Capacity Analysis AM Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 40 12 5 90 88 42 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.60 0.60 0.92 0.92 0.75 0.75 Hourly flow rate(vph) 67 20 5 98 117 56 Pedestrians Lane Width(ft) 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 254 145 173 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 254 145 173 tC,single(s) 6.4 6.2 4.2 tC,2 stage(s) tF(s) 3.5 3.3 2.3 p0 queue free°/a 91 98 100 cM capacity(veh/h) 727 897 1374 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 87 103 173 Volume left 67 5 0 Volume Right 20 0 56 cSH 761 1374 1700 Volume to Capacity 0.11 0.00 0.10 Queue length 95th(ft) 10 0 0 Control Delay(s) 10.3 0.4 0.0 lane lOS B A Approach Delay(s) 10.3 0.4 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 2.6 Intersection Capacity Utilization 18.8% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 16: Depot Lane & CR 48 Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 2.4 "l'�Yd�I,Y�J�//��Oi/,!' �%. �Y�j �� lf i � r �� r � ����� r� �f ;rr� �r�r�i� lf '% lf //",. / I / I / Vol,veh/h 6 17 645 72 1 51 778 6 56 12 62 4 9 20 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - - Free - - - Free - - Stop - - Stop Storage Length - 225 - 225 - 225 - 225 - - - - - - Veh in Median Storage,# - - 0 - - - 0 - - 1 - - 1 - Grade,% - - 0 - - - 0 - - 0 - - 0 - Peak HourFactor 89 89 89 89 89 89 89 89 83 83 83 75 75 75 Heavy Vehicles,% 3 3 3 3 4 4 4 4 5 5 5 4 4 4 MvmtFlow 7 19 725 81 1 57 874 7 67 14 75 5 12 27 "r��� �iii",��,�ipiii ��I/i����/�°�f �r,�i��iii-„f irl��wir�ri� „r�ii�i�,l Conflicting Flow All 665 874 0 - 604 725 0 0 1336 1767 362 1412 1767 437 Stage 1 - - - - - - - - 776 776 - 991 991 - Stage 2 - - - - - - - - 560 991 - 421 776 - Critical Hdwy 6.46 4.16 - - 6.48 4.18 - - 7.6 6.6 7 7.58 6.58 6.98 Critical Hdwy Stg 1 - - - - - - - - 6.6 5.6 - 6.58 5.58 - Critical Hdwy Stg 2 - - - - - - - - 6.6 5.6 - 6.58 5.58 - Follow-up Hdwy 2.53 2.23 - - 2.54 2.24 - - 3.55 4.05 3.35 3.54 4.04 3.34 PotCap-1 Maneuver 540 761 - 0 587 860 - 0 109 80 626 96 81 562 Stage 1 - - - 0 - - - 0 350 399 - 260 318 - Stage 2 - - - 0 - - - 0 473 316 - 575 401 - Platoon blocked,% - - Mov Cap-1 Maneuver 679 679 - - 850 850 - - 99 80 626 80 81 562 Mov Cap-2 Maneuver - - - - - - - - 217 189 - 182 188 - Stage 1 - - - - - - - - 350 399 - 260 318 - Stage 2 - - - - - - - - 434 316 - 488 401 - �a��'���r����r� ;�� ���„� , �� � 0 HCM Control Delay,s 0.4 0.6 19.4 13.4 HCM LOS C B ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�� lP��, .,,�f ��,� . r����,�ff,�, �� F, �„�,ioi�(l Capacity(veh/h) 404 679 - 850 - 472 HCM Lane V/C Ratio 0.388 0.038 - 0.069 - 0.093 HCM Control Delay(s) 19.4 10.5 - 9.5 - 13.4 HCM Lane LOS C B - A - B HCM 95th°/atile Q(veh) 1.8 0.1 - 0.2 - 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 15: Depot Lane & Schoolhouse Lane Build 2020 HCM Unsignalized Intersection Capacity Analysis PM Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 33 15 12 105 119 28 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.58 0.58 0.94 0.94 0.79 0.79 Hourly flow rate(vph) 57 26 13 112 151 35 Pedestrians Lane Width(ft) 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 306 168 186 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 306 168 186 tC,single(s) 6.4 6.2 4.1 tC,2 stage(s) tF(s) 3.5 3.3 2.2 p0 queue free°/a 92 97 99 cM capacity(veh/h) 684 881 1388 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 83 124 186 Volume left 57 13 0 Volume Right 26 0 35 cSH 736 1388 1700 Volume to Capacity 0.11 0.01 0.11 Queue length 95th(ft) 9 1 0 Control Delay(s) 10.5 0.8 0.0 lane lOS B A Approach Delay(s) 10.5 0.8 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 2.5 Intersection Capacity Utilization 25.6% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 10: NY 25 & Depot Lane Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 6.6 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 68 526 563 86 80 60 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 90 90 94 94 Heavy Vehicles,% 2 2 3 3 0 0 Mvmt Flow 76 591 626 96 85 64 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 721 0 - 0 1417 673 Stage 1 - - - - 673 - Stage 2 - - - - 744 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 881 - - - 153 459 Stage 1 - - - - 511 - Stage 2 - - - - 473 - Platoon blocked,% - - - Mov Cap-1 Maneuver 881 - - - 140 459 Mov Cap-2 Maneuver - - - - 140 - Stage 1 - - - - 511 - Stage 2 - - - - 432 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 1.1 0 62.9 HCM LOS F ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ,�,��rar�t Capacity(veh/h) 881 - - - 199 HCM Lane V/C Ratio 0.087 - - - 0.748 HCM Control Delay(s) 9.5 - - - 62.9 HCM Lane LOS A - - - F HCM 95th°/atile Q(veh) 0.3 - - - 5 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 11: NY 25 & North Street Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 0.3 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 3 585 614 5 4 2 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 90 90 89 89 33 33 Heavy Vehicles,% 1 1 3 3 0 0 Mvmt Flow 3 650 690 6 12 6 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 696 0 - 0 1350 693 Stage 1 - - - - 693 - Stage 2 - - - - 657 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 905 - - - 168 447 Stage 1 - - - - 500 - Stage 2 - - - - 519 - Platoon blocked,% - - - Mov Cap-1 Maneuver 905 - - - 167 447 Mov Cap-2 Maneuver - - - - 167 - Stage 1 - - - - 500 - Stage 2 - - - - 517 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0 0 23.7 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ,�,��rar�t Capacity(veh/h) 905 - - - 211 HCM Lane V/C Ratio 0.004 - - - 0.086 HCM Control Delay(s) 9 - - - 23.7 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0 - - - 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 12: New Suffolk Road & NY 25 Build 2020 Lanes, Volumes, Timings PM Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 534 45 85 524 24 65 Satd.Flow(prot) 1781 0 1652 1801 1767 0 Flt Permitted 0.281 0.987 Satd.Flow(perm) 1781 0 489 1801 1767 0 Satd.Flow(RTOR) 7 74 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.94 0.94 0.88 0.88 0.88 0.88 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(o�a� 2o�a 2o�a 2o�a 2o�a 2o�a 2o�a Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 616 0 97 595 101 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 35.8 43.1 44.4 7.3 Actuated g/C Ratio 0.61 0.73 0.75 0.12 v/c Ratio 0.57 0.21 0.44 0.36 Control Delay 13.4 4.1 5.5 16.1 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 13.4 4.1 5.5 16.1 lOS B A A B Approach Delay 13.4 5.3 16.1 Approach lOS B A B Queue Length 50th(ft) 154 9 79 9 Queue length 95th(ft) 296 23 155 54 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1561 555 1743 662 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.39 0.17 0.34 0.15 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:59.1 Natural Cycle:70 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.57 Intersection Signal Delay:9.6 Intersection IOS:A Intersection Capacity Utilization 55.7% ICU Level of Service B Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 12: New Suffolk Road & NY 25 Build 2020 Lanes, Volumes, Timings PM Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 13: NY 25 & Griffing Street Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1.6 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 44 515 523 48 30 34 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 91 91 87 87 84 84 Heavy Vehicles,% 2 2 4 4 2 2 MvmtFlow 48 566 601 55 36 40 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 656 0 - 0 1292 629 Stage 1 - - - - 629 - Stage 2 - - - - 663 - Critical Hdwy 4.12 - - - 6.42 6.22 Critical Hdwy Stg 1 - - - - 5.42 - Critical Hdwy Stg 2 - - - - 5.42 - Follow-up Hdwy 2.218 - - - 3.518 3.318 Pot Cap-1 Maneuver 931 - - - 180 482 Stage 1 - - - - 531 - Stage 2 - - - - 512 - Platoon blocked,% - - - Mov Cap-1 Maneuver 931 - - - 167 482 Mov Cap-2 Maneuver - - - - 167 - Stage 1 - - - - 531 - Stage 2 - - - - 474 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.7 0 22.2 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ��rrar�- ';'l�ior,�,f � Capacity(veh/h) 931 - - - 167 482 HCM Lane V/C Ratio 0.052 - - - 0.214 0.084 HCM Control Delay(s) 9.1 0 - - 32.3 13.2 HCM Lane LOS A A - - D B HCM 95th°/atile Q(veh) 0.2 - - - 0.8 0.3 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 14: Case's Lane & NY 25 Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1.1 �����rd��Y���y��oii� ���,� � .�� °i" �ff;� ., �f ,,,�,-��� Vol,veh/h 550 23 27 557 18 27 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak HourFactor 95 95 84 84 83 83 Heavy Vehicles,% 2 2 2 2 3 3 MvmtFlow 579 24 32 663 22 33 "r���/i im,�!�ipii i +��r/��i ii'�l ��r,'r Ii/i ii��f irl��w i r�r�� r; Conflicting Flow All 0 0 603 0 1318 591 Stage 1 - - - - 591 - Stage 2 - - - - 727 - Critical Hdwy - - 4.12 - 6.43 6.23 Critical Hdwy Stg 1 - - - - 5.43 - Critical Hdwy Stg 2 - - - - 5.43 - Follow-up Hdwy - - 2.218 - 3.527 3.327 Pot Cap-1 Maneuver - - 975 - 173 505 Stage 1 - - - - 551 - Stage 2 - - - - 477 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 975 - 164 505 Mov Cap-2 Maneuver - - - - 164 - Stage 1 - - - - 551 - Stage 2 - - - - 452 - �aii'iii rii�i r f �,��� ,,,,� ��,,,-�/ HCM Control Delay,s 0 0.4 21.2 HCM LOS C ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�� lP��, �� ,� % r��� r,�,,�,�ff,,,�, Capacity(veh/h) 276 - - 975 - HCM Lane V/C Ratio 0.196 - - 0.033 - HCM Control Delay(s) 21.2 - - 8.8 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.7 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 19: Schoolhouse Lane & Site Access Build 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 1.6 �i��rd��Y���y��oii� .��, ;��1 �� �1f ���� i/1 '�` �"�;/ Vol,veh/h 12 12 24 110 76 24 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 13 13 26 120 83 26 ��r,��������„�,��p��� Y�w�a����f �r�,�����r��Ol �r,�������-„f Conflicting Flow All 268 96 109 0 - 0 Stage 1 96 - - - - - Stage 2 172 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 721 960 1481 - - - Stage 1 928 - - - - - Stage 2 858 - - - - - Platoon blocked,% - - - Mov Cap-1 Maneuver 707 960 1481 - - - Mov Cap-2 Maneuver 707 - - - - - Stage 1 928 - - - - - Stage 2 842 - - - - - �aii'iii rii�i r f a�r �� �� � �Y�/ HCM Control Delay,s 9.6 1.3 0 HCM LOS A ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�, ,�. ,�f y ,-�,r,��,� ��,,,,,, � �„�r���/ Capacity(veh/h) 1481 - 814 - - HCM Lane V/C Ratio 0.018 - 0.032 - - HCM Control Delay(s) 7.5 0 9.6 - - HCM Lane LOS A A A - - HCM 95th°/atile Q(veh) 0.1 - 0.1 - - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 16: Depot Lane & CR 48 Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 2.6 �i��rd��Y���y��oii� �% �l'� �� ll r � " � ,�, ll ;,�, ��, �� ll / ll i/",. r i r i r Vol,veh/h 7 12 565 48 40 656 3 48 14 75 7 8 13 Conflicting Peds,#/hr 0 0 0 0 0 0 0 0 0 0 0 0 0 Sign Control Free Free Free Free Free Free Free Stop Stop Stop Stop Stop Stop RT Channelized - - - Free - - Free - - Stop - - Stop Storage Length - 225 - 225 225 - 225 - - - - - - Veh in Median Storage,# - - 0 - - 0 - - 1 - - 1 - Grade,% - - 0 - - 0 - - 0 - - 0 - Peak HourFactor 91 91 91 91 82 82 82 67 67 67 57 57 57 Heavy Vehicles,% 1 1 1 1 1 1 1 1 1 1 0 0 0 MvmtFlow 8 13 621 53 49 800 4 72 21 112 12 14 23 "r��� �i ii",��,�ipii i ��I/i����/�°�l �r,�i��i ii-„f irl��w i r�ri� „r�i i�i�,I Conflicting Flow All 607 800 0 - 621 0 0 1168 1561 310 1261 1561 400 Stage 1 - - - - - - - 663 663 - 898 898 - Stage 2 - - - - - - - 505 898 - 363 663 - Critical Hdwy 6.42 4.12 - - 4.12 - - 7.52 6.52 6.92 7.5 6.5 6.9 Critical Hdwy Stg 1 - - - - - - - 6.52 5.52 - 6.5 5.5 - Critical Hdwy Stg 2 - - - - - - - 6.52 5.52 - 6.5 5.5 - Follow-up Hdwy 2.51 2.21 - - 2.21 - - 3.51 4.01 3.31 3.5 4 3.3 PotCap-1 Maneuver 596 825 - 0 963 - 0 150 112 689 129 113 605 Stage 1 - - - 0 - - 0 419 459 - 305 361 - Stage 2 - - - 0 - - 0 520 358 - 634 462 - Platoon blocked,% - - Mov Cap-1 Maneuver 716 716 - - 963 - - 132 106 689 96 107 605 Mov Cap-2 Maneuver - - - - - - - 255 218 - 209 219 - Stage 1 - - - - - - - 419 459 - 305 343 - Stage 2 - - - - - - - 456 340 - 507 462 - �aii'iii rii�i r f �W� �;�,� ��,,,,� ��''// HCM Control Delay,s 0.3 0.5 15.6 15.3 HCM LOS C C ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�� lP��, .,,�f ��,� . r����,�ff,�, �� F, �„�,ioi�(l Capacity(veh/h) 543 716 - 963 - 400 HCM Lane V/C Ratio 0.377 0.029 - 0.051 - 0.123 HCM Control Delay(s) 15.6 10.2 - 8.9 - 15.3 HCM Lane LOS C B - A - C HCM 95th°/atile Q(veh) 1.7 0.1 - 0.2 - 0.4 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 15: Depot Lane & Schoolhouse Lane Build 2020 HCM Unsignalized Intersection Capacity Analysis Weekend Peak � � � � t � ,,,,, lane Configurations 'hy� ,�" "�, Volume(veh/h) 33 8 6 115 99 23 Sign Control Yield Free Free Grade 0% 0% 0% Peak Hour Factor 0.69 0.69 0.80 0.80 0.65 0.65 Hourly flow rate(vph) 48 12 8 144 152 35 Pedestrians Lane Width(ft) 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 329 170 188 vC1,stage 1 conf vol vC2,stage 2 conf vol vCu,unblocked vol 329 170 188 tC,single(s) 6.4 6.2 4.1 tC,2 stage(s) tF(s) 3.5 3.3 2.2 p0 queue free°/a 93 99 99 cM capacity(veh/h) 666 879 1393 ��r�//Oip/�i!'r/����1�/�/%/i��.r� -��� i/r��� i/ .�i u� i� ��ilr Volume Total 59 151 188 Volume left 48 8 0 Volume Right 12 0 35 cSH 699 1393 1700 Volume to Capacity 0.08 0.01 0.11 Queue length 95th(ft) 7 0 0 Control Delay(s) 10.6 0.4 0.0 lane lOS B A Approach Delay(s) 10.6 0.4 0.0 Approach lOS B °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Average Delay 1.7 Intersection Capacity Utilization 20.9% ICU Level of Service A Analysis Period(min) 15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 10: NY 25 & Depot Lane Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 7.3 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 41 631 579 44 55 78 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 94 94 92 92 69 69 Heavy Vehicles,% 1 1 1 1 0 0 Mvmt Flow 44 671 629 48 80 113 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 677 0 - 0 1412 653 Stage 1 - - - - 653 - Stage 2 - - - - 759 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 919 - - - 154 471 Stage 1 - - - - 522 - Stage 2 - - - - 466 - Platoon blocked,% - - - Mov Cap-1 Maneuver 919 - - - 147 471 Mov Cap-2 Maneuver - - - - 147 - Stage 1 - - - - 522 - Stage 2 - - - - 444 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.6 0 57.7 HCM LOS F ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ,�,��rar�t Capacity(veh/h) 919 - - - 246 HCM Lane V/C Ratio 0.047 - - - 0.784 HCM Control Delay(s) 9.1 - - - 57.7 HCM Lane LOS A - - - F HCM 95th°/atile Q(veh) 0.1 - - - 5.8 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 11: NY 25 & North Street Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 0.4 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 2 667 642 10 4 4 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 40 - - - 0 - Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 92 92 94 94 33 33 Heavy Vehicles,% 1 1 1 1 0 0 Mvmt Flow 2 725 683 11 12 12 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 694 0 - 0 1417 688 Stage 1 - - - - 688 - Stage 2 - - - - 729 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 906 - - - 153 450 Stage 1 - - - - 503 - Stage 2 - - - - 481 - Platoon blocked,% - - - Mov Cap-1 Maneuver 906 - - - 153 450 Mov Cap-2 Maneuver - - - - 153 - Stage 1 - - - - 503 - Stage 2 - - - - 480 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0 0 22.7 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ,�,��rar�t Capacity(veh/h) 906 - - - 228 HCM Lane V/C Ratio 0.002 - - - 0.106 HCM Control Delay(s) 9 - - - 22.7 HCM Lane LOS A - - - C HCM 95th°/atile Q(veh) 0 - - - 0.4 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 12: New Suffolk Road & NY 25 Build 2020 Lanes, Volumes, Timings Weekend Peak �► �'�1 � � �rt'�► !'� �`l�ii i/irr�ai�p/oi� %', / �� �"lJff �lf ,,.� � lane Configurations "�, *j +f+� 'hy� Volume(vph) 598 16 79 559 20 76 Satd.Flow(prot) 1811 0 1668 1818 1792 0 Flt Permitted 0.251 0.990 Satd.Flow(perm) 1811 0 441 1818 1792 0 Satd.Flow(RTOR) 2 94 Confl.Peds.(#/hr) Confl.Bikes(#/hr) Peak Hour Factor 0.89 0.89 0.97 0.97 0.81 0.81 Growth Factor 100% 100% 100% 100% 100% 100% Heavy Vehicles(%) 1% 1% 1% 1% 0% 0% Bus Blockages(#/hr) 0 0 0 0 0 0 Parking (#/hr) Mid-Block Traffic(%) 0% 0% 0% Shared lane Traffic(°/a) Lane Group Flow(vph) 690 0 81 576 119 0 Turn Type NA pm+pt NA Prot Protected Phases 2 1 6 4 Permitted Phases 6 Detector Phase 2 1 6 4 Switch Phase Minimum Initial(s) 15.0 3.0 15.0 5.0 Minimum Split(s) 27.0 10.0 27.0 28.0 Total Split(s) 60.0 15.0 75.0 25.0 Total Split(%) 60.0% 15.0% 75.0% 25.0% Yellow Time(s) 4.3 3.6 4.3 3.9 All-Red Time(s) 2.0 2.0 2.0 2.0 Lost Time Adjust(s) 0.0 0.0 0.0 0.0 Total lost Time(s) 6.3 5.6 6.3 5.9 Lead/Lag Lag Lead lead-lag Optimize? Yes Yes Recall Mode Min None Min None Act Effct Green(s) 40.0 47.1 48.5 7.4 Actuated g/C Ratio 0.63 0.75 0.77 0.12 v/c Ratio 0.60 0.18 0.41 0.41 Control Delay 13.3 3.8 5.0 16.2 Queue Delay 0.0 0.0 0.0 0.0 Total Delay 13.3 3.8 5.0 16.2 lOS B A A B Approach Delay 13.3 4.8 16.2 Approach lOS B A B Queue Length 50th(ft) 183 7 75 9 Queue length 95th(ft) 334 20 151 50 Internal Link Dist(ft) 159 131 484 Turn Bay length(ft) 90 Base Capacity(vph) 1517 526 1717 650 Starvation Cap Reductn 0 0 0 0 Spillback Cap Reductn 0 0 0 0 Storage Cap Reductn 0 0 0 0 Reduced v/c Ratio 0.45 0.15 0.34 0.18 °��i�l'ii i�iy�r��ivi,r�ipi,o��i i�i�u�o� Cycle Length:100 Actuated Cycle length:63.2 Natural Cycle:75 Control Type:Semi Act-Uncoord Maximum v/c Ratio:0.60 Intersection Signal Delay:9.7 Intersection IOS:A Intersection Capacity Utilization 57.4% ICU Level of Service B Analysis Period(min)15 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 12: New Suffolk Road & NY 25 Build 2020 Lanes, Volumes, Timings Weekend Peak Splits and Phases: 12:New Suffolk Road&NY 25 �w 1 �"�+Z � w� �i-- �� Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 13: NY 25 & Griffing Street Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 1.7 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 42 591 544 42 27 38 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 300 0 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 91 91 93 93 72 72 Heavy Vehicles,% 1 1 0 0 0 0 MvmtFlow 46 649 585 45 38 53 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 630 0 - 0 1350 608 Stage 1 - - - - 608 - Stage 2 - - - - 742 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 957 - - - 168 499 Stage 1 - - - - 547 - Stage 2 - - - - 474 - Platoon blocked,% - - - Mov Cap-1 Maneuver 957 - - - 155 499 Mov Cap-2 Maneuver - - - - 155 - Stage 1 - - - - 547 - Stage 2 - - - - 438 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.6 0 22.4 HCM LOS C ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ��rrar�- ';'l�ior,�,f � Capacity(veh/h) 957 - - - 155 499 HCM Lane V/C Ratio 0.048 - - - 0.242 0.106 HCM Control Delay(s) 9 0 - - 35.5 13.1 HCM Lane LOS A A - - E B HCM 95th°/atile Q(veh) 0.2 - - - 0.9 0.4 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 14: Case's Lane & NY 25 Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 1.1 �����rd��Y���y��oii� ���,� � .�� °i" �ff;� ., �f ,,,�,-��� Vol,veh/h 621 13 19 560 18 18 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length - - - - 0 - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 93 93 93 93 67 67 Heavy Vehicles,% 1 1 0 0 0 0 Mvmt Flow 668 14 20 602 27 27 "r���/i im,�!�ipii i +��r/��i ii'�l ��r,'r Ii/i ii��f irl��w i r�r�� r; Conflicting Flow All 0 0 682 0 1318 675 Stage 1 - - - - 675 - Stage 2 - - - - 643 - Critical Hdwy - - 4.1 - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy - - 2.2 - 3.5 3.3 Pot Cap-1 Maneuver - - 920 - 175 457 Stage 1 - - - - 510 - Stage 2 - - - - 527 - Platoon blocked,% - - - Mov Cap-1 Maneuver - - 920 - 169 457 Mov Cap-2 Maneuver - - - - 169 - Stage 1 - - - - 510 - Stage 2 - - - - 510 - �aii'iii rii�i r f �,��� ,,,,� ��,,,-�/ HCM Control Delay,s 0 0.3 23.6 HCM LOS C ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�� lP��, �� ,� % r��� r,�,,�,�ff,,,�, Capacity(veh/h) 247 - - 920 - HCM Lane V/C Ratio 0.218 - - 0.022 - HCM Control Delay(s) 23.6 - - 9 0 HCM Lane LOS C - - A A HCM 95th°/atile Q(veh) 0.8 - - 0.1 - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 19: Schoolhouse Lane & Site Access Build 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 2.1 �i��rd��Y���y��oii� .��, ;��1 �� �1f ���� i/1 '�` �"�;/ Vol,veh/h 18 18 21 94 66 22 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Stop Stop Free Free Free Free RT Channelized - None - None - None Storage Length 0 - - - - - Veh in Median Storage,# 0 - - 0 0 - Grade,% 0 - - 0 0 - Peak Hour Factor 92 92 92 92 92 92 Heavy Vehicles,% 2 2 2 2 2 2 Mvmt Flow 20 20 23 102 72 24 ��r,��������„�,��p��� Y�w�a����f �r�,�����r��Ol �r,�������-„f Conflicting Flow All 232 84 96 0 - 0 Stage 1 84 - - - - - Stage 2 148 - - - - - Critical Hdwy 6.42 6.22 4.12 - - - Critical Hdwy Stg 1 5.42 - - - - - Critical Hdwy Stg 2 5.42 - - - - - Follow-up Hdwy 3.518 3.318 2.218 - - - Pot Cap-1 Maneuver 756 975 1498 - - - Stage 1 939 - - - - - Stage 2 880 - - - - - Platoon blocked,% - - - Mov Cap-1 Maneuver 744 975 1498 - - - Mov Cap-2 Maneuver 744 - - - - - Stage 1 939 - - - - - Stage 2 866 - - - - - �aii'iii rii�i r f a�r �� �� � �Y�/ HCM Control Delay,s 9.5 1.4 0 HCM LOS A ����wr�r,i���Cy�ii�iiiir���ri/iii�irpii�, ,�. ,�f y ,-�,r,��,� ��,,,,,, � �„�r���/ Capacity(veh/h) 1498 - 844 - - HCM Lane V/C Ratio 0.015 - 0.046 - - HCM Control Delay(s) 7.4 0 9.5 - - HCM Lane LOS A A A - - HCM 95th°/atile Q(veh) 0 - 0.1 - - Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 10: NY 25 & Depot Lane Build wl Mitigation 2020 HCM 2010 TWSC PM Peak ���r����r�r�„%��, Int Delay,s/veh 4.6 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 68 526 563 86 80 60 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 40 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 89 89 90 90 94 94 Heavy Vehicles,% 2 2 3 3 0 0 Mvmt Flow 76 591 626 96 85 64 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 721 0 - 0 1417 673 Stage 1 - - - - 673 - Stage 2 - - - - 744 - Critical Hdwy 4.12 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.218 - - - 3.5 3.3 Pot Cap-1 Maneuver 881 - - - 153 459 Stage 1 - - - - 511 - Stage 2 - - - - 473 - Platoon blocked,% - - - Mov Cap-1 Maneuver 881 - - - 140 459 Mov Cap-2 Maneuver - - - - 140 - Stage 1 - - - - 511 - Stage 2 - - - - 432 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 1.1 0 42.7 HCM LOS E ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ��rrar�- ';'l�ior,�,f � Capacity(veh/h) 881 - - - 140 459 HCM Lane V/C Ratio 0.087 - - - 0.608 0.139 HCM Control Delay(s) 9.5 - - - 64.2 14.1 HCM Lane LOS A - - - F B HCM 95th°/atile Q(veh) 0.3 - - - 3.2 0.5 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015 10: NY 25 & Depot Lane Build wl Mitigation 2020 HCM 2010 TWSC Weekend Peak ���r����r�r�„%��, Int Delay,s/veh 4.1 �����rd��Y���y��oii� % �l� r ��+I" ;`� % lJf % r Vol,veh/h 41 631 579 44 55 78 Conflicting Peds,#/hr 0 0 0 0 0 0 Sign Control Free Free Free Free Stop Stop RT Channelized - None - None - None Storage Length 80 - - - 0 40 Veh in Median Storage,# - 0 0 - 0 - Grade,% - 0 0 - 0 - Peak HourFactor 94 94 92 92 69 69 Heavy Vehicles,% 1 1 1 1 0 0 Mvmt Flow 44 671 629 48 80 113 �����°/iim����ipiii Y�,�i���<«°�f 'i,�i�/iii-„f �r�'�wir�n�,f Conflicting Flow All 677 0 - 0 1412 653 Stage 1 - - - - 653 - Stage 2 - - - - 759 - Critical Hdwy 4.11 - - - 6.4 6.2 Critical Hdwy Stg 1 - - - - 5.4 - Critical Hdwy Stg 2 - - - - 5.4 - Follow-up Hdwy 2.209 - - - 3.5 3.3 Pot Cap-1 Maneuver 919 - - - 154 471 Stage 1 - - - - 522 - Stage 2 - - - - 466 - Platoon blocked,% - - - Mov Cap-1 Maneuver 919 - - - 147 471 Mov Cap-2 Maneuver - - - - 147 - Stage 1 - - - - 522 - Stage 2 - - - - 444 - �aii'iii rii�i r f ��� ��,,� �,,� HCM Control Delay,s 0.6 0 31.7 HCM LOS D ����w r�r,i���Cy�ii�iiiir���ri/iii�irpii�� %i/� ',l� r, ,�� � ,,�� «� rr����„ ��rrar�- ';'l�ior,�,f � Capacity(veh/h) 919 - - - 147 471 HCM Lane V/C Ratio 0.047 - - - 0.542 0.24 HCM Control Delay(s) 9.1 - - - 55.3 15 HCM Lane LOS A - - - F C HCM 95th°/atile Q(veh) 0.1 - - - 2.7 0.9 Ryan Winter 29305.00 The Heritage-Cutchogue VHB Engineering,Surveying&landscape Architecture,P.C. 6/16/2015