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Traffic Impact Study
Traffic Impact Analysis Report
The Heritage
Schoolhouse Lane & Griffing Street
Cutchogue, New York
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The Heritage at Cutchogue, LLC
1721-D North Ocean Avenue
Medford, NY11763
Att:Jeffrey H. Rimland (631) 207-5730
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Engineering, Surveying and
Landscape Architecture, P.C.
100 Motor Parkway, Suite 135
Hauppauge, New York 11788
(631) 787-3400
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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
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Off-Street Parking and Circulation............................................................................45
Off-Street Parking.......................................................................................45
Circulation...................................................................................................45
Conclusions.............................................................................................................................46
Table of Contents
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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
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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
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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
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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
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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
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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
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CR 48 and Depot Lane
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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
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Schoolhouse Lane and Depot Lane
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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
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NY 25 (Main Road) and Depot Lane
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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
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NY 25 (Main Road) and North Street
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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
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NY 25 (Main Road) and New Suffolk Road
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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
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NY 25 (Main Road) and Griffing Street
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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
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NY 25 (Main Road) and Case's Lane
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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
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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.
P:�29305.00 Heutage Cu[cbogue�repoits\29305_Heri[age 06-19-2015.doc
46 Conclusions
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Appendix A
Description
Turning Movement Counts
Appendix A
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Appendix B
Description
Accident Data
Appendix B
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Appendix C
Description
Level of Service Definitions
Appendix D
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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
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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.
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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
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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
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��
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 -
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HCM Control Delay,s 0 0.3 13.8
HCM LOS B
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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
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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
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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
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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�
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��
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
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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�
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��
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
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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
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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
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��
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
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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
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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
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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
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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 -
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HCM Control Delay,s 0 0.4 20.4
HCM LOS C
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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
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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 -
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HCM Control Delay,s 0.3 0.4 14.8
HCM LOS B
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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
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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
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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
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��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 -
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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 -
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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
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��
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 -
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HCM Control Delay,s 0.4 0 21.8
HCM LOS C
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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 -
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HCM Control Delay,s 0 0.3 22.6
HCM LOS C
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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
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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
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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
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��
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�
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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
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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
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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
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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
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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
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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 -
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HCM Control Delay,s 0.6 0 22.4
HCM LOS C
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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
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Int Delay,s/veh 1.1
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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
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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 -
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HCM Control Delay,s 0 0.3 23.6
HCM LOS C
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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 - - - - -
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HCM Control Delay,s 9.5 1.4 0
HCM LOS A
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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 -
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HCM Control Delay,s 1.1 0 42.7
HCM LOS E
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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
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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