HomeMy WebLinkAboutScenic Southold Corridor Mgmt Plan 2001 SCENIC SOUTHOLD
CORRIDOR MANAGEMENT PLAN
Farmlands And Seascapes
Hamlets And Heritage
Prtpared for:
TOWN OF SOUTHOLD
Prepared by:
Ferrandino & Associates Inc.
Hutton ASsociates Inc. '
In association with:
· Cotilla Associates Inc.
APril 2001
Scenic Corridor Management Plan
Ferrandino & Associates Inc.
Planning and Development Consultants
Elmsford, NY
Lead Consultant
Vince Ferrandino, AiCP, Principal-in-Charge
Brian Harris, Plarmer/GIS Specialist
Hutton Associates Inc.
Cultural Planners
New York, NY
Ernest Hutton, AICP, Principal
In association with:
Cotilla Associates Inc.
GISfMapping
Northport, NY
Raul Cotilla, P.E., Principal
Town of Southold
Scenic Corridor Management Plan
"If SouthoM's high quality of life rests on a base of prime
natural resources, a relative lack of sprawl, a rich historical and
architectural heritage, great scenic beauty and large quantities of
farmland and open space, then it follows that maintaining those
qualities should be a major objective of the Town."
Valerie Scopaz, AICP
Town Planner
Ferrandino & Associates Inc.
Hutton Associates Inc.
with
Cotilla Associates Inc.
APril 2001.
Scenic Corridor Management Team
Acknowledgements
The Town of Southold
Jean W. Cochran, Supervisor
Louisa P. Evans. Justice
Brian G. Murphy, Councilman / Deputy Supervisor
William D. Moore, Councilman
Craig A. Richter, Councilman
John M. Romanelli, Councilman
Southold Town Transportation Commission
Neboysha R. Brashich, Chairman
Scenic Byways Corridor Management Plan - Steerin~ Committee
Neboysha R. Brashich
John Greene, Landmarks Preservation Commission
Alice J. Hussie, former Councilwoman
Elaine McDuffee
Valerie Scopaz, AICP, Town Planner, Town of Southotd
Steve Ridler, NYS Department of Stare (ex officio)
Scenic Byways Advisor~ Committee
John J. Abele
William J. Boylhart
Nancy C. Burr* '
K. Eric Crook
Robert T. Fitzpatrick, Jr.
Claire M. Dowling
Frederick T. Heigl
Susan. E. Madigan
Patricia E. Mclntyre
* Former Committee Members
Edward R. Miller
Alexander R. Nyitas*
MaUreen C. Ostermann
Robert D. Pedersen
Susan J. Pen'icone*
Lisa Richards
Frederica Wachsberger
Robert White
State of New York - Department of Transportation
David Fasier, FASLA, Director - Landscape Architecture Bureau
Chairman, Scenic Byways Advisory Board
Town of Southold Scenic Corridor Management Plan
TABLE OFCONTENTS
EXECUTIVE SUMMARY
INq~RODUCTtON
The Scenic Byways Program
Scenic Byways in Southold
Roads in the Study Area
Southold's Transportation Core Concept
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SOUTHOLD CONTEXT:
HISTORIC AND ECONOI~IIC PERSPECTIVE
1.l Historic Background
1.2
Local Economy
The Underpinnings of Economic Activity Within the Town
Overview of Economic Activity Within Southo[d: 1997
Analysis of Municipal Spending
Analysis of Businesses Within Town by Type and by Hamlet
Quantitative Value of Natural Resources: The Peconic Estuary
Quantitative Value of Natural Resources: Farmland
Land Ownership Pattern in Southold: 1997-98
Preliminary Conclusionx
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2. CORRIDOR CONDITIONS: AN INVENTORY
2.1
Byway Character: Scenic Landscapes
State Route 25
County Route 48
Narrow River Road in Orient
Sound View Avenue in Southold
Main and North Bayview Road and Avenue in Hogneck
Oregon Road from Cutchogue to Mattituck
New Suffolk Road and Avenue from Cutchogue to Mattituck
2.2
Land Use and Natural Resources
Residential and Commercial Uses
Parks and Recreation
Agricultural Landscapes
Wetlands
Water
Flora and Fauna
2.3 Historic, Cultural, and Archaeological Resources
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Hutton Associates Inc.
With Cotilla Associates Inc.
April 2001
Town of Southold Scenic Corridor Management Plan
2.4 Transportation and Infrastructure
Transportation Access
Auto Access
Ferry Access
Long Island Railroad
Bicycle Access
Other Access
Traffic Safety
Utility Lines and Tree Trimming
2.5 Regulatory Framework
Zoning Ordinance
Signs and Sign Regulations
2.6
Conservation Management
Scenic Committees
Other Policy Group
Civic Preservation Groups
Public £reservation Groups
Peconic Bay Region Community Preservation Fund
2.7
Tourism Framework
Traveler Services and Resources
Promotional Organization
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3. SCENIC BYWAYS ISSUES AND GOALS
3.1 A Vision for Scenic Southold:
Farmlands and Seascapes, Hamlets and Heritage
3.2 Scenic Byways Issues and Goals
Roadside Views and Vistas
Road and Right-of-way
Historic / Tourism / Economic Development
Local and Regional Implementation: Cooperation and Management
3.3 Recommended Byways Designation'in Southold
Routes 25 and 48
Local Roads '
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4. CORRIDOR MANAGEMENT PLAN
4.1 Stewardship Strategy: Maintaining and Enhancing Resources
Visual Improvements: Using Pro-Active Partnerships
Enhanced 'Adopt-a-Road" Programs
Beautification Programs
Utilities and Road Maintenance
Directional and Informational Signage
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Hutton Associates Inc.
With Cotilla Associates Inc.
April 2001
_Town of Southold
Scenic Corridor Management Plan
Commercial Development and dyer Facilities
Hamlet Revitalization
Wineries
Farm Stands
Commercial Fishing Facilities
Recreational Marine Activity
Overnight Accommodations
Pedestrian Enhancements
Alternative Transportation: Pedestrian, Bicycle, and Ferry Linkages
Wa[k-ways and Pedestrian Linkages
Public Transportation
Ferry Linkages
Winery Linkages
Bicycle Linkages
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4.2 Implementation Strategy: Tools and Techniques
Managing Gro~vth and Development: Policy Actions and Approaches
Protected Lands / Lands Needing Protection
Public Acquisition of Key Parcels
The Community Preservation Project Plan (CPPP)
Eligible CPPP Properties and Vulnerable Land
Establishing Acquisition Priorities: Maximum Overlap of Criteria
An Open Space Acquisition Strategy
Involving Parmers and Matching Funds
Other Approaches: Easements, Development Rights, or Rezoning
Purchase of Developmental Rights (PDR)
Transfer of Developmental Right (TDR)
Rezoning Land Use Designations
Creation of a "Scenic Overlay"
Planning and Design Guidelines for Rural Areas Within the Scenic Overlay
Planning and Design Guidelines for Hamlet Areas
Optional Developmental Approach: Incentives and Trade-offs
Incentives in Rural Areas
Incentives in Hamlet Areas
Incentives for All Areas
A Possible Refinement: Combining Incentives with Zoning Changes
Architectural Review Board/Design Review Board
Other Modifications to Zoning and Subdivision Regulations Buffer Zones for Agricultural Use
Revisions to the Bed and Breakfast Ordinance
Landscaping and Capital Investments
Transportation Management Issues Managing Traffic
Traffic Calming Approaches
Improvements to State Route 25 and County Route 48
The Need for a Unified Effort
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Hutton Associates Inc.
With Cotilla Associates Inc.
Aprd2001
Town of Southold Scenic Corridor Management Plan
Appropriate Tourism: Cultivating Benefits and Managing Impacts
interpreting Local Features: Coordinated Town-Wide Programs
for Visitors and Residents
'Discover Southold!' Centers: Information and Orientation
Tour Itineraries: Auto /Bike / Walking
Graphics and Signage
Directional and Safety-Related Signs
Informational Signs, Maps, Brochures
Outdoor Advertising / Signage
Municipal Signoge
Sustaining the Scenic Preservation Effort: A Permanent Partnership Entity
Public / Private Partnership
A Dual-Level Local / Regional Approach
Establishment of a Southold Scenic Byways Committee
East End Scenic Advisory Committee
Summary: Specific Mandates of the Scenic Byways Committee
public Partici?ation
Ongoing Events and Activities
Local Committee Structure
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5. CONCLUSIONS/NEXT STEPS
5.1 Next Steps: Short-term and Long-term Actions
Tasks, Participants and Schedule
Tns~ and Timeline
Task~ and Participants
Ongoing Planning and E~aluation
5.2 Implications for Byway Designation Elsewhere in New York State
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Hutton Associates Ina
With CotilIa Associates ina
April 2001
Town of Southold Scenic Corridor Management Plan
LIST OF TABLES
TABLE l: SOUTHOLD PARKS AND RECREATION FACILITIES
TABLE 2: SOUTHOLD FARMS
TABLE 3: ACREAGE DEVOTED TO MAJOR CROPS
TABLE 4: SOUTHOLD WINERIES
TABLE 5: ENDANGERED, THREATENED, SPECIAL CONCERN
AND RARE PLANTS
TABLE 6: ENDANGERFD, TNRVATVNFD, ~PECIAI CONCERN
AND RARE WILDLIFE
TABLE 7: SOUTHOLD REGISTERED HISTORIC LANDMARKS
TABLE 8: SOUTHOLD MUSEUMS AND INTERI>RETIVE CENTERS
TABLE 9: ARCHAEOLOGICAL AND PREHISTORIC SITES
TABLE 10: ACCIDENTS ON ROUTES 25 AND 48
TABLE 11: ROUTE 25 TRAFFIC SAFETY PROBLEM AREAS (1993-1995)
TABLE 12: SERVICE STATIONS
TABLE 13: LODGING FACILITIES
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LIST OF MAPS
MAP 1: GENERAL ROAD MAP, TOWN OF SOUTHOLD
MAP 2: SCENIC LANDSCAPES
MAP 3: EXISTING LAND USES
MAP 4: HERITAGE, TRANSPORTATION AND TOURISM
MAP 5: SOUTHOLD SIGNAGE/ORtENTATION PLAN
MAP 6: SOUTHOLD BIKEWAY PLAN
MAP 7: COMMUNITY PRESERVATION PROJECT PLAN
AFTER PAGE
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Ferrandino & Associates Inc.
Hutton Associates Inc.
With Cotilla ~4xsociates Inc.
April 2001
Town of Southold Scenic Corridor Management Plan
LIST OF FIGURES
FIGURE 1: ESTIMATED SOUTHOLD ECONOMIC ACTIVITY: 1997
FIGURE 2: SOUTHOLD MUNICIPAL SPENDING: 1998
FIGURE 3: TOTAL NUMBER OF SOUTHOLD BUSINESSES BY TYPE
FIGURE 4: NUMBER OF BUSINESSES (BY TYPE) WITHIN EACH HAMLET
FIGURE 5: ESTUARY-RELATED REVENUES BY TYPE OF USE
FIGURE 6: ESTUARY IMPACT ON REGIONAL TOURISM
FICURE 7: ESTIMATED A CR F ~ CF IM A GRICI Il .TI IRE BY CR(3P
FIGURE 8: AGRICULTURE REVENUES BY USE
FIGURE 9: MATI'ITUCK/COUN2h( ROAD 48 GATEWAY
FIGURE 10: LAUREL LAKE VIsIToRs CENTER/GATEWAY
FIGURE 11: MATTITUCK CENTER PEDESTRIAN/TRAFFIC IMPROVEMENTS
FIGURE 12: VILLAGE OF SOUTHOLD PEDESTRIAN IMPROVEMENTS
FIGURE 13: SOU2~OLD HAMLET EDGE
FIGURE 14: ORIENT POINT GATEWAY - 1
FIGURE 15: ORIENT POINT GATEWAY - 2
FIGURE 16: DISCOVER SOUTHOLD! VISITOR CENTER/HISTORIC MUSEUM
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AFTER PAGE
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LIST OF MATRICIES
STRATEGIC APPROACH MATRIX
AP'I ER PAGE
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Ferrandino & Associates [nc.
Hutton Associates Inc.
With Cotilla Associates Inc.
April 2001
Town of Southold Scenic Corridor Management Plan
EXECUTIVE SUMMARY
1. $outhold's economic base - agriculture, fishing, tourism - is dependent on
stewardship of its most precious assets: its natural and scenic resources of
farmland, seascape, hamlets and heritage.
At the same time, almost half of the local economic activity comes from transfer payments
(primarily benefits to a large retirement population) or wages -- both externally-generated
revenue from outside Southold's boundaries. Add to that tourism-related expenditures for
hospitality services Or recreation, and it is clear that a majority of the economy is based on either
people who are in Southold because they want to live here (ret'trees, people' who work elsewhere)
or who want to visit here.
Southold's local environment and resulting quality of life that sustain this satisfaction is
therefore the Town's 'golden goose,' which should not be put at risk. And the beauty of
Southold is evident i~ some of its most scenic roads. As Southold's Town Planner concludes in
the economic analysis that introduces the corridor management plan, "if Southold's high quality
of life rests on a base Of prime natural resources, a relative lack of sprawl, a rich historical and
architectural heritage, great scenic beauty and large quantities of farmland and open space, then
it follows that maintaining those qualities should be a major objective of the Town."
Ferrandino & Associates Inc.
Hutton Associates Inc.
with
Cotilla Assoc(ates Inc.
April200]
Town of SouthoId
Scenic Corridor Management Plan
2. Southold should focus its preservation efforts on its most visible physical
framework -- the two scenic roadways that provide the structure for its
transportation, economic, residential, and recreational uses: NYS Route 25
and County Road 48.
Route 25 runs the length of the Town, from the Pdverhead boundary to the Orient ferry'. It passes
through a variety of historic hamlets, including Mattituck, Cutchogue and Southold center, as
well as through Greenport and bypassing Orient Point. Its distinguishing characteristic is the
series of distinct .edges between its urbanized areas and the adjacent rural countryside, usually
cultiYated fields. These edge conditions should be maintained -- if the hamlets are allowed to
"bleed off'' into adjacent strip developmen( Southold will begin to look like every other Long
Island community. The historic hamlets themselves should also be targeted for architectural and
scenic preservation, the important other side of the rural preservation cOin.
By contrast, County Road 48 is a wider road, bypassing the hamlets through an impressive
agricultural landscape. Its major attributes are its broad cultivated fields and overarching sky,
interspersed with treerows and woodlots until the road meets the Sound and eventually links with
Route 25. Recently the subject of a development moratorium, it is critical to preserve this sense
of spaciousness which is unusual in the Town and on Long Island as a whole.
While equally scenic, local Town roads, after considerable study, are not recommended for
byway designation, an acknowledgement of their delicacy and townSpeople's desire to leave
them alone -- calling attention to them will only invite traffic and impacts, an impulse which
should be resisted.
Ferrandino & Associates [nc.
Hutton Associates [nc.
with
Cotilla Associates Inc.
ii April 2001
Town of $outhold
Scenic Corridor Management Plan
3. Local ditizens' vision for what the Town of Southold should be in ten years,
as a scenic corridor and as a community, is 'remarkably the same as it is
now': an attractive series of hamlets, spread out like beads on a chain, cleanly
delineated by long stretches of rich agricultural land, open fields, wetlands
and woodlands, beaches and working waterfronts.
In this comforting and appealing vision, defined through a series of public meetings which
highlighted the Scenic Byways planning process, traffic will move at a reasonable speed through
village hamlets, and bikeways and walkways will provide other more localized access to hamlet
shops and services. Year-round tourists will blend into the everyday life of the community,
staying in small-scale inns or bed and breakfast establishments, shopping at local stores,
supporting cultural and recreatimml facilities, and contributing, to the North Fork's traditional
quality of life. Farms, vineyards and wineries, and water-related businesses will prosper, and
new development -- both new businesses and new housing -- will be unobtrusively
accommodated in hamlet center infill or in planned clusters, preserving key open space and
views.
Southold wilt have managed to maintain its heritage as a community which treasures its land and
environment, continuing its tradition of building and using its historic and environmental
resources in an appreciative and efficient manner. Moreover, it will have achieved this vision
not by.artificially creating a Disney-esque version of an idealized past, but by accepting that a
careful balance needs to be struck between the desire to preserve things as they are and the need
to grow and change in an appropriate manner.
Ferrandino & Associates [nc.
Hutton Associates Inc.
with
Cotilla Associates Inc.
iii A19ril200I
Fown of Southold
Scenic Corridor Management Plan
To achieve this vision requires simultaneous attention on two fronts: a
stewardship strategy, dealing with partnership actions on specific projects,
and an implementation strategy, dealing with tools and techniques for scenic
and open space preservation.
As a stewardship strategy, pro-active, proJect-related public improvemems and private/civic
beautification efforts are interdependent tactics -- public sector infrastructure providing incentive
for private responses, individual private and civic initiatives setting the stage for Town. County
or other governmental actions.
Implementation focuses on putting in place and monitoring tools and tectmiques for scenic
preservation -- policies for managing growth, encouraging limited and appropriate tourism, and
sustaining the effort through administrative organization.
The Strategic Matrix attached to this Executive Summary provides the framework of timetable
(short and tong term actions) and participants (public, private, civic and not-for-profit sectors) ro
carry out the Scenic Byways Corridor Management Plan.
Ferrandino & Associates Inc.
Hutton Associates Inc,
with
Cotilla Associates
iv April 2001
Town of SouthoId
Scenic Corridor Management Plan
5. SteWardship focuses on maintaining and enhancing Southold's scen&
resources through public, private and civic actions for visual/design
improvements, hamlet and roadside development, and enhancement of
transportation alternatives.
Stewardship initiatives should involve a grass-roots partnership of caring citizens and
corporations in partnership with public officials. Organizational approaches such as a Town-
wide 'adopt-a-road' program, administered, by a scenic road committee, can coordinate both
public sector maintenance responsibilities with private/civic sector funding and in-kind
contributions for not only enhanced clean-up bnt fix-up projects as well.
These fix'up efforts can include beautification programs (the MattimCk Chamber of Commerce
landscaping on County Road 48 is a good example), coordinating public utility and road
maintenance (including agreement on tree-trimming standards), and an expanded and integrated
system of directional and informational signage (for instance, defining desired tourist routes,
through-traffic routes, and various levels of bikeways and walldways, or packaging information
about the heritage and cultural resources of the Town -- in many ways more important for
residents than for visitors).
Hamlet and roadside improvements should include hamlet revitalization initiatives (from
streetscape to historic facade renovation programs), traffic, parking and visitor coord'mation for
wineries, farmstahds, commercial fishing and recreational marine activities, and encouragement
of appropriate visitor accommodation and pedestrian enhancements.
Finally,. an emphasis on alternative transportation should focus on coordinating pedestrian,
bicycle and ferry linkages to reduce peak-season traffic impacts and encourage the discovery of
Southold's natural and historic treasures via means other than the automobile. Incentives for use
of such potential initiatives as jitney linkages between train or bus te~ninals, lodging, and
attractions such as wineries or recreation sites cart reduce the need for redundant auto trips.
Ferrandino & Associates [nc.
Hutton Associates Inc.
with
Cotilla Associ~ates Inc.
v , April 2001
Town of Southold
Scenic Corridor Management Plan
6. Implementation tools and techniques for scenic preservation must include
managing growth and development not only through public regulation, but
also through voluntary preservation initiatives.
Southold (and the East End) have had a recent and important success in putting in place public
acquisition techniques for open space preservation: the "Community Preservation Project Plan"
(CPPP), using a pool oI t~mds generated by a real estate transfer tax -- in Southold a pmchaa¢-
only process which takes land or development rights off the market, with no intention of eventual
resale for other use. Through public work sessions and information meetings, various Town
personnel, advisory co~r~nittees, and members of civic, envirorunental, business and community
organizations provided input toward the generation of a List of Eligible Parcels based on
preservation efforts and plarming initiatives currently underway in the Town. This Scenic
Corridor Management Plan recommends that a refined 'Southold Open Space Acquisition
Strategy' emphasize scenic preservation as a preferential qualifying criteria for purchase of open
space land or development rights.
At the same time, Town land use policies must be refined with respect to implen~enting scenic
and related objectives -~ hamlet centers more suited to host economic activity must be given
priority over rural sites, and infrastrUcture expansion such as water supply and roads into now-
rural areas must be restricted in order to preserve agricultural land and open space, reducing the
long4erm burden on Southold taxpayers.
Another major public policy recommendation of this study is to coordinate the above initiatives
under.the framework of an oyerall 'Scenic Overlay': definition of an area Within the viewshed of
the two scenic byways, within which would be additional preservation incentives and guidelines
applicable to hamlets or rUral areas. These incentives would accrue to landowners or developers
who ¥oluntadly participate in the optional guidelines, and would include benefits available from
the Town, through facilitating approval processes or coordinating State, County or local
programs for land or development rights purchase (such as benefits targeted through the CPPP
program), as well as trade-offs from participating civic groups such as local land' trusts or other
special-interest groups. '
Ferrandino & Associates Inc.
Hutton Associates Inc:
with
Cotilla Associates Inc,
vi April 2001
ii
Town of Southold
Scenic Corridor .~anagement Plan
Finally, transportation management is an important and ongoing issue in which the East End
Transportation Council can help coordinate NYS DOT consideration for special scenic highway
solutions. Although the menu of traffic-calming approaches is partially limited by Route 25's
status as a State arterial highway, initiatives such as pedestrian crosswalks with curb extensions,
increased landscaping to signal urbanized areas, or signage and targeted enforcement are
recommended techniques. At the same time, applying tools to ensure a steady and consistent
flow along Route 48 should be applied, including a focus on the intersection of these two heavily
used arteries north of Gmenport, where traffic congestion during summer months is at its worst.
7.
"Managing, not marketing" tourism ~- ensuring limited and appropriate
levels of visitation -- will minimize envh'onmentai and traffic impacts while
maximizing positive economic benefits.
A recommended approach, that can involve the Scenic Byways Steering Committee, local
economic development officials and the regional North Fork Promotional Council, is to focus on
the combination of heritage and environmental features along the scenic byways -- within each
hamlet and in the Town as a whole, encouraging visitors with an interest in the area's history and
natural features.
This approach will .allow the deliberate and strategic management of local tottrism, enabling
Southold to put the scenic corridors into an appropriate and controlled context of natural or
visitor features, and organized pedestrian, bike, and auto touring itineraries. In this scenario, the
proper balance of centrally-located and dispersed features can be carefully crafted, with hamlet
emphasis placed on local transportation, heritage tourism and historic buildings and shops, and
rural ambiance within a network of auto, bicycle and pedestrian tours to individual features and
recreation.
A network of 'Discover Southold!' information/orientation centers, with consistent and
recognizable graphics and signage, should be distributed throughout the Town at logical points --
such as the Laurel Lake gateway or the renovated historic Whittaker House next to Southold
Town Hall. These centers can serve not only the need for visitor information, but also act as a
focal point for residents to understand their own community's heritage and strategies for future
preservation and growth.
Ferrandino & Associates Inc.
b[utton Associates Inc.
with
Cotilla Associates
vii April 2001
Town of Southold
Scenic Corridor Management Plan
To achieve these objectives requires the establishment and maintenance o fan
effective public-private partnership -- rising above politics and personal
interest, citizens and local institutions should band together to reinforce
agreed upon priorities and oversee procedures for appropriate new
development in the context of historical, agricultural and environmental
preservation, emphasizing incentives over controls.
Essentially a more formalized extension of the current Scenic Byways Advisory Committee, this
partnership needs to harness the energy of the public sector (the Town of Southold's elected
officials and operating departments as well as other levels of government or adjacent
municipalities), the private sector (the various Chambers of Corom~erce, individual businesses,
merchants or property o~vners), and civic or not-for-profit groups (various community
associations, historic and environmental group~).
The NYS DOT, along with other State and County agencies and authorities, should be partners
in this effort, allowing modification of 'business as usual' road standards and details, consistent
with safety and traffic responsibilities. This will allow traffic calming in hamlet centers and
careful attention to roadway improvements such as attractive details for gniderails,
bikeway/shoulder design, and pedestrian crosswalks, and communication regarding maintenance,
avoiding such problems as unnecessary road widening or overly ambitious tree trimm'mg.
Ferrandino & Associa(es lnc.
Hutton Associates [nc.
with
Cotilla Associates Inc.
viii April 2001
Town of SouthoId Scenic Corridor Management Plan
9. A dual-level approach -- with both a local focus (the Southold Scenic Byways
Coordinating Committee) and a regional presence (an East End Scenic
Advisory Committee) -- will most effectively harness the energy of these
participants.
Such an approach sho-ald include:
· A Town-oriented strategy whose focus is on implementing policies and projects for vie~v
preservation and road enhancement at the local level.
· A larger multi-town 'East End' strategy that can create effective tools and techniques for
issues of common concern. This effort will be more effective with regional or Statewide
action.
Local Action: The Southold Scenic Byways Coordinating Committee
In its current Scenic By~vays Advisory Committee, Southold has an enthusiastic reservoir of
organizations representing both local and regional resources, whose cooperation is key to the
success of long-term view / open space preservation and short-term action steps along the
roadways. While the personal time of individual committee members is defmitely limited,
represented organizations have the ability to supply new participants in a phased sequence of
initiation, training and respohsibility.
The focus of this local committee will be on internal Town issues of road and right,ofrway
enhancements and of land use guidance -- issues which overlap and reinforce other local efforts
in economic development or conservation and open space planning.
From an administrative point of view, the Committee should be established and appointed by the
Town Board -- as a public-private group, under its direct jurisdiction or that of the Planning
Board -- ensuring cooperation with respect to ongoing local development issues and long-term
planning.
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Hutton Associates Inc.
with
Cotilla Associates inc.
ix April 2001
Town of Southold
Scenic Corridor Management _Plan
Regional Action. The East End Scenic Ad¥isory Committee
A constrmnt to this local strategy is that the size of Southold, as well as that of other East End
communities with similar issues, limits the volume of its individual voice with State agencies
such as NYSDOT or the Department of State. However, as a regional grouping of interests, East
End towns have successfully influenced valuable legislation (such as the recent real estate
transfer tax'~, and the East End Transportation Council. North Fork Promotional Council, East
End Supervisors and Mayors Association have established a successful vehicle for articulating a
common regional voice on issues of mutual concern.
This process should involve the coordination of a focused consortium of existing entities rather
than the creation of a new and redundanl organization. It could initially be established as a
subcommittee of the East End Transportation Council. an active, representative and relevant
group which meets monthly and has similar participation as recommended above. It could also
report as a standing agenda item to the quarterly East End Mayors and Supervisors Association,
and coordinate regularly with the chairs of the four towns' CPPP Advisory Committees. It
should be advised as needed by eaCh town's scenic road or planning and zoning boards, plus
private or regional conservation or heritage groups.
10. Finally, Southold's vision for preservation o fits open space, hamlet heritage,
and quality of life can be set in motion by a variety of immediate next steps:
designation of State Route 25 and County Road 48 as New York State Scenic
Byways, adoption of this Scenic Southold Corridor Management Plan as part
of the Town's Comprehensive Plan, and establishment o fa local and regional
public-private-civic partnership to both carry out pro-active stewardship
activities and define longer-term implementation tools and techniques ~
including potential expansion of the corridor beyond the Town itself-- as the
eventual 'North Fork Scenic Byway.'
In terms of potential expansion, the corridor study area should not be defined purely by political
boundaries. Scenic byways operate as rea] roadways -- from intersection to intersection,
regardless of jurisdiction. The future corridor management process should have the mandate of
defining the most logical boundaries, origin and terminus for the corridor. This also implies
broadening the list of participants to include adjacent municipalities and regional interests.
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In the case of Southold, the potential for an eventual 'North Fork Scenic Byway' was beyond the
scope of the current study, but clearly makes logical sense in terms of where the perceived
corridor begins -- along Route 25 in Riverhead, not abruptly at the Southold boundary. Potential
right-of-way maintenance, development standards and open space or historic preservation
criteria should apply along the entire regional corridor, modified as necessary to meet local
jurisdictional objectives and priorities.
In conclusion, this Scenic Southold Corridor Management Plan should take a key position in an
integrated set of Togv'n-wide growth management plans, based on a foundation of past work such
as the various 1980s master plan studies or the 1990s sustainable growth analyses, but including
current work such as the Community Preservation Project Plan, the Coastal Zone Management
Plan, the Route 48 Land Use Study, and current State, County and East End transportation plans.
With the proferred Stewardship and Implementation Strategies, elements of the Plan can be
carded out in the short term - some activities within the next 3 to six months - and lay the
ground work for more long term (3 to 5 years) activities.
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INTRODUCTION
Realizing that the scenic character of the'Town -- its roads, hamlets, farms, and waterfront -- are
key resources in need of protection and management, the Town of Southold has commissioned
this Plan to address the opportunities and threats facing the community's scenic resources. The
purpose of this Plan is to inventory the resources along proposed scenic byways, identify
opportunities and constraints and, based upon the vision and goals articulated by the public and
local stakeholders, define a set of implementation tools and policies that will help preserve and
enhance the scenic qualities of the roads to be examined.
A key idea underlying this Plan is the concept of the entire Town as a scenic corridor, an
approach requested by the Steering Committee. Although only seven of Southold's many roads
are addressed in this Plan, the long narrow geography of Southold permits one to often see from
one scenic road to another, as Route 48, for example, is often visible across the open fields that
separate it from Route 25. By treating the entire Town as a corridor to be managed and
enhanced, the analysis will sometimes necessarily address parts of the Town' that are not
immediately adjacent to the scenic roads which have been designated by the Town for study.
This approach to the Town, as a scenic corridor, should not be equated with conceiving of
Southotd as a transportation corridor. For better or for worse, the Town does contain east-west
roads that connect the popular Cross Sound Ferry with the remainder of Long Island. However,
the scenic corridor management concept seeks to mitigate impacts due to the use of the Town as
a through route, hopefully reducing traffic and enhancing the enjoyment of all users of the
Town's roads.
One component of this Plan is the identification of appropriate roadways for nomination to the
New York State Scenic Byways Program. However, while the Scenic Corridor Management
Plan responds directly to the State program, it also seeks to address the interests of local
residents in maintaining the unique quality of life found in the Town of Southold: The Plan must
therefore establish a framework to reconcile a variety of sometimes congruent, sometimes
compefmg goals and agendas:
the need to preserve the Town's scenic quality and heritage
the need to maintain its economic stability and growth
the need to accommodate and mitigate traffic impacts and safety concerns.
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The Scenic Byways Program
In order to understand the genesis of this project, it is useful to provide an overview of the New
York State Scenic Byways Program. This program was organized by the State for the purposes
of recognizing the State's (and individual regions') wealth of natural and cultural resources.
There is a focus on enhancing tourism through plaaning and promotion, although the extent of
such activity and emphasis will vary from community to community. The locally initiated
nomination process has several steps, ali of which are covered under this Plan. The steps
include: local organizing and public participation, resulting in a local byway committee and a
statement of vision and goals; a resource inventory that will be used to delineate the corridor to
be nonmnated; maps, show'mg key features and Iranspm~tiou acc~, an id~ntificatiuu of thc
corridor to be nominated; and a narrative describing the corridor and its basis for nomination.
According to the New York State Scenic Byways Nomination Handbook, the nominated
Byway(s) should have at ldast one major theme, preferably more. These themes, while useful for
tourism promotion, are actually more valuable to the local community as a way of
acknowledging and interpreting its own heritage, resources and activities. Themes identified by
the New York State program include:
Recreational themes: water access, biking, parks, recreation facilities.
Scenic themes: visually appealing natural and cultural landscapes.
Natural themes: geologic formation, topography, climate, hydrologic features.
Cultural themes: churches, museums, working landscapes, including waterfronts and farms.
Historical themes: artifacts, historic stmctures, places of historic significance.
The scenic roads in Southold embody elements from all of these themes, which will be reflected
in the inventory.
There are several benefits that accrue from BYWay(s) designation, all of which are related to
quality of life. The most important is the additional element of direct or indirect local control
over designated roads, in that future improvements or modifications to these roads must take into
account the goals and objectives of the Corridor Management Plan. From the perspective of
tourism, it will permit the local community to define its desired 'appropriate level' of tourism
and better mitigate the traffic or growth management implications. In addition, Byway(s)
designation, in concert with the Corridor Management Plan, will offer benefits to the Town in
the following areas:
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Economic development: providing a product for local and State tourism officials to promote.
Resource management: broadening support for maintaining or protecting community
resources.
Community services: providing improved community and traveler services such as visitor's
centers and picnic facilities.
Visitor management: marketing and managing resources to accommodate the types and
mount of visitors the community desires.
Roadway management: encouraging local, county and State highway officials to consider
how they might improve the character of a byway.
Some of the above listed benefits, taken directly from the State's program materials, may tilt too
l~,u tuwa~ds tourism promotion than is acceptable for Srmthcdcl However, many of these
benefits, especially resource management and roadway management, are in keeping with the
vision and goals of this Plan.
· Scenic Byways in Southold
The Southold Scenic Corridor Management Plan is a pilot project for the New York State Scenic
Byways program..This plan will help set the tone for future plans to be undertaken in other New
York communities. The Southold Plant is loosely based on the framework outlined by the State
program, including a public participation process, a resource inventory, illustrative maps, and a
narrative in support of the nomination of certain roads. However, the Southold Plan enhances
and extendk the State program in several key ways:
The' Town of Southold is not just a pretty place; it also is an active comxnunity with a year-
round population of close to 20,4002, which more than doubles in the surmuer season. While
many residents' livelihoods are based in Southold (such as the local farming community), for
many others (including not only visitors but also retirees and second home owners) the
choice to visit or to live in the Town is largely based on Southold's quality of life. The rural,
scenic character of the Town is one of the major contributors to this quality of life. Therefore
this Plan, which is framed by the perspectives of local residents, stresses the importance of
scenic corridor management to the Town of Southold, and attempts to fit tourism into the
Plan only where appropriate. The plan therefore focuses on how to preserve this quality of
life -- not a frantic, tourist-oriented magnet, but a stable, year-round community where
tourists fit in to the day-to-day life of local residents.
The Incorporated Village of Greenport has been excluded at its own request.
1996 LILCO estimate.
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Because many of the scenic vistas in Southold are agricultural, preservation of farmland and
support of agriculture as an industry are essential to the scenic quality and history of the
Town. Development pressures -- stemming from both increased tourism and residential
development -- must be managed in order to maintain the distinctive views that characterize
the experience of travelling along Soathold scenic roads. Consequently, land conservation
techniques figure prominently in this Plan.
EThe Southold Scenio Corridor Management Plan is one component of a broader
transportation vision espoused by the Southold Transportation Committee and the East End
Transportation Council. These groups will be involved with scenic byways management
long after the planning process is through. Further, the creation of a Scenic Byways
Advisory Committee, staffed by public, private and civic representatives of each ot the
Town's hamlet communities, has laid the groundwork for a furore committee that will be
responsible for corridor oversight as the Plan is implemented. Far from being an isolated
initiative, the Sduthold Scenic Corridor Management Plan will be a strategy guide that wilt
help shape the future of the Town.
[3The Corridor Plan also is a sub-set of the overall strategy of Southold Town to implement its
vision for the future. This Plan has incorporated recognized elements of the Agricultural
Protection Strategy, the preservation of the hamlet centers, and the Local Waterfront
Revitalization Plan.
· Roads in the StudyArea
Following discussions with the Town, seven roads were chosen for study. The. major roads
selected were two major east-west corridors, State Route 25 and County Route 48. Route 25 is a
two-lane road connecting the hamlet centers and containing much of the Town's commercial
development. Route 48 is a four-lane bypass that helps take pressure off of Route 25, especially
from ferry traffic, and also provides access to agricultural areas.
In addition, five local roads were also selected, in reco~ition of their distinctive qualities; scenic
and otherwise. They are as follows, and are identified on Map 1:
Narrow River Road in Orient
Sound View Avenue in Southold
Main and North Bay,hew Road and Avenue in Hogneck
Oregon Road from Cutehogue to Mattituck
New Suffolk Road and Avenue from Cutchogue to Mattituck
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Town of Southold Scenic Corridor Management Plan
These local roads have been identified by the Southold Town Transportation Committee as key
components of a platmed network of bicycle and pedestrian lanes and trails. This plan, entitled
Seaview Trails of the North Fork, represents a coordinated approach to planning for bicycle
transportation in the Town.
· Southold's Transportation Core Concept
Since 1994, the Southold Transportation Committee has been promoting the need fbr intermodal
hubs and greater use of alternative forms of transportation, including rail, bike, foot, and kayak.
The Town of Southold's Transportation Core Concept calls for a comprehensive approach to
transportation planning, utilizing all the available transportation hubs and linkages -- rail, water
or land. The Core Concept includes five major projects:
I. A mini-bus system to transport visitors to and from wineries, hamlet centers, marinas,
beaches, festivals, and special events.
2. A network of trails to accommodate bicyclists and hikers.
3. Organization of a bicycle rental / repair / storage / transport system (with the cooperation of
the LIRR).
4. Establishment of a lodging booking service at major transportation hubs and other locations.
5. Dissemination of Southold tourist information on the Cross Sound Ferry, at new visitors'
centers in New London, CT and Orient, at Town marinas and Town information booths, and
other locations.
Points 1 - 3 illustrate the Transportation Committee's creative, non-~raditional approach to both
mitigating the effects of tourist traffic and providing a range of transportation options to local
residents. All of the approaches recognize the reality that while tourists bring money to spend at
local businesses (a positive effect), they usually arrive by cars, causing congestion, air pollution,
greater demand for parking, etc. A goal of the Transportation Committee is to encourage visitors
to arrive by other means (bus or mil), and once here, minimize the use of automobiles by using
alternative modes of getting arotmd the Town (bus, mil, bike, walking). To succeed, this
approach will require the coordinated efforts of many different entities, including the Town,
County, State DOT, the MTA/LIRR, businesses, local Chambers, and others.
The proposed network of bikeways and hiking trails that is part of the Core Concept is designed
to address another problem -- the lack of counectious among the Town's parks and recreational
areas. A unified network of open space will greatly increase the recreational options for Town
residents, facilitating greater use of public properties and fostering heightened awareness of these
resources.
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In October of 1997, the East End Transportation Council published a report, Arterial
Management of State Highways: Issues of Concern to East End Townships and Recommended
Best Management Practices. This document was written to guide the NYS DOT in changing its
standard road management practices to be more in keeping vdth the needs of the East End. The
report contains recommendations ranging from new roads, to traffic calming, to bicycle and
pedestrian safety and access.
The recommendations typically shy away from traditional methods of addressing traffic
problems, such as bypasses and road widenings, in favor of alternative methods more in harmony
with the character of the East End, such as selective traffic calming approaches -- streetscape
add~tmns to reduce drivers to slow down in key areas, or pedestrian improvements to protect ~he
safety of shoppers and walkers at important street crossings. The ideas presented in the
Council's report are consistent with the vision and goals of this Scenic Corridor Management
Plan.
This document reflects the cutting edge of this committee's ongoing efforts and represents the
culmination of years of work beginning on Mareh 30, 1994 when a grant was frrst approved to
fund this study.
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SOUTHOLD CONTEXT:
HISTORICAL AND ECONOMIC PERSPECTIVE
1.1 Historic Background3
Southold is a toxvn with a rich history reaching back from the present day through colonial times
to pre-European settlement. It is the oldest English town in New York State, and its proximity to
the sea has shaped its character and added vibrancy to the economy and culture of the region.
Prior to European settlement, the area that is Southold today was inhabited by Native American
people who lived their lives in partnership with the land and sea. They consumed plants, berries,
fish, and wild game from the rich expanse of wilderness that occupied the northern fork of
eastern Long Island, and defended their territory from competing tribes in neighboring
Connecticut. Thirteen tribes of about 6,000 inhabitants occupied the area from Wading River on
the west to Orient Point. Present-day place names such as Cutehogue and Mattituck are derived
from Indian nomenclature and language. There is evidence to suggest that the North Fork was
irdmbited as early as 10,000 years preceding the first visits of Europeans in the early seventeenth
century.
The Native American inhabitants were by no means living primitive lifestyles at the time of the
arrival of the Europeans. Fort Corchaug, a site now on the National Register of Historic Places,
was a defense structure of thatched timber built on the west banks of Down's Creek, and was
part of a network of shoreline outposts between tribes that communicated via smoke signaling.
The finest production of wampum beadwork, an exchange currency, was said to be from the
Long Island area as wdll, and Fort Corchaug a key manufacturer in the region. Trade occurred
via land, but the much easier and preferred mode was by water.
These Native Americans had no need for a 'scenic byway' study to preserve the quality of their
environment -- they lived an integrated life of appreciation and preservation of the beauty of
their home.
3 Hall, Warren. Pagqns, Puritans, Patriots of Yesterday's Southold. Cutchogue, NY: Cutchogue-
New Suffolk Historical Council, 1975.
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The arrival of the first European families to the North Fork in April 1640 at Hallock's Landing,
in what is today Southold, was the first European attempt to settle the land in this region. These
English settlers, and the ones to follow shortly afterwards, were all basically Puritans who were
seeking freedom of religious expression in a new land. Under the Earl of Sterling, James Farrett
was sent as an agent to encourage English development on Long Island and advance the British
claims over their Dutch rivals to the west.
Because the Native Americans generally had little concept of the ownership of property, large
acreages were often signed over to the English in the belief that they were only agreeing to share
the land. Yet, the passage of actual land title from the Native Americans to the pioneers in
appreciation for favors indicated a value pladed in the land as a commodity. These transfers
~ult~d ia th~ peaceful acquisition of land by thc English settlers in the region, allowing their
communities and agricultural operations to grow and prosper. However, this transformation of
the land could not help but represent a dramatic change to the pristine scenery that preceded its
cultivation and settlement..
The primary activity of early settlers was farming, although fishing was an activity which
weaved a viable staple into both the economy and the diet of the settlers. The mitigating effects
of the nearby water on temperature and air humidity made for good growing conditions on the
fertile soils and production of corn, potatoes, melons, and seed crops. The prospect of stable
agricultural production continued to make the region attractive to new settlers arriving from
England in search of a peaceful, and God-fearing lifestyle.
The legacy of the early settlers~ and those who came shortly thereafter to build the communities
which now dot the peninsula of the North Fork is one of a rich architectural heritage, an
entrenched agricultural base, and deep sense of purpose and history.
Many historic places in the region are now worthy of designation as sites of national significance
-- they should be noted and documented while still existing. However, a treasure no longer
existing on the North Fork is the presence of windmills that once marked the hillsides of
Southold, much like those in Holland as early as 1659, in Orient and Riverhead. These
stmctures were welt suited to harnessing the wind from the sea breezes in the area and using the
energy for easing the labor-intensive tasks of grinding grains into flour and slicing logs for
lumber. Other mills of many varieties included water mills, horse mills and tide mills. The
milling process enabled the export of grain products from the region, contributing to the growth
of the local economy, and provided materials for the consmtction of new buildings throughout
the community.
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The sea has always played an important role in the history and development of Southold. It xvas
important to the trade, transportation and food supply of the Native Americans, and had been the
vehicle whereby the early settlers arrived from England to settle the new land in pursuit of a
better life. The Sound provided a safe egress for the families to and from Connecticut during the
rebellion of the colonies against the British following 1760 when their livelihoods were
threatened, and today is a significant part of the magnetic character of the North Fork to
vacationing visitors who are drawn to the history and scenic beauty of the countryside.
Today, the community revels in the glories of its rich past, but is seeing a shift from its
traditional industries of farming and fishing to an influx of tourism and development pressures.
Because the beauty of the land is still intact along with many of the old architectural treasures,
Southold is faced with a variety of visitors who come in search of fl~c ~ccuic vi~£a~ mM dc~hc tu
learn more about the history of the area.
The significant pressures on the Town to respond to this changing reality without destroying the
remaining aura of its past, part of the magnet that attracts visitor interest of the right kind, will
require careful planning and attention to the integrity and composition of the existing open
spaces, architectural features, and overall sense of place: If managed with foresight and
adherence to long-range objectives, these forces will ultimately continue to shape the character,
color, and importance of Southold to residents, neighbors, and visitors alike.
1.2 Local Economy4
The Underpinnings of Economic Activity Within the Town
Southold's celebrated scenic beauty rests on a combination of geographic, ecologic and human
factors: the interplay of coastal seawaters and sheltered inlets interspersed with cultivated fields
edged with homes tucked into the wooded shoreline. Its highly prized quality of life derives from
a unique environment, combined with a small town atmosphere and appearance. As stated
earlier in the Introduction, "this plan's focus is on identifying, preserving and protecting the
unique qualities of the Town's most scenic transportation corridors. The underlying premise of
this focus is that these qualities play a significant and quantifiable role in the nature and health of
the local economy." Therefore, the preservation and protection of the scenic corridors should
translate into tangible economic benefits at the local level.
4 This Section was written by Southold Town Planner Valarie Scopaz. The economic analysis was
prepared by John Greene, Chairman of the Southold Landmarks Preservation Commission and a member of the
Scenic Byways Steering Committee. Agricultural data analysis was prepared by Melissa Spiro, Planner and John
Sepenoski, Data Processing Manager, Town of Southold.
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Accordingly, an attempt was made to quantify the value of the Town's environment to its
economy. A lack of detailed statistical data specific to Southold makes this effort a challenging
one. Although the Town is greatly affected by the larger regional economy of the New York
metropolitan area, the character of its economic activity is so different that comparison or
extrapolation from most regional data sources is of limited value. Further, its relatively mrat
nature (compared with the rest of Long Island) means that the Town is not included in the usual
surveys conducted by Federal, State and County agencies to assess regional economic activity.
Through the years, beginning with the Background Studies for the Master Plan (1983),
Southold's economy typically has been described as consisting of three basic areas of activity:
agriculture, fishing and tourism/recreation. Of course, the economic reality was, and is, more
complex, but the description dovetailed With the Town's vision of itself as a bucolic farming and
fishing community With a substantial second-home population.
In order to refine this general description of the economy, the Scenic Byways Steering
Committee decided to examine existing raw data, analyze it, and where necessary, generate
additional statistics. The following text provides a more detailed, albeit a conservatively
understated, explanation of economic activity within the Town.
Overview of Economic Activity Within SouthoId: 1997
An estimated $550 million in economic activity/personal income takes place within the Town:
[~Municipal spending (including that of the Village of Greenport and all school and other
special districts) is known to be about $70 million per year. This figure is estimated to
represent slightly more than 12 pement of the total amount of economic activity.
UAgriculmral activity is conservatively estimated to be about 16 percent of the total.
UAbout 19 percent of the total economic activity is thought to be due to income brought into
the community from residents who live in Town but who work outside of the Township.
I3Between 700 and 800 privately-owned businesses operate within Southold's borders. Based
on their reported income, it is estimated that this sector of the economy comprises 20 percent
of the total activity.
[~Transfer payments to Southold residents are estimated to be the largest sector of our
economy: about 32 percent of the total.
~tThe commercial fishing activity is estimated to comprise approximately 3 pement of the total
level of economic activity.
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Figure 1 provides a graphic display of these statistics:
Estimated Southold Economic Activity:1997
Ag Work Out.
10%
2O%
Fishing
3%
32%
Figure 1: Estimated Southold Economic Activity: 1997
Figure ] is designed to indicate the relative size of individual sectors to each other, and not serve
as a precise tabulation of absolute values (which are not available given the present resources).
Municipal spending is one of the few known quantifies. Transfer payments are estimates.
Reported income is likely less than the indicated actual income. The estimates for agricultural
income should be assumed to be conservative due to variability in crop value, crop quality,
supply and demand, and other factors that typically affect agricultural income. ' Finally, income
from those who live in Town but work elsewhere, reflects an educated guess based on the entire
analysis.
(Sources: U.S. Bureau of the Census, U.S. Department of Labor, Internal Revenue Service,
Southold Town Tax Assessor's Office, Peconic Estuary Program)
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Analysis of Municipal Spending: 1998
Figure 2 takes a closer look at the portion of the local economy that is attributed to municipal or
governmental spending (70 million dollars or 10 percent of the whole). Town government itself
is responsible for only 25 percent of this amount. The largest component of public spending, by
far, is by local schools, which account for 66 percent of the total. School district revenues are
collected by the Town, but district expenditures are controlled by the voters within the respective
school districts. The same holds tree for Library, Park and Fire district expenditures. (Source:
Town Tax Assessor's Records 1997-98)
Southold Municipal Spending:1998
Library
3% Fire
Solid Waste
General /~ 2%
18%
Highways
5%
School
66%
Figure 2: Southold Municipal Spending: 1998
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Analysis of Businesses Within Town by Type and by Hamlet: 1996
U.S. Census Bureau, Department of Labor data indicated that the number of active businesses in
existence is between 700 and 800. These businesses were classified as follows:
Total Number of Southold Businesses
by Type
Finance
7% q
Trans Service
5% 4% Const.
Manuf 18%
4%
30%
Wholesale
5%
Retail
27%
BAg Service
· Const.
rq Wholesale
~ Retail
~Service
BManuf
~Trans
E~ Finance
Figure 3: Total Number of Sonthold Businesses by Type
Figure 3 indicates the estimated percentage of businesses within each category. As can be seen
by the figure, the Se, vice industry comprises nearly one third of the total, and is by far the largest
sector. Retail businesses are the second largest category of the private sector and account for
more than a quarter of the activity. The construction industxy accounts for nearly a fifth of all
economic activity within the Town. This sector includes carpenters, building trades, contractors,
lumberyards, etc. The remaining categories are much smaller: finance (7 percent), transportation
(5 percent), wholesale (5 percent), manufacturing (4 percent), and agricultural services (4
percent).
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While the businesses listed previously are found throughout the nine hamlets and the Village of
Greenport, Figure 4 suggests that the major economic centers within the Town lie within the
hamlets of Mattituck, Southold, Greenport and Cutchogue in descending order.
Number of Businesses within Each
Ham let (Categorized by Type)
j ~ ~ Firan,~e
~ M anuf
500 i ':':::~: ~ Selvic~
400 '~- :~,:
300 4,. !'.: Retai:
200 [~Wholosale
~00 -7,' 8 Oonst.
0 L~Ag Service j}
Figure 4: Number of Businesses (by Type) within Each Hamlet
Quantitative Value of Natural Resources: The Peconic Estuary
The bulk of the Town's southern border and the majority of its working waterfront lie on the
Peconic Estuary, a natural resource shared by four other towns. Although the Census data does
not separate out estuarine-based sectors of the econdmy, it is useful to look at the impact this
natural resource plays in the regional and local economy. A study conducted under the auspices
of the Peconic Estuary Program estimated the impact of estuarine resources on the economy of
the entire East End of Long Island. Economic activity Was divided into seven distinct categories,
which are shown in Figure 5. In order of their relative share of the whole (in terms of dollar
value), they are:
Marinas
Wholesale seafood
Ferry services
Boat dealers
Commercial fishing
Commercial shell fishing
Excursions
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Marinas generate the largest share of the activity, 24 percent. They are closely followed by the
Wholesale Seafood Market and Ferry Services categories, each with a 22 percent share of the
activity. Boat Dealers account for 16 percent of the total. Cormxaercial fishing and shell fishing
together contribute 16 percent of the total. Excursions make up less than one percent of the total.
Estuary Related Revenues by Type of Use
Boat Fishing
Dealers 14%
46% i
Comm. Sheil
fishing
>.
22'.
Marinas 0%
24%
Figure 5: Estuary Related Revenues by Type of Use
While these revenues were directly attributable to the Estuary, it is evident that the volume is
highly dependem on the ecological health of the Estuary. Clearly, the wholesale and commercial
fish / shellfish industries, which collectively represent about 38 percent of the revenues
generated, would not survive for long if the Estuary were to become polluted or overfished. It is
worth nofmg that the recreational boating industry is comparable in economic terms to fishing
industry2 Boat dealers and marinas together account for 40 percent of the total revenue derived
from Peconic Bay. The boating industry may be located on land, but its viability depends to a
significant degree on the quality of the boating experience that is available.
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Figure 6 describes the estimated impact of the Peconic Estuary on the regionat tourism industry.
As noted, the largest impact (34 percent) is felt in the Food Retail sector (e.g. Grocery Stores).
The next largest category is restaurants at 20 percent. Gasoline Stations account for another
1 lpercent. The remaining categories and pementages are indicated on Figure 6.
Estuary Impact on Tourism
Lodging
Drinking Est. 5%
Golf
Sports Clubs
4% Genera[ Retail
9% Sports Retail
20%
Food {Retail)
34%
2%
Apparel
9%
Bakeries
Gasoline Fruit & Veg.
Stations 1%
Figure 6: Estuary Impact on Regional Tourism4
Since the data were not tabulated separately for individual towns, we can only assume that these
percentages roughly approximate the situation within the Town of Southold.
4 Source: The Peconic Estuary System: Perapectb;e on Usex, Sectors and Economic Impacts. Revised
Final Report. November 1996. Thomas Grigalunas and Jerry Diamantides.
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Ouantitative Value of Natural Resources: Farmland
A very conservative estimate of the quantitative value of farmland crops was developed by first
assessing the amount of acreage in active agricultural production during 1997-98. Fallow land
was not included in this analysis. As shown in Figure 7, close to half of the land was used to
produce potatoes (16 percent) and other vegetables (31percent). The vineyard indust~
accounted for about 23 percent of the total planted acreage. The remainder of the land was taken
up by Nursery Stock (10 percent), Sod (9 percent), Grains (6 percent) Orchards (2 percent) and
Greenhouses (3 percent).
Estimated Acreage in Agriculture by Crop
Orchard
Sod
2%
9%
Grains Vineyard
6°/~ 23%
16%
Figure 7: Estimated Acreage in Agriculture by Crop
It should be noted that orchards and vineyards represent a long-term investment in plant stock, as
opposed to the yearly replanting of other crops. There may be several years (and significant
financial investment) between planting and harvest.
This anaty.sis was refined further by attempting to evaluate the revenues generated by each crop.
The findings were startling. Greenhouses may cover less than 5 percent of the land in
agricultural production, but they probably account for more than 50 percent of the revenues
generated by the agricultural sector of the economy. (Note: The acreage devoted to greenhouses
was calculated by using the estimated square footage of actual greenhouse structures.)
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Conversely, while close to half of the acreage is planted for potatoes and other vegetables, these
crops accounted for less than 10 percent of the total revenues. Figure 8 shows the estimated
value of the other crops by perceatage. These statistics may help explain the rapid increase in
the numbers of new greenhouse operations that have been springing up within the Town in the
last two years.
Agriculture Revenues by Use
Orchard
1% '~ Vegetables
', 6%
Vineyards
10%
Greenhouse Potatoes
53% 3%
Grains
1%
Nursery
13%
Sod
4%
Figure 8: Agriculture Revenues by Use5
Note: This analysis provides a snapshot of agriculture during the Spring of 1998. As stated
earlier, the numbers given here should be taken as very conservative esfmaates of rife acreage
planted to crops, and the amount of acreage devoted to specific types of crops (with the
exception of orchards and vineyards). Further, the values given to the crops necessarily
represents, best estimates given average anticipated market values for the crop or the value-added
product. Actual acreage and revenues may vary widely during the course ora growing season.
5 Sources: Southold Town Planning Office: 1998, with assistance from Long Island Farm Bureau,
U.S.Department of Agriculture, and local farmers.
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Land Ownership Pattern in Southold: 1997-98
The total number of parcels xvithin the Town is estimated to be about 18,000, give or take a few
hundred. The number of land parcels owned by non~residents is estimated to be about 5,650 or
31 percent of the total.
The total land area of the Tow-n, excluding underwater lands, is about 34,000 acres. At any one
time, between 7,000 and 10,000 acres are in active agricultural production. It is estimated that
the active agricultural acreage is held in about 437 discrete parcels. Of these parcels,
approximately 39 percent is oxvned by non-residents. While some of the latter parcels may
actually be held by local residents through family trusts based elsewhere, the percen'tage o£
agricultural land being held by non-residents underscores the very real threat facing the Town:
nmnely that more than a third of its prime farmland may be highly vulnerable to development.6
Preliminary Conclusions
Some preliminary conclusions can be drawn from the info~ation presented here.
The fact that nearly a third of the local economic activity is generated by transfer payments
points to a large retirement population. This statistic correlates with the fact that more than 30
percent of the local population is aged 60 years or more. Add to that the 19 percent coming into
the economy from residents who live in Southold, but work outside of Town, and it is reasonable
to assume that more than half of the economic activity is generated by people who live here
because they want to live here. If this is the case, then the high quality of life offered by the
Town must be a significant factor; enough to override the relative geographic isolation and the
lack of convenient mass transit.
To carry the logic further, if Southold's high quality of life rests on a base of prime natural
resources, a relative lack of sprawl, a rich historical and architectural heritage, great scenic
beauty and large quantities of farmland and open space, then it follows that maintaining those
qualities should be a major objective of the Town.
6 sources: Southold Town Assessor's Office, Southold Town Planning Office. ·
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2. CORRIDOR CONDITIONS: AN INVENTORY
This inventory focuses on the scenic resources of each road, the services and facilities that affect
the user's experience, and the environmental, regulatory, and land use issues that impact the
future of each road. The purpose of the inventory is to assess existing conditions, to identify
threats to preserving the scenic attributes of the Town and its roads, to recognize opportunities
for improving the scenic and functional quality of the study roads, and to inform discussion of
policy tools. The inventory also provides the basis for the nomination of selected roads to the
New York State Scenic Byways Program.
2.1 Byway Character: Scenic Landscapes
What makes a road scenic? The ans~ver varies from road to road. Elsewhere in New York State,
scenic character is often provided by topography, which affords long views, as in a mountainous
landscape. For others it may be due to the unique vegetation and geological formations along the
road; and yet for others, the scenic quality may be largely due to the influence of human
activities, manifested in the presence of bridges, farms, towns and cities. In many cases, the
scenic quality comes from combinations of all of these things.
In Southold, topography is not a defining condition. Rather, scenic quality comes from a variety
of elements ~vorking in concert. Like a musical composition, Southold's scenic c6rridors present
variations on a few basic themes: historic hamlets, farmland vistas, open water, and lush
vegetation. Moving along a road, a driver or cyclist experiences complex combinations and
contrasts of these themes. Where in music, drama is provided through harmonic tension and
release, in'Southold roads such as Route 25 use visual compression and expansion. The driver's
field of view narrows through hamlets or stands of old trees, then suddenly opens with an
expansive view of farmland or water. Managing, preserving, or even enhancing these transitions
can be a major focus of scenic corridor management in Southold.
The character of Southold's scenic roads can best be described as a series of linear 'tours' along
parallel Routes 25 and 48, as well as similar trips along the five local roadways. However, these
'tours' are less for the tourist than for the resident -- the local citizen whose daily frame of
reference is Southold's physical framework: its historic ambiance, dramatic views and intimate
neighborhoods. It is for this prototypical Southold resident that scenic corridor preservation is an
important technique for maintaining the Town's heritage and quality of life.
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The descriptions relate to the accompanying 'scenic landscape' map. This map is illustratively
armotated with intuitive graphic symbols to describe the driver's experience along the scenic
roadways. These notations, described in the map legend, note tree cover close to the road,
expansive views of farm fields or water from the road, landmarks of particular interest, and
larger nodes of special significance. See Map 2.
Following are descriptions of these features on a road-by-road basis. Later sections of the report
will describe particular aspects of the roads' town-wide context -- a comprehensive inventory of
services and facilities and of environmental, regulatory and land use issues that impact the 5~ture
of each road.
· State Route 25
Route 25, referred to by Southold residents as the "Main Road", is a major east-west route,
connecting Riverhead to Orient. It also runs through the center of most of the hamlets in
Southold, contains the entrances to the majority of the vineyards, borders many of the significant
historical sites and attractions, and also fronts much of the most scenic vistas and notable
architecture in the Town. The majority of commercial property in the Town also fronts Route
25.
Route 25 is also the locus of many of the worst traffic problems. During the tourist season~ the
wineries and farm stands attract large crowds which park cars along the road, slowing traffic and
creating hazards. The hamlet centers, with their often unsignalized intersections, are also points
of congestion. Destinations such as the Cross Sound Ferry generate through-traffic along Route
25, especially following its intersection with Route 48 east to Orient Point.
A two-lane road with gentle curves, Route 25 can be likened to a necklace -- a series of jewel-
like hamlets stnmg along an attractive roadway. As a driver entering Southold from the west
along Route 25, one is immediately struck by the compression and expansion of the adjacent
landscape -- close-by woods or built development and wide-open views of farm fields or other
scenic features -- that ~ill be characteristic of the road all the way to Orient Point.
The western entry to the ToTM of Southold along Route 25 takes place approximately one mile
into the Town. Here at the small commercial area of Laurel, emphasis could be placed on a
choice of routes into the North Fork -- the ability to avoid local traffic by turning north to Route
48, or the oppommity to continue along the slower Route 25. Continuing along Route 25, one
immediately encounters the visitor center at Southold's Laurel Lake Park. This center could be
expanded into a more prominent introductory gateway feature for Route 25 and the Town.
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~Sound
Great
Peconic
Bay
Hog Neck
Bay
own o-fSouthold:
Western Section
Map 2:
Scenic
Landscapes
~ KeyViews (land)
~ Key Views (water)
f Tree Cover
andmark
~ Commercial Development
Along Roadway
Residential Development
Along Roadway
OGatewayAreas!
Hamlet Nodes
('~ Hamlet Edges
Roads
Water Body
Town of Southold
Rail Line
Prepared by:
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112 0 1/2 Mile 1.5 ~
Base mapping provided
by Suffolk County Planning
Long Island Sound
Hog Neck
Bay
Southold
Bay
Town of Southold:
Central Section
Map 2:
Scenic
Landscapes
~ KeyViews (land)
~ Key Views (water)
f Tree Cover
.~, Visual/Historic
Landmark
Commercial Development
Along Roadway
~ Residential Development
Along Roadway
Gateway Areas/
Hamlet Nodes
~1~'~ Hamlet Edges
/V Roads
Water Body
Town of Southold
Rail Line
Prepared by:
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Hutton Associates Inc,
1/2 0 i/2 Mile 1.5 ~
Base mapping provided
by Suffolk County Planning
Southold
Long Island Sound
Orient
Harbor
Gardiners
Bay
Fishers Island
Town of Southold:
Eastern Section
Map 2:
Scenic
Landscapes
'~ Key Views (land)
~ Key Views (water)
Tree Cover
~. Visual/Historic
Landmark
Commercial Development
Along Roadway
~ Residential Development
Along Roadway
Gateway Areas/
Hamlet Nodes
Hamlet Edges
Roads '
Water Body
,Town of Southold
Rail Line
Prepared by:
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1/2 0 ll2Mile 1.5 ~
F'---'-I I I
Base mapping provided
by Suffolk OountyPlanning
Town of Southold Scenic Corridor Management Plan
Immediately following, one goes underneath a rail bridge and enters a distinctively different,
although architecturally undistinguished, area of highway strip commercial businesses. These
businesses include many residential and visitor services, such as restaurants, banks with ATMs,
gas stations, and fast food outlets. This area is not unlike many other areas adjacent to small
towns throughout the US -- but that is its very problem. Although handy for auto-dependent
residents, it is hardly a unique and quality enviromnem. For purposes of this study, it is treated
as a given (although with property-owner assistance it can probably be visually improved). One
of the objectives of the Plan is to prevent its accretion into adjacent scenic areas.
From this rather faceless commercial area, however, one enters the charming and unique hamlet
of Mattituck, drawn by views of landmark church steeples. These churches define an entry area
into the hamlet which includes an old cemetery (surrounded by developable land whose future
use and quality of development ~vill be key issues for continuing scenic ambiance). The center
of Mattituck, focused on the attractive Love Lane shopping street, is highlighted by current
public and Chamber of Commerce investment around the LLRR train station. There are several
houses and churches of architectural merit, as well as other attractions such as the Tank Musettm.
This area can be a focus for infill development in keeping with byway objectives of reinforcing
hamlet centers as opposed to opening up new development areas outside their edges.
As one leaves Mattimck on Ronte 25, one again enters a rural ambiance of wide farm fields and
vineyards until reaching the compact residential community of Cutchogue, Cutchogue is less
intensely developed than Mattituck, but contains a significant cultural complex of historic
structures -- the Old House, the Old Burial Ground, and a hamlet library housed within an
expanded old church building - all adjacent to the roadway. Cutchogue is also blessed with two
notable churches as well as frae old houses and a mature stand of trees along Route 25. Among
the restaurants in Cutchogue is the Cutchogue Diner, a well-preserved example of early
twentieth-century diner design that is a Town landmark. The hamlet is again tightly bounded to
the east by continuing expansive views of agricultural land, which continue along the road to
Southold, periodically interrupted by tree stands adjacent to the road, as well as several of the
more developed winery complexes.
The entry into the historic hamlet of Southold is signaled by 'Triangle Park', a long, linear green
adjacent to the roadway, and by a nearby cemetery. This entry is followed by a tree-lined
residential neighborhood leading to a Civil War monament, the American Legion hall, and
adjacent churches at the oblique intersection with Tucker Lane. The center of Southold,
surrounding Town Hall with the First Presbyterian Church and graveyard opposite, is a dense
and attractive commercialJresidential area that is rich in historic and cultural resources; including
the Southold Historical Society Museum. Southold continues as a concentrated linear
development spine with few 'missing teeth' (vacancies or empty lots). This concentrated hamlet
abruptly ends shortly after Town Harbor Lane with the opening again of farm field vistas to the
east.
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The open space between Southold and Greenport, however, is characterized for the first time by
dramatic views of open water and boatyards, where the road intersects Arshomomoque Pond/
Mill Creek and the adjacent ~working waterfront' -- a major scenic feature. The remainder of the
roadway leading into Greenport is a transition from partially developed industrial land to wooded
roadway edges to an urban village of schools and houses.
From its intersection with Route 48, which brings additional bypass traffic from the west, Route
25 continues eastward through East Marion, an area dominated by roadside trees, residences and
a golf course. Agriculture diminishes in importance as a scenic .feature, in favor of waterfront
vistas -- largely due to the narrowing of the North Fork land-mass, including sections where
Long Island Sound and Gardiner's Bay can be seen from the same vantage point. The premier
and most dramatic water view is of Orient Harbor to the southeast and Dam Pond to the north,
featuring tidal marshes, distant waterfront housing, and a popular farmstand. Route 25 skirts the
edge of Orient hamlet, rich in history and maritime traditions, including a working waterfront
and marina. The roadway continues through farm fields and wooded areas to its final term'taus at
the Orient Point Ferry and the adjacent Orient Point State Park, where long views of water give
the traveler some of the sense of being at the very easternmost edge of the continent.
· County Route 48
As a continuation of our North Fork 'scenic tour', a driver returning back to the west along
County Road 48, from Greenport to Riverhead, experiences a character very different from
Route 25's alternating small-town and rural ambiance. While Route 25 serves as the central
artery for Southold, linking its various hamlets, Route 48, known locally as "the North Road,"
serves more as a by-pass, offering a higher-speed and more limited access alternative to Route
25. Route 48 is a four4ane divided road from Mattituck to Southold hamlet, and ali of the major
intersections along this section are equipped with turning lanes.
In terms of its scenic value, Route 48 offers expansive, long views of farmland and vineyards.
As such, it is different from Route 25 but equally characteristic of the North Fork, emphasizing
its rural agricultural ambiance, as opposed to its more commercial aspects.
Beginning its westward direction at the northern edge of Greenport village, County Road 48
follows a tree-lined route past mostly hidden residential enclaves, with occasional glimpses of
north shore sound views. When the road finally engages the water, an older motel and restaurant
interrupt a full vista. Further west, Town Beach frontage provides access to the Long Island
Sound for the public at large.
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From this point, the road veers inland, and assumes a dramatic, open character, with an
overarching sky canopy and large expanses of farmland, and only occasional tree stands or
periodic interruptions of commercial or residential development. Along this central portion of
County Road 48, the powerful impression is that of Southold's rich agricultural resources,
characterized by long views of farm fields stretching north or south to distant vegetative
windbreaks. The land is cultivated not only with traditional crops, but also by vineyards and
greenhouses or nurseries, which help to diversify the Town's agricultural economy. County
Road 48 through this segment is a divided highway punctuated by periodic intersections with
north-south roads.
The main ~by~vay feature' of this segment of County Road 48 is the area around Mattituck -- the
only real urban presence along the length of the roadway. Although currently characterized by
visually undistinguished residential and commercial development, the local Chamber of
Commerce is proposing 'an ambitious highway beautification program for this area.
As it continues westward to the Town line, County Road 48 remains an 'agricultural boulevard'.
On its southern flank, it passes two recently-developed ~cluster subdivisions'. Their open space,
defined through negotiation with Town plarming authorities, preserves interior land devoted to
agriculture and watershed protection with a limited buffer zone adjacent to the highway. In the
future, scenic views could also be used as additional siting criteria to help further shaPe the view
from the road.
· Narrow River Road in Orient
As the name suggests, Narrow River Road not only follows the Narrow River, but has the
narrowest paved width of any road in the study area, which adds to its unique charm. This road
is defined both by the open views of water and the extensive marshes and wetlands that are
found along much of the road, as well as the impressive stands of mature trees that line certain
sections of the right-of-way, creating a dense canopy in summer.
Narrow River Road starts with a very focused view corridor into Gardiner's Bay, adjacent to the
Old Slave Burying Ground historic site. It travels through various open tracts of land, many
constrained from development by tidal wetlands and five-acre residential zoning. At a public
access point to the water and to the Narrow River Marina, it swings north to follow the Narrow
River, an inlet leading into Long Beach Bay. The road itself is extremely narrow, which adds to
its unique charm. The surrounding land seems isolated -- little adjacent development can be
seen. An attractive allee of trees leads back to Route 25.
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· Sound View Avenue in Southold
Sound View- Avenue is principally a residential street. This road's most distinguishing features
include the dense tree canopy, the narrow and undulating nature of the pavement which closely
follows the natural terrain, and the large lots with homes set back far from the road, giving the
impression that one is traveling through a forest rather than a residential neighborhood. Despite
its name, it has no view of the Sound except at its eastern end. However, it passes hy Hummel
Pond and Great Pond, two small ponds which could be made more of a visual feature. It does
intersect with north-linking roads which lead to the Sound -- the most interesting of which is the
road leading to the Horton's Point Lighthouse and Nautical Museum and the adjacent public
beach complex -- and it has attractive allees of mature trees.
· Main and North Bayview Road and Avenue in ttogneck
Main Bayview and North Bayview Roads, a pair of proposed local scenic byways, are linked by
Paradise Point Road and form an internal loop through the 'Hogneck' peninsula separating
Southold Bay from Great Peconic Bay. Passing through a variety of residential neighborhoods,
the road network is interspersed with a few tracts of agricultural land. Although North Bayview
Road affords few- views o£ the bay, except for vistas at its very end, the more easterly Bayview
Road has a number of water viewpoints.
Newer residential development in this area is on larger lots, reminiscent of Hamptons
architecture. Two currently undeveloped sites, at the intersection of Bayview and Main Bayview
Road, leading back into Southold, and near the intersection of Main Bayview Road and Route 25
(immediately south of the triangular entry park described above), are zoned for two acre lots.
Each are apparently of a size to require clustering -- any future development plans should be
carefully crafted to preserve these important sites' scenic qualities.
This road also contains tinee institutions, the Indian Museum, the Custer Institute, and the
Comell University Cedar Beach Marine Facility. Several points along or just off of road offer
waterfront access. Bayview is a Town-designated bikeway.
· Oregon Road from Cutchogue to Mattituck
Whereas four-lane Route 48, with its broad vistas of open farms, wineries, and the occasional
new subdivision, presents the modem incarnation of Southold's agricultural heritage, two-lane
Oregon Road provides a glimpse of Southold's agricultural past. In addition to the broad
farmland vistas, Oregon Road is notable for the its fine old farmhouses, which are often framed
by stands of mature hardwood trees. Oregon Road is also a Town designated bikeway.
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· NewSuffolkRoadandAvenuefromCutchoguetoMattituck
New Suffolk Road is a southern-bay-related loop road, a two lane street which links to Route 25
at either end. The road passes through the oldest continuously farmed property of original family
own.ership in Southold Town, belonging to the Wickham's family holdings. Traveling east from
Mattituck, one passes Marratooka Lake, which affords views of the Mattituck High School. The
road passes modest residential neighborhoods interspersed with farm fields and inlets such as
Deep Hole Creek, Downs Creek, and West Creek. At the road's central, nexus, the hamlet of
New Suffolk affords attractive street-end water views and working waterfront marinas and
restaurants. It returns to Route 25 adjacent to aa historic cemetery.
New Suffolk Road still has a concrete base -- one of only two local roads not yet ~paved over'
with asphalt. It is also a designated (and popular) bikeway, in spite of its lack of adequate
shoulders.
2.2 Land Use and Natural Resources
· Residential and Commercial Uses
Residential uses in Southold (29 percent of the Town) are mostly found on one of the many
inlets to both the north and south. Concentrated areas of residences are also found to the south of
New Suffolk Road and Southold hamlet, two areas with many inlets, and on the two ma'm
peninsulas -- Nassau Point and Hog Neck. The Long Island Sound shore is less intensively
developed, but major residential concentrations are fo,u_nd along Soundview Avenue, north of
Greenport, and in East Marion and Orient. Most of the houses in Southold are on lots of 0.5
acres or less, with the balance sited on lots of 1 - 2 acres or more. Some of the more recent
development has tended to be on large lots, because it is 'occurring on land zoned either
Agricultural Conservation or R-80, districts which mandate 2-acre minimum lot sizes.
There is relatively little commemial development in Southold as a percentage of land use, with
only 1.6 percent of the land devoted to these uses. Existing commercial development has two
distinctly different characters. The hamlet centers possess more traditional, rural small town
commercial districts, characterized by a mom complex mixture of uses, buildings of varying
ages, small building setbacks, higher densities, and on-street as well as limited off-street parking.
In addition to commercial uses, these centers contain a mix of institutional and residential uses,
including libraries, churches, schools, and Victorian homes. Outside of the hamlet centers, more
. contemporary, auto-oriented commercial uses have been developed, most notably west of
Mattituck. Mattituck also possesses some limited professional office development, and is home
to the North Fork Bank & Trust Company's computer data processing center.
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Parks and Recreation
The Town also contains a number of small parks and beaches which provide access to
recreational facilities, historic sites, and the water. However, Southold has less open space
relatively speaking than any' other East End toxvn and relatively limited public access to the
water. In addition, the Town's parks system suffers from the small size of the parks and the lack
of any connection between them, making the Town's public open space seem disjointed. Among
the parks and recreation services that exist, there are four park districts whose function it is to
acquire and maintain properties to meet recreational needs of residents. In addition, there are
more general parks that are maintained by the Town, County, State, and School District with
some recreational facilities. Local area homeowners associations maintain waterfront prope~ies
for use by association members, but satisfy some recreation needs and alleviate some of the
burden from the public parks system. An inventory of the Park District parks, general Town,
County, State and School District lands, as well as private sector recreation facilities is listed in
the following table:
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Table 1: Southold Parks and Recreation Facilities
Park / Facility Acreage
· Mattituck Park District
Breakwater Park
Baillie Beach Park
Wolf Pit Lake
Mattituck Creek Boat Launching Park
Aldrich Lane Park
Veterans Memorial Park
Westphalia Avenue Park
Marratooka Lane Park
Bay Avenue Park
· Cutcho~ue-New Suffolk Park District
Fleet Neck Beach
Nassau Point Community Beach
South-side of New Suffolk Avenue
· $outholdPark District
Founders Landing Beach and Pavilion
Horton Point Lighthouse Property
South Harbor Park
Triangle Park
Sofskey Memorial Park
Young's Avenue Park
· Orient-East Marion Park District
Truman Beach, Orient
17.25
22.5
3.0
1.0
6.0
5.0
N/A
4.0
4.0
1.0
19.5
10.0
1.75
8.75
4.0
1.5
N/A
0.33
8.0
· Town Parks (includes Fishers Island)
Peconic Lake Park (aka Tasher Park)
Laurel Lake, Mattimck
Mattituck Creek, Mattituck
Jackson Skeet, New Suffolk
Goldsmith Inlet, Peconic
Goose Creek, Southold
Recreation Center, Peconic
Mirmehaha Boulevard, Southold
Kenney's Road Beach, Southold
Horton's Lane Beach, Southold
Arshamomaque Beach (Town Beach), Southold
Main Road and Old Main Road, Greenport
Clark Beach, Greenport
Sound Road, Greenport
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N/A
11.5
1.5
1.25
1.0
2.0
2.3
2.75
5.0
1.5
6.0
1.0
1.0
1.0
Aprd 2001
Town of Southold Scenic Corridor Management Plan
Beach Road, Greenport
Manhasset Avenue, CJreenport
Tasker Park, Peconic
Downs Farm preserve, Cntchogue
Hummel Pond Park, Southold
Mattituck Inlet Park, Mattituck
Marratooka Lake Park, New Suffolk
Silversmith Corner Park, Southold
· County Parks
Goldsmith's Inlet, Southold
Peconic Dunes youth Camp, Southold
Cedar Beach, Bayview
!pier Pond, Oreenport
· State Parkland
Orient Beach State Park
Laurel Lake, Matfituck
· SchoolDistrict
Laurel School
New Suffolk School
Mattituck-Cutchogue Schools
Southold, Oaklawn Avenue and
Peconic Lane Schools
Greenport School.
Oyster Ponds Schools
1.0
3.5
10.0
51.0
6.9
1.3
1.9
0.5
34.0
37.0
62.O
36.0
357.0
N/A
8.6
2.5 in two parcels
43.9 total
43.0
N/A
23.2
Cedars Golf Club, Cutchogue
Islands' End Golf Club, Greenport
Strong's Marina, Pipes Cove (pool / tennis)
Hidden Lake Farm Riding School
Southold (4 marinas, 2 fishing stations, boatyard / marina, and restaurant / marina
Mattltuek (3 marinas, marina / skipyard, fishing station / marina, yacht club,
restaurant with dockside fadilities, public boat ramp)
Cutchogue (two marinas)
New Suffolk (two shipyards, two fishing stations, public boat ramp)
Greenport [inc. & uninc.] (five marinas, two boat yards, commercial fishing dock,
four restaurants, one shop with extensive docking facilities, public boat ramp)
Orient (two marinas, fishing station with a ramp, yacht club, restaurant with docking
facilities, park district ramp on the Sound)
Source: Town of Southold Master Plan, 1983 (with revisions to date, provided by the Town).
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Town of Southold Scenic Corridor Management Plan
Agricultural Landscapes
Farming is still a major component of Southold's economy. Suffolk County has the highest
agricultural output of any county in New York State, and much of this farming activity occurs on
the North Fork. Traditional crops, such as potatoes and corn, have in recent years given way to
other crops such as wine grapes. The success of the East End wineries has not only helped
ensure that productive farm lands continue to be economically viable, but has also introduced a
new tourist draw into the region. The sod farms have their o~a special character, presenting the
viewer with a perfect, uninterrupted green plain that recedes into the distance. However, over
time, these farms result in the destruction of topsoil, and are a sign of increasing suburbanization.
As seen from above on Map 3, agricuitura! and residential uses dominate the landscape of the
Town. Nearly 30 percent of Southold's land is devoted to agriculture, and 29 percent is devoted
to residential. Much of the Town's agriculture is found between Routes 25 and 48 between
Mattituck and Southold hamlets, and north of Route 48 from Mattituck through Peconic. Other
concentrations of agriculture are found west of Mattituck and south of 25 on Orient Point.
Smaller agricultural properties are found scattered elsewhere throughout the Town -- some of
these are for sale and are likely candidates for residential development, especially some parcels
adjacent to Bayview Road on Hog Neck.
Table 2 includes a list of farming operations in Southold as well as their specialty?.
This list is not comprehensive, but does serve to give a flavor of agriculture in Southold.
7 While this list includes the majority of farming operations in Southold, 100 percent accuracy is not
guaranteed.
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Long Island Sound
Orient
Harbor
Gardiners
Bay
Fishers Island
Town of Southold:
Eastern Section
Map 3:
Existing
Land Use
,~ Roads
Town of Southold
~j~ Rail Line
Ladd Use
~ Residential
~ Commercial
~ Industrial
~ Institutional
~ Recreation/Open Space
~ Agriculture
~ Vacant
~ Transportation
~ Utilities
~ Waste Handling
~ Water Body
~ Miscellaneous
Prepared by:
Ferrandino & Associates inc.
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Hutton Associates Inc,
1/2 Mile 1.5 ~
I I
Southold
Base mapping provided
Bay oy Suffolk County Planning J.~ ~998
Long Island Sound
Southold
Bay
Hog Neck
Bay
Central Section
Map 3:
Existing
Land Use
Roads
Town of Southold
Rail Line
L~an~-"~ Use
Residential
Commercial
Industrial
institutional
Recreation/Open Space
Agriculture
Vac~lnt
Transportation
Utilities
Waste Handling
Water Body
Miscellaneous
Prepared by:
Ferrandino & Associates Inc.
Cotitla Associates, Inc.
Hutton Associates Inc.
1/2 o 112 Mile 1.5 ~
F---'-I , I ~
Sase mapping provided
by Suffolk County Planning
Long Island SoUnd
_ Town of Southold:
Western Section
Map 3:
Existing
Land Use
Hog Neck
Bay
Great
Peconic
Bay
~/,~ Roads
Town of Southold
Rail Ltne
L~a~'n~ u s e
Residential
Commercial
Industrial
Institutional
Recreation/Open Space
Agric, ulture
Vacant
Transportation
Utilities
Waste Handling
Water Body
Miscellaneous
Prepared by:
Ferrandino & Associates Inc.
Cotilla Associates, Inc.
Hutton Associates Inc.
1/2 0 1/2 Mile 1.5 ~
Base mapping prowded
by Suffolk County Planning ,~, ~9~
Town of Southold Scenic Corridor Management Plan
Table 2: Southold Farms
Farm Name
Frank McBride & Sons Inc
Felix Gajeski & Son
Martin Sidor & Sons Inc
Herb Cutchogue Farm
Filasky Farms Inc
Antone B. Chituk
Cooper Farms
Douglas A. Cooper
Harbes Farm & Greenhouse
Latham Farms
Krupski Pumpkin Vegetable Farm
Fred Lappe & Sons
Seps Farms
Albert H Schmitt & Sons
Bidwell Vineyards
Gristina Vineyards Inc
Hargrave Vineyards
Peconic Bay Vineyards Inc
Pellegrini Vineyards
Ressler Vineyard
Macari Vineyards
Vineyards Ltd.
Wickham Fruit Farm
Trimbles of Corchnug Nursery
C J Vanbourgondien Inc
Catapano Farms
Robins Hill Nursery
Holly Hollow Nurseries Co
The Plantage Inc
Flora Nursery
Schneider Greenhouse
Peconic Greenhouses linc
Laurel Greenhouses Inc
Briarcliff Sod Inc
Scott Family Farm
Indian Neck Farms
Source: Dun and Bradstreet, 1~98.
Specialty
Irish potatoes
Irish potatoes
Irish potatoes
Herb or spice farm
Vegetables and melons
Vegetables and melons
Vegetables and melons
Vegetables and melons
Vegetables and melons
Vegetables and melons
Vegetables and melons
Vegetables and melons
Rooted vegetable farms
Cabbage farm
Grapes
Grapes
Grapes
Grapes
Grapes
Grapes
Grapes
Grapes
Peach orchard
Ornamental nursery products
Ornamental nursery products
Ornamental nursery products
Orrmmental nursery products
Nursery stock, growing of
Plants, potted: growing of
Plants, potted: growing of
Shrubberies, grown under cover (e.g. greenhouse
production)
Flowers: grown under cover (e.g., greenhouse
production)
Flowers: grown under cover (e.g., greenhouse
production)
Sod farms
General farms, primarily crop
General farms, primarily crop
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Town of Southold Scenic Corridor Management Plan
While crops such as potatoes, melons, and other vegetables are still important, Table 2 shows the
extent to which the vineyards and farms specializing in omamentaI plants have become a
significant portion of the local agricultural sector. The growing number of greenhouses is a
visible sign of the shift in farming. While they may not be as scenic as other types of farms, the
greenhouses do represent an economically viable use of the land, and are therefore in keeping
with the goal of preserving a working agricultural landscape. However, the topsoil underneath
the greenhouses is sometimes excavated and shipped out, contributing to the loss of prime
agricultural soils and compromising the ability of the land to sustain other agricultural uses.
The Southold Town Planning Department has conducted an analysis of agricultural crops in
terms of acreage cultivated. The land area devoted to various crops was determined through
interviews with Southold's farmers. The acreage is a conservative estimate inasmuch as some
farm acreage was not included for lack of information. In addition, some fields were planted in
multiple crops but were classified according to the major crop. As a result, some crops may be
undercotmted. However, the data from this analysis are currently the best available, and serves
to give an overview of farming in Southold. A summary of this analysis is presented in Table 3.
Table 3: Acreage Devoted to Major Crops
Crop Acreage Percentage of Total
Vegetables, Fruits and Berries 1,954.2 27.0
Vineyard 1,442.1 19.9
Potato 1,006.8 13.9
Fallow 853.6 11.8
Nursery and Christmas Trees 706.7 9.8
Sod 570.1 7.9
Rye, Hay, Grains Wheat, Alfalfa 376.0 5.2
Greenhouse 158.1 2.2
Orchard 145.3 2.0
Corn 19.2 0.3
Pasture 9.7 0.1
Total 7,241.8 100.0
Source: Southold Town Planning Department, 1998.
In terms of acreage, fruits and vegetables are still the most important crops grown in Southold,
with grape growing (vineyards) close beh'md. Potatoes are also still an important crop in the
Town. Crops associated with suburban landscaping -- sod, ~eenhouses, and nurseries -- account
for a total of 1434.9 acres.
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Town of Southold Scenic Corridor Management Plan
According to promotional materials and field surveys, there are 14 wineries in Southold, which
are listed in Table 4 as follows:
Table 4: Southold Wineries
Name
Bedell Cellars Route 25, Cutchogue
Bidwell Vineyards Route 48, Cutchogue
Corey Creek Vineyards Route 25, Southold
Gristina Vineyards, Route 25, Cutchogue
Hargrave Vineyard Route 48, Cutchogue
Lenz Winery Route 25, Peconic
Laurel Lake Vineyards Route 25, Laurel
Macari Vineyards & Winery Bergen Ave., Mattituck
Ospreys Dominion Route 25, Peconic
Peconic Bay Vineyards Route 25, Cutchogue
Pellegrini Vineyards Route 25, Cutchogue
Pindar Vineyards Route 25, Peconic
Pugliese Vineyards Route 25, Cutchogue
Temhaven Cellars Route 25, Greenport
Location
Source: North Fork Vacation Guide (1997);
Hamptons Country Magazine (August 1998);
Ferrandino & Associates Inc.
Although the first vineyard was planted only 19 years agoa, vineyards are now the most visible
agricultural use in the Town. Unlike other types of farms, however, some of the vineyards with
wineries encourage tourists and others to stop in, learn about the process of producing wine, taste
some of the wines, and purchase wine and wine accessories. For the most part these structures
have been tastefully designed, in keeping with the upscale target market.
The vineyards have greatly altered Southold's scenery with their unique visual attributes. The
grapevines are tall enough to block views over some of the farmfields when in season, but are
open enough for most of the year to afford longer views. The wineries have added a distinctive
architectural presence to the Town along the roadsides.
8 Final Report and Recommendations, Southold Town Stewardship Task Force, 1994.
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Town of Southold Scenic Corridor Management Plan
According to data from Dun and Bradstreet and research by the Consultant, agriculture employs
approximately 400 people in Southold and accounts for around 7 percent of total employment.
Far and away the majority of Southold's jobs are in services and retail trade. These data are not
as comprehensive or reliable as State data sources such as the ES202 series -- ho~vever, they are
the among the only employment data available at the municipal level. The U.S. Census gives
employment by place of residence rather than place of work, which is entirely different, as it
shows where Soutbold residents work rather than what jobs are located in Southold.
The open farm fields of Southold represent the major source of scenic views in the Town, the
other being the Town's water resources. The views presented by the farm fields change with the
seasons, and this phenomenon should be factored into a year-round tourism strategy. The
rhytluus of the land -- tilling, seeding, growing, and harvesting -- help ensure that Southold
presents a different face to observers during different times of the year.
The sod farms provide some of the most striking vistas, since this crop appears as a uniform
green carpet stretching out across the land. Since there are no taller plants to block views (such
as corn stalks or grapevines) the sod farms present an unobstructed view of distant features year-
round. The process of harvesting sod is also interesting, as the machines used to slice the sod in
straight squares result in straight, crisp lines separating tuff from bare dirt, as well as turf plunted
at different times. However, these interesting views come at a price, as sod farms deplete the soil
and require more chemicals than other types of farming.
Other agricultural products include corn, potatoes and melons. For part of the year, the corn
fields do not provide the same broad vistas that other, less tall crops do, but they are scenic in
their own right. Melons and fruit are sold at farm stands scattered throughout the Town. A
signature sight in Southold in the fall are farm stands surrounded by bright orange pumpkins.
There are also several farms that grow ornamental plants and shrubs. These farms can present a
fanciful appearance, with many different shapes, sizes and types of shrubbery scattered across
green yards.
Farm stands are an important component of the agricultural landscape in Southold. People like
buying vegetables and fruits from farm stands, both because of the perception that the product is
fresher, and because vegetables sold from an open stand, perhaps within view of the farm that
produced them, possess a symbolic connection to the'land that is lacking in produce sitting under
fluorescent lights in a refrigerated keeper.
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Town of Southold Scenic Corridor Management Plan
However, many of the farm stands in Southold lack adequate parking facilities, causing motorists
to park along the right-of-way of the road. This creates hazards for motorists, who must be on
the lookout for parking and exiting cars, as well as for th? patrons of the farm stands, who must
often exit from their cars onto the road. The situation is ;especially dangerous for cyclists, since
the parked cars force them to leave the broad shoulders of Route 25 and cycle instead in the
middle of the traffic stream. Cyclists must also be on the lookout for opening car doors, as most
people do not check for bicycles before opening their doors. This conflict should be resolved in
the interest of promoting cycling in the Town, as ~vell as for general traffic safety.
· Wetlands
The Town of Southold is located on a narrow peninsula situated between the Long Island Sound
and Peconic and Gardiner's Bays. As such, it possesses a complex hydrology which is reflected
in the presence, of extensive areas of wetlands. An extensive series of inlets brings marine
waters, and accompanying tidal marshes, into many of the residential areas of Southold and into
contact with the right-of-way of many of the study area roads. The roads most affected by the
presence of wetlands are New Suffolk, Bayview, and Narrow River Road, as well as Route 25 at
Mill Creek and the Orient causeway.
Southold contains both tidal and freshwater wetlands. Wetlands are important to the Scenic
Corridor Management Plan for a number of reasons. First, wetlands are productive habitats for a
number of different plant and animal species, and therefore are central to the maintenance of
Southold's natural environment and the productivity of its marine resources. Second, along
many of the study area roads, such as Narrow River Road, the vie~vs of tidal marshland are a key
scenic resource. Lastly, and perhaps most importantly for the preservation of views, wetlands
restrict development, ensuring more effectively than any other regulation that an open vista will
remain open. For a road such as Narrow River Road, the presence of these wetlands
automatically protects large parts of the road from the threat of development.
The New York State Deparlment of Environmental Conservation (DEC) provides maps that
show freshwater wetlands over 12,4 acres in size. "This size limit means that most of Southold's
wetlands cannot be found on these maps -- most of the Town's wetlands are smaller but no less
important. For these smaller wetlands, it is necessary to reference the list of wetlands identified
by the Town using aerial photographs and limited field-work. Although not all of these wetlands
have been verified, this list has been used to identify parcels of land that are unlikely to be
developed, due to the presence of wetlands over a significant portion of the parcel. These parcels
have been incorporated into the Town's Community Preservation Project Plan (CPPP) Protected
Lands Map.
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Town of SouthoId Scenic Corridor Management Plan
In addition, the National Wetlands Inventory includes tidal wetlands, unlike the DEC lists.
These wetlands are obviously of great importance to Southold, and are also incorporated into the
Protected Lands Map.
· Wa~r
Water views comprise a major component of the scenic experience in Sonthold. These views
range from very long vistas across the Long Island Som~d to smaller-scale views of the many
roads that meander around the marine inlets in the study area. There are also several fresh water
lakes in the Town located along the study area roads, including Laurel Lake, Marratooka Lake
and Great Pond, as well as others.
Some of the most dramatic open water views are to be found along the Orient causeway (Route
25), the Cross Sound Ferry Terminal at Otient Point, and at Orient Beach. Route 48 in East
Marion and Southold would offer excellent views of the Long Island Sound; but the view is often
blocked by long, low-rise motels or by residential development.
Of all the study roads, only Oregon Road lacks significant water views. Soundview Avenue
lacks views of the Sound, but does permit limited views of Goldsmith's Inlet, Great Pond, and
Hammel's Pond. In addition, several beaches as well as Horton's Point Lighthouse are directly
accessible off of Soundview. New Suffolk Road has several water views, including views of
open water, small inlets, and Marratooka Lake, across which it is possible to see the Mattituck
School, an excellent WPA-era school building.
Along Bayview, Route 25, and Narrow River Road, another aspect of Southold's waterfront
resources is visible; specifically the marinas that make up the working (and recreational)
waterfront. Bayview Road also permits views of two large inlets. Narrow River Road contains
the most extensive views of tidal marshlands.
· Flora andFauna
Another important resource of the Town is the diverse populations of both flora and fauna which
are unique to the area. In addition, future developments along the Byways should avoid the
habitats of species which are endangered, threatened, or are of special concern according to the
New York State Department of Environmental Conservation's file maps.
Endangered species are those that the NYS DEC considers to be in danger of extirpation or
extinction in New York State. Threatened species are considered to be in danger of becoming
endangered species. Special concern species are those for which documented concern exists of
the specie being included as either endangered or threatened.
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Town of Southold Scenic Corridor Management Plan
Marine mammals are more prevalent in the waters of Southold than anywhere else in New York
State. These marine mammals include whales, dolphins, porpoises, and seals. According to
reports by the Okeanos Ocean Research Center in Hampton Bays, there have been increased
sightings of Harbor, Arctic, Harp, Grey and Hooded seals even in the creeks of the Town. The
deep ocean waters of Orient Point and the rocky shoreline of Fishers Island serve as critical
passageways and haul-out areas for these species. The increased frequency of seal sightings in
the area has provided the opportunity for the Okeanos Center to operate seal watching cruises out
of Greenport.
The protection of both the flora and fauna of the area is vital to the creation and maintenance of
the scenic byways initiative in the area. The educational and research opportunities which are
possible through the protection of al! species, including endangered, threatened and special
concern species, would create tremendous opportunities for the' area through recreation,
education and managed eco-tourism as exhibited by the Okeanos Center seal watching cruises.
Endangered, threatened, special concern and rare species of plants and wildlife found within the
Town of Southold are shown in Tables $ and 6:
Table 5: Endangered, Threatened, Special Concern and Rare Plants
Long=s Bittercress
Cut-Leaved Evening Primrose
Dwarf Plaintain
Few Flower Nutrush
Lespedeza
Creeping St. Jolm-s Wort
Rose Coreopsis
Drowned Horn Rush
Tick-Trefoil
Angelica
Silverweed
Golden Dock
Red Pigweed
Orange Fringed Orchis
Sedge
Bush Rockrose
Silvery Aster
Pink Wild Bean
Virginia Flase Gramwell
Seabeach Knotweed
Cranefly Orchid
Cat Tail Sedge
Pearlwort
Scotch Lovage
Red Milkweed
Coastal Goldenrod
Cardamine longii
Oenothera laciniata
Plantago pusilla
Scleria pauciflora var. caroliniana
Lespedeza
Hypericum adpressum
Rhynchospora inundata
Desmodium ciliate
Apelctrum lucida
Potentiila anserina ssp.
Rumex maritimus
Chenopodium rubrum
Platanthera ciliaris
Carex
Helianthemum dumosum
Aster concolor
Sirophostyles umbellata
Onosmodium virginianum
Polygonum glaucum
Tipularia discolor
Carex iyphina
Sagina decumbens
Ligusticum scoticum
Asclepias rubra
Solidago elliotti
Source: Town of Southold, Draft Local Waterfront Revitalization Plan, 1994.
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Town of $outho[d Scenic Corridor Management Plan
Table 6: Endangered, Threatened, Special Concern and Rare Wildlife
Tiger Salamander
Least Tern
Osprey
Piping Plover
Common Tern
Northern Harrier
Spotted Salamander
Spotted Turtle
Diamondback Terrapin
Eastern Hoguose Snake
Common Nighthawk
Eastern Bluebird
Grasshopper Sparrow
Vesper Span'ow
Double-crested Cormorant
Black Skimmer
(E) = Species listed as Endangered in NYS
(S) -- Species listed as Special Concern in NYS
Ambystoma tigrinum (E)
Sterna albifrons (E)
Pandion haliaetus (7)
Charadrius melodus (7)
Sterna hizundo (T)
Circus cyaneus (7)
Ambystoma muculatum (S)
Clemmys guttata (S)
Malaclemys terrapin (S)
Heterodon pIa~yrhinos (S)
Chordaeiles minor (S)
Sialia sialis (S)
Ammodramus savannarum (S)
Pooecetes gramineus (S)
Phalacrocorax auritus (R)
Rynchops niger (R)
(T) = Species listed as Threatened in NYS
(R) = Species listed as Rare in NYS
Source; Town of Southold, Draft Local Waterfront Revitalization Plan, 1994.
In addition tO the rare and endangered flora, there is another more mundane plant that is under
attack in Southold -- roadside trees. The issue of utility company pruning will be addressed in
the next chapter.
2.3 Historic, Cultural, and Archaeological Resources
The Town of Southold is blessed with a wealth of historic resources stretching back to its origins
in 1640 as the first English speaking settlement in New York State. In addition, the Town also
contains many archaeological and prehistoric resources, dating back to the period in which the
Peconic Indians inhabited the area.
The t2 historic structures within the Town that are on the State and/or National Registers are
listed on Table 7 and shown on Map 4.
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38 Apr~2001
Long Island Sound
Ba ie's Beach Park LI /
<-
Richard
T~nk Museum
Octagonal Bu
Great
Peconic
Bay
Town of Southold:
Wes-tern Se~:utTo n
Map 4:
Heritage,
Transportation
and Tourism
ROADS
,, ~ Scenic Corridor Study Road
Designated Bikeway
· ~"¢, Accident Hot Spot
O Signalized Intersection
TRANSPORTATION
('~') Train/Ferry Station
..~ Marina
~ Public Parking
HISTORY/CULTURE
~. Historic/Cultural Attraction
,& National Register Landmark
~ National Historic District
RECREATION
NYS State Park
CO County Park
T Town Park
LD Local Park
Town Beach
OTHER
~ Visitor's Center
JJl~l~} Commercial Services
~,/~ Southold
Robing~
Island
Prepared by:
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Cotilla Associates, Inc.
Hutton Associates inc.
1/2 0 1/2 Mile 1.5 ~
Base mapping provided
by Suffolk County Planning
Long Island Sound
Peconic Dunes
County Park L
Lq f
Goldsmith Inlet County Pa~
... / Hamlet
Horton's Point A
. Lighthouse LD~~.~ .... ~'~'~
McCabe's Beach O/'
Kenny's Beach O /' Southok
Soci
Southo
~m~ad
¢.' indian
Museum
Southold
Bay
3outhold,'Historical Society
m
LD
LD
¢,-~i'~'' :~ ..... -Town.If South old.~
:~¢~'%~ Central Section
Map 4:
Heritage,
Transportation
and ToUrism
ROADS
,, Scenic Corridor Study Road
Designated Bikeway
~ Accident Hot Spot
~ Signalized intersection
TRANSPORTATION
(:2~ Train/Ferry Station
~[~ Marina
~ Public Parking
HISTORY/CULTURE
,~ Historic/Cultural Attractioa
,& National Register Laadmark
~ National Historic District
RECREATION
NYS state Park
CO County Park
T Town Park
LD Local Park
Town Beach
OTHER
'~ Visitor's Center
lll~ Commercial Services
~[~/Southold
Rail Line
~ '~. Roads
Cedar Beach County Park
Veteran's Memorial Park
Prepared by:
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Hutton AssoCiates Inc.
1;2 0 1/2 Mile' 1.5 ~
Base mapping provided
by Suffolk County Ptanning
Long Island Sound
Truman's BeachI"
Inlet Pond I f
County ParFU. ::
/ ...
/ ~ ~'~-' ,,. ,.~
Town of Southold:
Eastern,.~e~:tion
~/Terry-Mulford House
Orient
)istrict ~. %
Old S lave Burial-'~r'~_~d '~
Orient Point State Park
Fishers Island
dent Point
~ County Park
Cross Sound Ferry
Map 4:
Heritage,
Transportation
and Tourism
ROADS
Scenic Corddor Study Road
Designated Bikeway
Accident Hot Spot
Signalized Intersection
TRANSPORTATION
;" Train/Ferry Station
~4adna
Public Parking
-[ISTORY/CULTURE
Historic/Cultural Attraction
kiational Register Landmar (
National Historic Distdct
RECREATION
NYS State Park
CO County Park
T Town Park
LD Local Park
Town Beach
OTI~ER
~ Visitor's Center
Ill'Ill Commercial Services
Southold
Rail Line
Reads
Orient
Harbor
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Town of Southold Scenic Corridor Management Plan
Table 7: Sonthold Registered Historic Landmarks
Name
* The Old House
* Fort Corchaug Site
* Orient Historic District
* Andrew Gildersleeve Octagonal Building
* Terry-Mulford House
* David Tuthill Farmstead
Richard Cox House
** Bug Light Station
Plum Island Light Station
* Horton Point Lighthouse
* Brecknock Hall
* South01d Historic District
Location
Main Road & Case Lane (SW), Cutchogue
Cutchogue
Orient
Route 25 and Love Lane, Mattituck
Route 25 east of Narrow River Rd., Orient
New Suffolk Road, Cutchogue
Luthers Rd. (at W. Mill), Mattituck
Orient
Oreenport
Lighthouse Rd., Southold
Greenport
Southold
Source: State Historic Preservation Office, I998.
* denotes that the structure or area is adjacent to a study road
** denotes that the structure or area is'visible from a study road
These landmarks are distributed throughout the Town} from Mattituck to Orient. In addition,
both the hamlet centers of Southold and Orient are nationally recognized historic districts. Many
of these landmarks provide the opportunity for interpretive exhibits that allow visitors to learn of
the history of Southold. In some cases, such exhibits already exist, as in the case of the Old
House and Horton's Point Lighthouse Museums. Museums and interpretive centers directly
adjacent to the scenic roads are listed in Table 8'below:
Table 8: Southold Museums and Interpretive Centers
Name Location
Southold Historical Society Museum
Southold Historical Society Gift Shop (Prince Building)
Horton Point Lighthouse and Nautical Museum
The Old House
Oysterponds Historical Society
Southold Indian Museum
Custer Institute
Sources: Mattituck Historical Society
Tauk Museum
Cutchogue - New Suffolk Historical Council
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Rte. 25 and Maple Lane
Rte. 25 and Youngs Ave.
End of Lighthouse Rd., Southold
Route 25 and Case Lane, Cutchogue
Village Road, Orient
Bayview Road, Southold
Bayview goad, Southold
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These cemers are supplemented by the large number of historic markers that are found
throughout the Town and which impart history lessons at key sites. These include markers for
the Old Burial Ground in Cutchogue, Bug Light in the Bay, the Old Slave Burial Ground on
Narrow River Road, Oysterponds in Orient, the site of a Revolutionary War crossing at
Arshamomoque Pond, and many others.
In addition to landmarked structures, Southold contains a number of prehistoric and
archaeological sites adjacem to the study roads. These are listed in Table 9:
Table 9: Archaeological and Prehistoric Sites
Description
Archaeological Site
Richmond Creek Prehistoric Site
Old Field Village Prehistoric Site
Bamfield Neck Prehistoric Site
Jagger Prehistoric Village Site
Latham Brothers Farm Prehistoric Site
Fort Neck Prehistoric Site
Deep Hole Prehistoric Site
Prehistoric Site
Location Hamlet
Main Bayview Road Southold
Route 25 Peconic
Route 25 Southold
Narrow River Road Orient
Narrow River Road Orient
Narrow River Road Orient
New Suffolk Avenue Cutchogue
New Suffolk Avenue Mattituck
Route 48, Inlet Point Southold
Source: State Historic Preservation Office
The greatest concentration of archaeological resources is found along Narrow River Road, as this
road is located in what was once a center of Native American life. These sites are important not
only for their historic value, but also because they are another constraint on development along
the byways of Southold.
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2.4 Transportation and Infrastructure
· Transportation Access
The Town of Southold is accessible by four main modes of transportation: auto, rail (LIRR),
ferry, and bus. Other means include the bicycle, although the distance between hamlets makes
this latter mode impractical for most. A goal of the Transportation Committee is to encourage
visitors to arrive in the Town using some means other than the car. However, a major
disadvantage of arriving by transit is the lack of mobility once having arrived. This problem can
be alleviated tlu'ough the use of intra-Tcwn transit such as shuttle buses, or by bike rental shops
located near transit stations. In addition, the Town is relatively' bicycle-friendly, making this
another viable option for touring the North Fork.
Auto Access
Access by automobile is relatively straightforward. The most common ronte into the Town is
along Route 25 from Riverhead. Although the road is heavily traveled, traffic flows well for
most of the day. However, accessing this road from certain side roads can be problematic.
Traffic problems can be severe during the heaviest tourist days, especially in the sttmraer.
Traffic generally moves more smoothly on the alternative of Route 48 partly because this is a
four lane road and has limited commercial retail development.
The Town's beaches allow parking by permit only. While helping to ensure that residents can
enjoy these recreational resources, this has made it quite difficult for guests to access the shore
except in a few locations, such as Orient Point Park and Cedar Beach. However, the Town has
recently passed an ordinance permitting the sale of one-day park'mg passes at local businesses
which allows easier access to the Town's beaches.
· Ferry Access
The Cross Sound Ferry has proven to be a major traffic-generafmg problem for residents of
Southold, especially those who live on Orient Point. Although the idea of link'mg Long Island
with Connecticut through the use of a ferry is basically sound, the ferry location is far from
centers of population and has in effect turned Southold into a corridor through which ferry
patrons must pass. This has led to an increase in traffic volume and velocity, as drivers rush to
meet their departure frme or get ont of town.
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Cross Sound operates two ferry services -- slower larger boats that accommodate both cars and
passengers, and a high-speed service (Sea Jet) that accommodates only passengers. Both have
negative impacts, with the passenger service having a greater need for on-site parking. The main
ferry operates every hour from 7 AM to 8:45 to 9:45 PM during the peak season, with reduced
operation in the winter. The Sea Jet service is more limited, with six departures per day in the
peak season.
Normal service is provided by six boats of varying capacity. The largest accommodates i08 cars
and 1,000 passengers. The other boats have car/passenger capacities of 47/300, 33/300, 84/600,
and 22/120. The Sea Jet can accommodate 350 passengers. These are all significant numbers,
and indicate the volume of traffic that passes through the ferry terminal at Orient Point every
day. The popularity of the Cross Sound Ferry is closely connected with the popularity of the
Foxwoods Casino trod Resort complex, which is the major destination at the Connecticut side of
the ferry.
A current proposal which has been put forth as a way of mitigating this problem is a high-speed
passenger ferry connecting Riverhead, Greenport, and New London. Riverhead has abundant
parking and is much closer to major centers of population; In addition, f~rry service between
Riverhead and Greenport would offer another means of accessing the North Fork without the use
of a car. In addition, the ferry terminal in Crreenport would be easily accessible to the L[RR
station, providing an alternative method of reaching other points west along Long Island, further
alleviating traffic problems. However the proposed passage from the Pecon[c River through the
Peconic and Southold Bays and Orient Harbor is narrow, shallow and congested with
commercial and pleasure craft: ferry speeds may be too slow to make this route economically
viable.
Long Island Railroad
The Long Island Railroad, with its newly upgraded stations in Mattituck and Southold and in
Greenport, is a unique resource that should be exploited. The LIRR provides a scenic and
.relaxing means of getting to Southold (compared with typical ~raffic on the Long Island
Expressway), especially for car-less New Yorkers. However, the limited schedule and lack of
mobility options after arrival diminish the appeal of this mode of transit. Moreover, the rail line
is not currently used for transport between the two hamlets it serves and the Village of
Greenport. The East End Transportation Council has made several recommendations to address
these problems, irmluding shuttle buses, increased bike facilities, more frequent service, and one-
car trains running between the hamlets. These proposals make sense and should be
implemented.
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The schedule of trains to Southold is limited, probably due to low demand, although demand is
likely to remain low unless service improves. On weekends there are two trains leaving New
York Perm Station at 9:12 AM and 2:12 PM arid arriving in Greenport at Noon and 5:00 PM,
· respectively. Return service to New York City is provided by trains leaving Greenport at 1:17
and 6:17 PM and arriving in Perm Station at 4:05 and 9:05 PM respectively. During the week
there are three departures from Perm Station to Greenport, at 7:39 AM, 3:55 and 5:41 PM, arriving
at 10:26 AM, 6:42 and 8:18 PM. Return trips are scheduled for 5:29, 11:39 AM and 9:39 PM,
arriving in New York City at 8:20 AM, 2:30 PM and 12:29 AM. In addition to stops in Greenporr
and Perm Station, the train stops at many other points in Queens, Nassau and Suffolk Counties.
Bike access on the LIRR can be problematic. While a major victory was scored by getting the
MTA to allow bikes on the trains at all, some current policies make bike access extremely
difficult and limit usage to mid-days or late evenings. Policies such as prohibiting bicycles on
trains during rush-hour periods of 4~hours in duration twice dally on weekdays, and 3-hour
periods on weekends, will need to be amended before the rail/bike option can be used by more
1han a few people.
Bicycle Access
One of the best features of the road network in Southold is its suitabiiity for bicycling. Route 25,
for instance, has broad paved shoulders for most of its width from Orient Point m Riverhead.
The main exceptions are in some of the hamlet centers, where the shoulder either narrows or is
dedicated to on-street parking. Accommodations for cyclists in the hamlet centers should fit in
with the general goal of traffic calming and should encourage motorists to slow down, both to
increase bicycle and pedestrian safety, and to maintain the ambience of these historic centers.
Most of the local roads in the study area have been designated as bikeways, and are marked with
small directional signs that delineate the bikeway for cyclists. These local roads work well for
cyclists but can also pose safety problems, since they are narrow with unpaved shoulders. Blind
spots, speeding traffic, narrow bridges and other hazards are among the threats that cyclists must
contend with on the local roads. While a long term goal may be to add structural improvements
to the roads to better accommodate bicycles, in. the short term safety can be enhanced through
public education, improved signage, and increased enforcement of existing speed limits (for
example, the consultant has observed speeds in excess of 55 MPH on Bayview Road).
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Most cyclists who live outside of Southold will transport their bikes to the Town through some
other mode. For those who arrive by car, the Town has provided special parking lots in
downtow~ Mattituck and Southold, where cyclists can leave their cars as they tour the local
bikeways~ These parking lots are sited for convenient access to the designated local bikeways.
Another option for cyclists is the LIRR, which has instituted new policies allowing bikes to be
brought aboard trains.
Most of the Town's beaches have limited visitor parking and require permits. Bikes would be an
ideal way for users to access these beaches, but there are currently no places to safely park and
lock bikes at most of the beaches,
Other Access
The nearest commercial airport serving major airlines is MacArthur Airport in Ronkonkoma.
Bus service from this airport through Riverhead and connecting to Southold would improve
access to the airport for Town residents and provide another means for people traveling from
outside of Southold to reach the Town. The LIRR bypasses this airport, and currently bus
service between the airport and the LIRR is limited and inconvenient.
Bus access is provided by Suffolk Coumy Transit and by private companies, including Surrrise
Coach Lines. The County bus service features hourly buses traveling the length of Route 25 in
Southold, and connecting Orient Point with Riverbead and then East Hampton, along with all
hamlets and villages in between. It takes two hours and thirty-five minutes from Orient Point (at
the ferry terminal) to East Hampton; the cost is $1.50. Sunrise Coach Lines provides several
runs to and from Manhattan.
· Traffic Safety
While the Scenic Corridor Management Plan is primarily concerned with preserving views and
unique resources, the issue of traffic safety cannot be ignored. However, many traditional means
of increasing traffic safety, such as clearing the fight-of-way, straightening curves, and widening
roads, are clearly at odds with the goal of preserving the scenic character of Southold's roads. In
addition, many of these solutions only serve to increase traffic speeds, thereby fa/ling to solve
the problem. Therefore, alternative methods of promoting safety should be used, including
traffic-calming, signage, and signalization.
Of the two major east-west corridors, Route 25 has by far the highest concentration of accidents.
Table 10 shows the total number of accidents occurring on these two roads from 1995 - 1997.
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Route 25
Route 48
Table 10: Accidents on Routes 25 and 48
Total Accidents
1995 1996 1997
261 270 251
84 91 73
Source: Lt. Cochran, Southold Town Police Department.
Although Route 48 has a consistently higher speed limit, it has more turning lanes, less traffic,
fewer intersections, and four divided lanes. As a result, Route 48 has roughly a third of the
number of accidents as Ronte 25. Safety on Route 25 should be a high priority. Lower speed
limits and more traffic signals are two possible solutions. Route 25 is mostly devoid of stop
lights. There are only three signals along this road -- one at Youngs Avenue in Sonthold, one at
Cox Lane in Cutcbogue, and one at New Suffolk Avenue in Cutchogue. There are also yellow
blinking signals at other areas, such as Love Lane in Mattituck and Village Lane in Orient.
As part of the State Accident Surveillance System, the New York State Department of
Transportation keeps records of accident locations along State roads. The data provided cover the
period from January 1, 1993 to December 31, t995, and help pinpoint the locations that are
particularly prone to accidents.
Using the NYS DOT data, several problem areas -- areas with unusually high numbers of
accidents -- have been identified. For the most part, these problem areas are located in the
hamlet centers, where congestion increases and there are more cross streets. Fortunately, due to
the low speeds involved, there were no fatalities in these problem areas during the period
covered by these data. Table 11 provides the statistics for each area, including the number of
accidents, the number of injuries, and the number involving pedestrians or bicycles.
Table 11: Route 25 Traffic Safety Problem Areas (1993-1995)
Location Description (Route 25) Total Accidents
Injuries Peal/Bike
Mattituck, between Bay Ave. and Wickham Ave. 73 27 0
Cutchogue, between New Suffolk Ave, and Depot Lane 31 12 0
Cutchogue, between Stillwater Ave. and Harbor Lane 42 18 3
Southold, between Wells and Hobart Avenues 51 21 6
East Marion, between Maple and Shipyard Lanes 11 4 0
Source: New York State Department of Transportation, September t996 (run date).
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Central Mattituck is by far the leader in accidents, due to the complex series of intersections in
that hamlet's downtown. These statistics, coupled with the difficulty encountered making a left
turn from Love Lane, suggest the need for better signalization and slower speeds in this area.
Downtown Southold is the second most problematic area, and is the most problematic in terms of
accidents involving pedestrians and cyclists. This could be due to the greater number of
crosswalks in Southold, the existence of major pedestrian destinations on both sides of the street
that encourage crossings, and on-street parking that forces cyclists into the traffic lanes.
Cutchogue, in spite of its traffic signal, also has problems, in part due to the oblique intersection
of New Suffolk and Route 25.
The higher accident rates in the hamlet centers should not be taken as surprising, because these
are areas of rnore concentrated activity. It should be noted that the problem areas defined above
account for only around 2 percent of accidents within the study area. However, these areas
should be targeted for traffic-calming, as many accidents could probably be avoided if traffic
were moving at slower speeds. In addition, adding signalized crosswalks in Southold hamlet
(and perhaps in Cutchogue and Mattituck), as well as a defined bike lane, could help increase
safety,
Local efforts to control speed limits along Route 25 have met with mixed success. The
campaign, against one 55 MPH sign resulted in the sign being moved to a point further down the
road which was also problematic for traffic safety. Local residents and the Town government
should continue their efforts to persuade the NYSDOT to reduce the maximum speed limit on
Route 25 to a more reasonable level, such as 45 MPH.
· Utility Lines and Tree Trimming
Utility lines mar the view along the scenic byways in Southold. These lines include both power
and telephone lines. While these lines are viewed as unsightly, they are found along almost
every developed road and are essential to the life of every resident in Southold.
The large, mature trees found along the roads in Southold, particularly along Route 25, are part
of what gives the Town its special character. Unfortunately, these trees also present a hazard --
if one were to blow down in a storm, the tree could easily take power lines with it. For this
reason, the Long Island Power Authority (LI~A) has a policy of severely trimming trees near
power lines.
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While the need for tree trimming is not in dispute, the tree trimming practices employed by LIPA
display a general lack of appreciation for the worth of the fine, old trees that line Southold's
roads. These practices strike Town residents as excessive and indiscriminate. Visual inspection
bears this out, as many trees have been cut back 10 - 15 feet below the level of the power lines.
These mature trees now present an odd appearance, having the shape either of a large "V" or a
fiat-side-up semi-circle. The problem is particularly pronounced along Route 25 in East Marion
and Orient. It should be noted that on some of the local roads (such as New Suffolk Road), tree
trimming around overhead lines has been much more sensitive and has preserved the shape of
the trees. Ironically, newer subdivision roads created within the past decade have all utility lines
buried underground - as per Town code.
2.5 Regulatory Frame,york
· Zoning Ordinance
Like many municipalities attempting to control growth and preserve open space, Southold has
zoned much of its land for large-lot residential development. The Agricultural Conservation (A-
C) and R-80 low density residential districts cover a significant portion of the open land
bordering the scenic roads in the study area. These two districts are nearly identical in terms of
their regulations. For both, the minimum lot size is two acres. However, all land zoned A-C is
prime farm 'soil according to the U.S. Department of Agriculture,
In Southuld, large lot zoning is a double-edged sword, as it is elsewhere. For example, under
two-acre zoning, a 20 acre parcel can be developed with a maximum of 10 houses (other
constraints often lower the achievable density). Conversely, a 10-urdt subdivision must consume
at least 20 acres of open land, often agricultural land. For this reason, large~lot zoning often
accelerates the rate of land consumption. ]/his is clearly at odds with the Town's stated goal of
farmland and open space preservation.
To address this problem, the Board has mandated that any development more than 10 acres in
size is subject to the Town's clustering ordinance. Clustering is a method of providing more
usabie, contiguous open spaces than would occur under traditional large-lot zoning, while also
allowing for shorter road and utility networks. This ordinance relaxes lot size and setback
requirements in remm for setting aside part of the development as dedicated open space, which
could include reserving some of the development for agricultural use. In fact, the Town has used
this mechanism to successfully preserve agricultural land which otherwise would have been built
upon. However, this ordinance currently does not include a requirement for how much open
space must be preserved, nor does it provide incentives to a landowner or developer for
preserving larger mounts of open space. In addition, the current regulations do not encourage
traditional neighborhood design, as championed by the neo-traditional movement, which would
create more cohesive, walkable communities.
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In general, open space requirements and other issues are dealt with on an ad-hoc basis by the
Planning Board as it reviews subdivision plans. The policy of the Town Board has been to
encor~rage a 50 percent set-aside of open space, with priority given to sensitive enviromnental
sites and prime agricultural soils.
From a visual standpoint, cluster subdivisions will have less of an impact on the Town's scenic
views, as houses will be grouped together, leaving larger open spaces to afford vistas. However,
the ordinance, as written, does not encourage the subdivider to take viewsheds into account, so
there is no incentive for developers to make the preservation of views a priority of their
subdivision designs.
· Signs and Sign Regulations
Signs -- their size, design and quantity -- obviously impact the visual character of the roads in
Southold. In general, there are two kinds of signs: public and private. Public signs include signs
regulating traffic speed, direction, and flow; information signs giving directions, distances, road
names, place names, and the like; and special signs, including historical markers. Private signs
are usually intended to call attention to a place of business, and are designed to attract the
attention of passing motorists. This attention-getting objective can often be at odds with the
scenic character of Southold's roads. The need for both types of signs is not in dispute.
However, if signs become too numerous or are poorly designed, the result is visual clutter which
confuses rather than informs.
Traffic signs are often within the jmSsdiction of State and County authorities, and the Town has
little control over these signs. For the most part these signs'are not a problem, although concerns
have been expressed over the number of"share the road'~ bicycling signs that have been erected
along Route 25 in East Marion and Orient.
In some cases, better directional signage could help direct motorists to destinations, such as
marinas, that are not visible from the main roads. These signs are currently regulated as tourist
signs under the existing zoning code.
In addition to the large green bicycle signs posted by the NYSDOT, which are aimed at
motorists, the Town has erected small bikeway signs for cyclists that delineate the Town's
designated bikeways and provide directional information to cyclists. These latter signs are
generally rmobtrnsive.
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Poorly designed, inappropriate signage mars the character of Southold's scenic roads,
particularly in the more densely developed commercial areas. Examples of such signage,
perhaps grandfathered under current regulations, can be fbund west of Mattituck. In order to
deal with this problem, the Town, as a starting point, has incorporated a comprehensive sign
ordinance as part of its zoning code.
Southold's sign regulations place controls on the size, height, placements, materials and lighting
of all signs in the Town. Signs erected prior to the ordinance arg considered non-confbrming and
are allowed to continue until there is a change of use, the sign is substantially damaged, or the
business is closed for two or more years. Signs in existence prior to 1970 are considered
historical and may be maintained in their current condition once their historic condition has been
approved by the Town building inspector.
Billboards and other off-premises advertising are generally prohibited in the Town, with a few
exceptions such as tourist directional signs and real estate signs. Signs must be constructed our
of permanent materials and cannot use moving parts, neon, or flashing lights. Internal
illumination is prohibited except in existing shopping centers and areas zoned Hamlet Business.
Farm, garden and nursery signs may only be illuminated during business hours. No such
restriction currently applies to signs in commercial areas, although it was suggested in the second
Vision Forum that this regulation be extended to commercial signs.
Special height and placement regulations cover free-standing, wall, and roof-top signs. Free
standing signs taus{ be set back five feet from sidewalks or 15 feet from pavement, whichever is
greater; cannot exceed 24 square feet in area; and cannot exceed l 5 feet in height. Roof signs
cannot extend more than 12 inches above the roof, and their size is related by formula to the size
of the building. Wall signs cannot project more than a foot from the wall, and cannot be more
than three feet high or fifteen feet from the ground. Like roof signs, their size is regulated by a
formula using the dimensions of the building.
Commercial signs are generally banned in residential districts though certain home occupations
are permitted to have discrete signag¢. Commercial areas may have two of the following types
of signs: freestanding, business directory, window, and wall or roof. Farms, gardens and
nurseries in A-C zones are permitted the same types of signage as are allowed in business areas,
except that internal illumination is not allowed.
Tourist related businesses are permitted one sign on Route 25 or 48 directing motorists to a
restaurant, hotel, or marina that is located off the road. The only special limitation is on their
size: they must be 8 by 24 inches. Examples of such signs can be found at the entrance to New
Suffolk Road at Route 25. While these signs have the benefit of being unobtrusive, they have
the detriment of being hard to read. In addition, they are made of materials -- paint on a wood
board -- that will age over time and look out of place on a street sign post. Metal signs, with
simple lettering and a brown or blue background, would be more appropriate and easier to see.
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While the sign regulations in Southold are restrictive, they are actually not as rigid as some sign
ordinances in other historical areas. As akeady noted, commercial signs can be illuminated after
business hours. In addition, sign materials are not tightly regulated. For example, plastic signs
and internally illuminated signs are allowed in shopping and hamlet business zones.
In general, the greatest problem with the current ordinance, as identified by Town residents, is a
lack of consistent enforcement. While the existing regulations may benefit from fine-tuning, the
consistent enforcement of these regulations would go a long way towards dealing with many of
the aesthetic violations currently found in the Town. Unfortunately, enforcement is expensive,
time-consuming and can be politically difficult. Therefore, enforcement should be accompanied
by public education and the cooperation of the local Chambers. In this regard, peer pressure and
better education as to effective advertising are the best vehicles. Over the long term, consistent
and attractive signage is in the interest of both the business community and the residents of
Southold.
2.6 Conservation Management
While this Scenic Corridor Management Plan will suggest new regulatory and organizational
tools to implement the recommendations of the Plan, the Town already has in place several
organizational structures that can be instrumental in managing and enhancing the views along the
study area roads.
· Scenic Committees
The two committees -- both the Steering and Advisory Committees -- that were formed to
oversee the preparation of this Plan can continue to identify issues and take action to improve
conditions along the road. As an example, members of the Advisory Committee representing
each of the hamlets have been encouraged to propose local projects that can be undertaken to
enhance a part of one of the roads in their area~ The median planting project in Mattituck is one
example. This project consists of flowering plants placed in the medians of Route 48 at the
gateway to Mattituck, as well as additional gateway signage.
· Other Policy Groups
The Southold Transportation Committee and the East End Transportation Council have prepared
policy documents that were used as guidelines to develop the goals and objectives of this Plan.
Both of these groups can be a valuable resource for lobbying and partnering with the County, the
State Department of Transportation, and the Long Island Rail Road.
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· Civic Preservation Groups
In addition, local groups such as the North Fork Environmental Council also address issues of
open space preservation and environmental stewardship both along the Byways and throughout
the Town. The local Chambers of Commerce can help mobilize their membership to enhance
both the beauty and the business climate of the hamlet centers.
· Public Preservation Programs
The County's stated goal of farmland preservation directly ties in with the current planning
effort. The County has set a goal of 20,000 acres of protected farmland, and has set aside funds
for this purpose that can be used to preserve farms in Southold. However, 20,000 acres County-
~vide is not a large amount considering that the Town itself contains 7,000 to 10,000 acres of
agricultural land, and to date the County has only preserved 1,200 acres in Southold. The Town
has appropriated more than $8 million in farmland preservation bonds since 1984, and has
preserved more than 600 acres of land.
· Peconic Bay Region Community Preservation Fund
In June 1998, the governor signed into legislation a sweeping Land Bank bill in time for a
November referendum. This Act, known as the Peconic Bay Region Community Preservation
Act, allows each Town to levy a 2 percent real estate transfer tax on specific real estate
transactions. The resulting revenues may be spent only for the protection, through full or partial
fee acquisition, of agricultural or open space properties. The Act allows bonding against the
future stream of income from the transfer tax and also permits part of the funding to be used for a
~'transfer of development fights bank."
Land that qualifies for the Community Preservation Fund includes the following:
1) Parks, nature preserves, or recreation areas
2) Open space, including agricultural lands
3) Lands of exceptional scenic value
4) Fresh and saltwater marshes or other wetlands
5) Aquifer recharge areas
6) Undeveloped beachlands or shoreline
7) Wildlife refuges
8) Unique or threatened ecological areas
9) Forested lands
10) Public access to land for public use
11) Historic places and properties on the State or Local Registers
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The Act designates agricultural lands as the highest priority for preservation. XVhere scenic
considerations overlay agricultural uses, this should increase the priority. Southold has targeted
about 650 parcels of land encompassing more than 12,600 acres for acquisition.
2.7 Tourism Framework
l'he tourism industry in the region is typically seasonal and intermittent because of the nature of
its attractions. It is strong in the summer and fall with peaks on weekends, with smaller peaks in
the "shoulder seasons" or in the depths of the winter and early spring. As in many scenic
communities feeling the brunt of summer traffic and activity which detract from local ambiance,
tourism is a touchy subject. Many local residents at the Vision Forums held as part of this study
want to see a reduction, if not in the numbers of tourists, then at least in the impact of tourism.
The key is to define appropriate tourism, and then target efforts Jo achieve it, rather than market
the community or its scenic pleasures to a broad and indiscriminate base oftravelers. The intent
should be how to maximize the viability of current tourist attractions, and how to supplement
existing events. Many of Southold's attractions -- its historic landmarks, charming hamlets, and
wonderful views -- may be enjoyed year-round. The objective is to fill the valleys of low
activity, not add to the visitor peaks -- thereby bringing the most business to the existing
infrastructure of restaurants, shops, and lodging establishments.
A second objective is to use the Byways study as a means of mitigating the impacts of existing
tourmm -- both in terms of short-term initiatives, which can address current traffic or growth
issues, and long-term projects or policies which can modify potential increases in impact and
establish a sustainable level of balanced preseryation and growth.
The Scenic Byways Corridor Study can help define Southold's appropriate participation in this
level of marketing and tourism development -- meeting the objectives of historic preservation
and view protection while not instigating undesirable growth and change. This must be an
ongoing point of discussion with local participants.
· Traveler Services and Resources
Although the natural landscape, the beaches, the wineries, and the historic hamlets are a key part
of the. draw that Southold has for tourists, a flourishing tourism industry requires the provision of
adequate tourist sen,ices. Without these services, tourists either bypass Southold or severely put
stresses on local services. The challenge is to provide the resources to gracefully accommodate
the needs of the tourist population without compromising the special character of Southold.
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The basic services that tourists need to access include lodging facilities, gas stations, banks with
automatic teller machines (ATMs), and restaurants. These businesses should be integrated
wherever possible into existing hamlet centers. This will both preserve the character of the
Town and enhance the tourist experience,
Extensive traveler services already exist in the Town. Gas stations can be found in almost every
hamlet. The bulk of these stations are located along Route 25, with many of them located in or
near the hamlet centers. In addition, there are three banks equipped with an ATM in Mattituck,
and one each in Cutchogue and Southold. Greenport has an ATM-equipped bank as well
Table 12 shows a listing of service stations in the Town of Southold:
Table 12: Service Stations
Name Location Hamlet
Amerada Hess Corp Route 25 at Bay Ave. Mattituck
Carpluks Service Center Inc Route 25 at Bayview Southold
Citgo Route 25 at Factory Ave. Mattitack
Coastal Route 25 at Depot Lane Cutchogue
Ell Jay Mobile of Peconic Route 48 at Paul's Lane Peconic
Empire Route 25 at Bray Ave. Mattituck
Esgo Route 25 Greenport
Gas-n-Go Route 25 at Eugene's Road Cutchogue
Citgo Route 25 at Young's Avenue Southold
Ocean Route 25 Cutchogue
Orient Service Center Route 25 Orient
Sources: Ferrandino & Associates Inc.; Southold Town Planning Department.
Lodging in Southold (excluding the 'Village of GreenPort) is provided through a combination of
Bed and Breakfasts and a few motels.. Table 13 shows a partial listing of Bed and Breakfasts and
other lodging establishments in Southold. The trend towards B&Bs, as well as country inns, is to
be encouraged, as these types of establishments tend to attract an older, more affluent clientele.
They can also fit in well with the existing development pattern in the Town, if they axe properly
sited.
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Table 13: Lodging Facilities
_ Name
Hotels and Motels
Address
Aliano's Beachcomber Resort
Mattituck Motel
North Fork Beach Motel
Silvermere Motel
Soundview Motel
Southold Beach Motel
Sunset Motel
Terrace Cottage Colony
13800 Duck Pond ~d.
2150 Bay Avenue
52325 Rte. 48
Rte. 25
Rte. 48
Rte. 48
Rte. 48
Rte. 48
Hamlet
$utchogue
Mattituck
Southold
Sreenport (uninc,)
Southold
Southold
Southold
Southold
-Bed and Breakfasts
The Bartlett House Inn
Corner House Inn
Country House
The Dove House
Freddie's Place
Goose Creek Guest House
The Hedges
Home Port B&B
Quintessential B&B
The Rhinelander
Shorecrest B&B
Sterling Harbor B&B
Tern Inn B&B
To The Point B&B
Top OS The Morning
Treasure Island B&B
Watson's By The Bay
White Lions B&B
Willow Hill House
503 Front Street
32660 Rte. 48
3395 Skunk Lane
1475 Waterview Drive
56555 Main Road
2500 Peconic Lane
8985 Main Road
26405 Main Road
54300 Rte. 48
125 Sterling Street
51680 Rte, 25
5370 Nassau Point Road
26350 Main Road
14909 Ma'm Road
104 Bay Avenue
433 Main Street
488550 Rte. 25
Greenport
Peconic
Cutchogue
Mattituck
Southold
Southold
Southold
Peeonic
East Marion
Cutchogue
Southold
Greenport
Southold
Cutchogue
Cutchogue
East Marion
Greenport
Greimport
Southold
Ferrandino & Associates Inc.; Southold Town Planning Department;
North Fork Promotional Council; Long Island Lodging Guide.
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The Village of Greenport, while not in tl~e study area, is a major source of lodging for visitors to
the North Fork. There are two motels in Greenport -- the Townsend Manor and the Greenporter
-- as well as some Bed and Breakfasts. In addition, Greenport possesses many traveler resources,
including restaurants, two banks and a gas station.
For tourists unfamiliar with the Town, signage is of importance. It should be informative
without being obtrusive, and should be consistently designed, both to increase legibility and for
aesthetic reasons. Some of the road signage in Southold is quite good. The signs marking
wineries, visitor's centers, and attractions such as the Taak Museum in Mattituck and the Custer
Institute and Indian Museum, are clear and easy to read. In addition, there are many examples of
excellent gateway signs, from the Long Island Wine Country sign to the attractive wooden signs
erected by the Chamber of Commerce.
On the other hand, some signs are not of the same quality. For instance, the signs indicating the
location of the marina and waterfront restaurant on New Suffolk Avenue are too small and are
not consistent with other signage. However, these signs are important, because these businesses
are far enough off the main road that they could be easily missed. These signs should eventually
be replaced with others that are clearer and more attractive, and form part of a consistent Town-
wide system of informational signage.
Because of the nature of its attractions, the tourism industry in the region is typically seasonal
and intermittent -- strong in the summer and fall with peaks on weekends, with smaller peaks in
the shoulder seasons or in the depths of the winter and early spring.
· Promotional Organization
The local business promotion organization (an umbrella group performing promotional functions
formerly handled by local Chambers of Commerce) is the North Fork Promotional Council. The
Council provides coordinated promotional material documenting locally, and for the region as a
whole, the specific attractions and support services located in the Town of Southold. The
promotional material includes an attractive directory, both for the region and as part of Statewide
marketing.
The Council is actively participating with other regional entities in ongoing proposals to improve
the region's visual and scenic image, including ways to deal with the clutter of too much
commercial, directional, informational or traffic signage. Other joint initiatives include a focus
on expanding transportation options and working to preserve the North Fork's fragile
environment.
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3. SCENIC BYWAYS ISSUES AND GOALS
Maintaining and enhancing the scenic quality of Southold's Scenic Byways present a
multifaceted challenge. While local and state entities control the road and right-of-way, the
surrounding land and structures that provide the scenery are largely privately owned. While the
Town has at its disposal a variety of regulatory tools that can be used to shape development
alongside the scenic roads, just as important is the effort to enlist the voluntary cooperation of
property owners.
Other aspects of the scenic corridor management are under the controI of various public and
quasi-public entities. For example, the utility' lines and accompanying tree pruning are the
domain of the Long Island Lighting Company. (now the Long Island Power Authority), while any
improvements to NYS Route 25, or County Route 48, are under the jurisdiction of the New York
State Department of Transportation, or of Suffolk County. Coordination and dialogue between
these entities and Town officials will be necessary to implement the goals of this Plan.
Ultimately, a key purpose of the Scenic Corridor Management Plan is to demormtrate that
preserving the scenic character of Southold is in every citizen's and business' long-term interest.
The following represem key elements that have been identified during and as part of the
inventory process.
3.1
A Vision for Scenic Southold:
Farmlands,and Seascapes, Hamlets and Heritage
Creation ora vision for Southold's scenic byway network is critical to establishing community
ownership of the program's goals and prior!ties. The process of defining such a vision consisted
of involvement by the Steering Committee and the Advisory Committee, followed by similar input
from the general public in the 'Scenic Forum.'
The exercise consisted of Soliciting from participants their own 'postcard from the future' --
what they would like to see if they returned to the North Fork following a 12-year absence.
What positive changes will face a former resident returning to the North Fork in the year 2010,
after twelve years away -- assuming the scenic roads program and associated projects have been
undertaken?
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Even as Southotd continues to grow and prosper, from the perspective of views and vistas from
its main roadways, the Town will look remarkably the san~e -- an attractive series of hamlets,
spread Out like beads on a chain, cleanly delineated by long stretches of rich agricultural land,
open fields, wetlands and woodlands, beaches and working waterfronts -- a community in the
true sense of the word, through which the scenic by~vays pass.
In this desired scenario~ traffic will move at a reasonable speed through village hamlets, and
bikeways and walkways will provide other more localized access to handler shops and services.
Year-round tourists will blend into the every-day life of the corm~unity, staying in small-scale
irm.s or bed and breakfast establishments, shopping at local stores, supporting cultural and
recreational facilities, and contributing to the North Fork's traditional quality of life. Farms and
vineyards will prosper, and new development--both new businesses and new housing -- will be
unobtrusively accommodated in hamlet center infill or in planned clusters, preserving key open
space.
It is a comforting and appealing vision. Southold will have managed to maintain its heritage as a
community which treasures its land and environment, continuing its tradition of building and
using that land in an appreciative and efficient manner. Moreover, it will have achieved this
vision not by artificially creating a Disney-esque version of an. idealized past, but by striking a
balance between the desire to preserve things exactly as they are and the need to grow and
change in a suitable way.
To achiev~ this vision, what will have happened in the next twelve years will be the establishment
and maintenance of an effective public-private partnership -- rising above politics and personal
interest, local institutions will band together to reinforce agreed upon priorities,
institutionalizing procedures for appropriate new development in the context of historical,
agricultural and environmental preservation, maximizing incentives and minimizing controls.
3.2 Scenic Byways Issues and Goals
· Roadside Views and Vistas
· Summary of Issues: ~ Eroding edges between hamlet and countryside
1~ Development pressures threatening rural views
1~ Hamlet preservation efforts need reinforcement
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Goals:
Maintain the open quality, of the countryside abutting Routes 25 and 48 through the Town of
Southold -- the actively-cukivated agricultural land, the shoreline wetlands and beachfronts, the
working waterfront areas, the wooded areas defining open fields. Encourage a clear distinction
between the rural countryside and urbanized development of the various hamlets along State
Route 25, and maintain the open spacious quality of the County Route 48 roadway. Define and
encourage (through a combination of controls and incentives) development standards for new
development which maintain priority views and vistas.
Road and Right-of-way
Summary of Issues:
~ Ferry and other externally-generated traffic causes congestion and impacts
1, Pedestrian circulation is impacted by speeding and auto conflicts within hamlets
~ Alternative transportation (bikes, transit) not integrated with circulation system
~' Road/utility maintenance often negatively affects visual quality of roadway
Goals:
Through cooperation with NYS and County DOT and the local community, agree on standards
and procedures for stewardship of the Routes 25 and 48 roadways and rights-of-way: use
appropriate (i.e. not necessarily standard DOT design) safety, design, and management practices
to calm traffic in hamlet areas and to minimize inappropriate changes to the scenic and historic
character of the corridor, stressing traffic safety for motorists, pedestrians, and bicyclists.
· Historic/Tourism/EconomicDeveIopment
Summary of Issues:
~' Tourism impacts -- traffic and poor signage -- threaten quality of life
~' Historic landmarks are threatened, heritage awareness is eroding
~' Poor economic development can destroy Southold's beauty / reason for success
Goals:
Define appropriate and low-key, rather than destination-oriented, promotion of scenic corridor
features, in the context of a larger regional network of attractions and services. Identify and
interpret attractive features for local residents as welt as for visitors -- historic hamlet centers
featuring traditional architecture, educational institutions, resident shopping, and visitor services,
expansive rural views of wetlands and shorelines, farmfields and woodlands. Maintain visibility
and accessibility of corridor businesses, consistent with scenic goals.
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Local and Regional Implementation: Cooperation and Management
Summary of Issues:
* Land use development regulations need additional coordination among levels of government
and incentives for property owners to conform
~ Signage regulations need to be refined and effectively and equitably enforced
~ Additional funding is needed for open space / agricultural / heritage conservation
* Historic building preservation needs to be coordinated with land preservation
* Local media and visitor information puts insufficient stress on scenic heritage
Goals:
Complement local efforts to regulate by working at a regional level to deal with multi-
jurisdictional Byway-related issues and to implement larger-scale open space preservation tools
and techniques. Work with regional organizations -- land trusts, conservation groups,
agricultural associations, chambers of commeme, service clubs. Communicate the area's
attractive ambiance, heritage and environment, using the scenic roadway planning effort as
support for appropriately-scaled educational programs promot'mg open space preservation to
Southold residents and regional visitors.
Reinforce partnership efforts among public, private and civic sectors to preserve open space and
conserve heritage sites. Focus on potential roadway improvementg and opportunities for
expanding permanent open space, creating a 'scenic overlay' within which priority programs can
be coordinated with Town, regional and State officials and civic organizations, as well as interest
groups and the public at large.
3.3 Recommended Byways Designation in Southold
· Routes 25 and 48
As a result of the first phase analysis of issues and opportunities -- relying partially on
Consultant inventory but especially on the highly structured public input -- the project team and
Steering Committee recommended that Rmites 25 and 48 be designated as scenic byways.
As described in earlier sections of this report, these two roadways -- one a State highway and the
other a County road -- meet the criteria cited in the State nom'mation handbook. We have
encountered strong local support for such designation.
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Although very different in their basic structure and use, each road plays an important part in
defining Southold's visual heritage:
Route 25 embodies the Town's basic pattern of hamlets defined by open space, giving
access to recreational facilities, rural and urban views, natural features from woodland to
meadow to marshland to seascape, cultural landmarks, working farms and waterfronts,
and historic structures and complexes.
Route 48 is characteristic of the Town's basic agricultural character -- wide expanses of
farm fields defined by distant treebreaks, punctuated by intermittent views of Long Island
Sound or undeveloped woodlands.
The roads should be designated in trek entirety, not as partial segments. While not every mile of
each road can be defended as equally 'scenic,' the roads as a whole represent the character
desired by the nomination criteria. And the Consultant and Steering Committee feel strongly
that scenic roads should lead fi.om somewhere to somewhere -- making especially critical both
the notion of gateways and view corridors, and the need to improve less than scenic portionk as
well as preserve the most beautiful views.
· Local Roads
Conversely, it is Clear fi.om extensive discussions with local residents, in interviews and in public
meetings that the Tovm roads proposed for consideration as State scenic roads should not be
designated.
This is not because of a lack of scenic quality or their ability to qualify under the State criteria
for similar reasons as Cited above for Routes 25 or 48. Rather, it is because residents have
expressed in the strongest terms their concern for the fragility of these roads. Including them in a
publicized network of scenic roads would probably spell the end of these roads -'byways' in the
best sense of being offthe beaten track. They would become destin.ations, not secluded rambles.
The next sections of the report will discuss the potential of a Town byway designation, which
can be locally controlled and written, as a specific preservation tool for Southold. Each roadway
should be individually considered for such a local designafion, factoring in the participation and
agreement of Town officials and abutting property owners.
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4. CORRIDOR MANAGEMENT PLAN
The Corridor Management Plan is made up of two components:
A stewardship strategy, which focuses on maintaining and enhancing Southold's scenic
resources through partnership actions in hamlet development, transportation, and
visual/design improvements
An implementation strategy, which focuses on tools and techniques for scenic preservation --
policies for managing growth, encouraging limited and appropriate tourism, and sustaining
the effort through administrative organization.
4.1 Stewardship Strategy: Maintaining and Enhancing Resources
Stewardship initiatives create public good will that leads not only to direct economic benefits,
but to preservation of existing features or resources in the community as well. Including
stewardship actions in planning and development leads to a more efficient development approval
process, greater public involvement and acceptance, and generally higher market values for
development adjacent to protected lands.
The involvement of the community in maintaining and enhancing existing resources translates
into a sense of responsibility toward those resources. It means that there is a desire from within
the community t6 invest time and energy into ensuring the prosperity of the community, through
both strategic planning and carefully defined initiatives.
1) Visual Improvements: Using Pro-Active Partnerships
Attractive views from the road are, to a large degree, the result of good planning policies -
preservation practices that maintain key views and vista_s, maintenance procedures that prescribe
road and right of way treatment, zoning and subdivision regulations that minimize view
intrusions by defining standards for new development. These 'tools and techniques' will be
discussed in detail in a later section.
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To undertake stewardship actions to improve existing views, however, is a pro-active approach
that should involve a grass-roots effort of caring citizens and corporations in partnership with
public officials. Such an. approach is, for Southold residents, a means of improvin~ the
landscaping and visual appeal of one's own home and the overall image of one's own
neighborhood -- the effect being a more pleasurable and satisfying visual experience while
engaging in day-to-day driving, biking, or walking throughout the
As a stewardship strategy, the definition of public beautification improvements and the
encouragement of civic efforts are key tactics. These tactics are ideally interdependent -- for
instance, public sector infrastructure can provide incentive for private responses, but just as
easily individual initiatives can set the stage for actions by the Town or other govermmental
bodies.
Enhanced 'Adopt-a-Road' Programs: Town Support - Corporate Sponsorship.
The two scenic byways of Routes 25 and 48 should be broken down as a series of abutting
segments available for enhanced 'adoption' by civic or private sponsors.
For each of these segments, responsibility for basic maintenance would remain with the Town,
County or State (depending on right-of-way jurisdiction). However, each segment would also be
available for additional upkeep or improvement under an 'adopt-a-road' program administered
by Southold's local Scenic Byways Coordinating Committee as a revenue-producing activity
(with cooperation from the relevant jurisdiction). (See Section 5.1, for a fuller discussion of the
proposed committee structure.)
Such enhancement of adopt-a-road programs with corporate sponsorship have been extremely
successful in New York City and other locations, including sections of the Long Island
Expressway in Nassau and Suffolk counties. Under such a program, companies pay a fee m
cover additional maintenance (often provided by either public employees or by independent
contractors under contract to the public sector). This fee may be based on a fixed schedule, in
which segments are priced depending on their prominence and visibility - in remm for their
donations, sponsors are given publicity on roadside signs crediting their support. In fact, New
York City's program has' been so popular with sponsors tha~ the City administration is
considering auctioning off its segments, making the program a profit-making enterprise, a net
gain for the public sector rather than simply a cost-coveting venture.
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The Scenic Bywvays Committee should take this latter approach, with excess revenues going not
into the Town's gen.erai fund but into the Committee's earmarked Scenic Byways Fund --
overlaying the basic clean-up and maintenance effort with a more aggressive program of visual
improvements to the road~vays. (It would probably be best to pool ail funds and ailocate them on
a strategic phased basis to priority areas rather than tie them to the individual segments from
which they were collected). Again, such an approach wilt require cooperation from the relevant
governmental jurisdiction which controls the right-of-way.
2. Beautification Programs: voluntary efj/brts proposed by civic or business groups, facilitated
through matching support ]~rograms from the public sector.
These eflbrts should be supplemented with other partnership opportunities -- the recent Route 48
landscaping (see accompanying description) plarmed by the Iocai Mattituck Chamber of
Commerce in cooperation with the To~wn is a model for this type of project. Other Chambers or
civic groups have aiready volunteered similar projects or have expressed interest in such an
approach.
The type of incentives which can foster these sorts of partnership efforts should come from
Town initiatives -- consolidating existing public works or other agencies in support of private
participation --but should also be organized by the Town utilizing County, State or Federal
sources such as scenic byway improvement grants through the Federai Highway Administration
(FHWA) or other programs. (This will require a Town commitment to grantwriting and
solicitation and administration of available funds, an investment in manpower which will
produce handsome returns). Once the infrastructure funds are secured, as part of its "in kind"
contribution the other participating govemmentai jurisdictions would commit ongoing
maintenance in a true intergovernmental partnership.
As an example, the Mattituck Chamber of Cornmeree has proposed an ambitious program
of beautification on Route 48. Plans developed with the Town include flower plantings
within medians entering the centrai area of Mattituck from the east. This will create an
attractive gateway along Route 48 -- not only a visual improvement but also a way to
signal to drivers that they are entering a more urbanized area, requiring lower speeds and
more careful vigilance for pedestrians and bikers -- landscape-based 'traffic caiming'
which can serve as a model for other hamlet areas, as well as Town corridors. (See
Figure 9)
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3. Utilities and Road Maintenance: E,s'tablish Partnerships with Utility Agencies
As described in earlier chapters, a major issue in terms of visual appearance is the presence of
utility lines and the quality of ongoing roadside tree maintenance both by the utility companies
and by State or Town transportation department crews. While solutions are beyond the scope of
this study, an ongoing dialogue with the district supervisors for the Long Island Power Authority
(LIPA) and DOT, in conjunction with Town engineering/public works officials, is suggested to
set in motion communication and partnership on potential options. These include:
The establislm-aent of sensitive pruning procedures and policies~ coupled with a protocol for
advance notification to town and scenic by"way committees.
Pro-active planting of carefully-specified trees to avoid trimming issues in the long tenn. For
example, small maple trees have been bred to remain at a height below utility lines; the
Town of Collinsville CT took advantage of a utility company program of grants for planting
such trees. Similarly, careful siting of roadside trees can also avoid eventual problems with
utility wires. In the Town of Southampton, recent studies proposed planting columnar (non-
spreading) trees that would not be in line with utility poles, but instead planted between and
set back from the poles (often on private property, requ'rring cooperation and/or incentives
from the landowner).
Consolidation of utility poles, where possible. There are instances in Southold where
redundant poles on either side of the highway have been placed over time. Grants from the
Federal transportation or scenic byways program may be available to help cover utility
company costs where such consolidation is technically feasible.
Replacement of above ground utility wires with below grade connections. Because such
replacements are costly, estimated at $200 per lineal foot or $1 million per mile, priority
consideration should be given to key places where views are severely compromised, such as
at the neck of land entering Orient, or to highly visible "gateway" areas. Cost savings may
be realized by combining undergrounding with streetscape improvement projects in hamlet
areas or with new development in rural areas. The Town should consider requiring
developers to contribute to the costs of underground Utility replacement adjacent to their
projects (which often build in underground utilities from the start).
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4. Directional and lnformational Signage: Make the Town More "User Friendly" and Safe
Another important stewardship tactic is to make the byways as useful as possible not only for
Southold citizens but also for visitors -~ providing direction as to what roads to use, where to find
visitor support such as restaurants, lodging, or other services, and where the historic and
recreational attractions are that can e~ich their stay.
If successful, such signage can make the Town more user-friendly and popular for a certain
desired type of visitor -- interested in local heritage and a community experience - reinforcing
the positive economic impact of such 'appropriate tourism' while at the same time providing a
means of mitigating and managing negative aspects, such as traffic and crowding. For example,
appropriately designed and placed directional signs will prevent unnecessary stopping, starting,
and turning movements ~vhich can cause queuing and contribute to hazardous travel conditions
in peak season.
The Town should adopt a strategy for directional signage which controls the number and
placement of these signs, both to guide visitors to attractions and' services where they are
anticipated and welcomed, while conversely leading them away from sensitive areas where
increased traffic or other impacts is not wanted.
This directional/informational signage strategy should do the following:
Def'me the desired tourist routes in the Town, minimizing traffic and circulation impacts on the
Route 25 hamlets. For instance, on first entering the Town on Route 25 from the west at the
hamlet of Laurel, properly-defined signage could split the traffic by function -- directing through
circulation (ferries or other destination-oriented traffic) north to Route 48, and facilitating lower-
speed, less frantic appreciation of Southold's heritage-related ambiance of attractions and
services continuing along Route 25. By directing traffic to where it is wanted and can be best
handled, such signage also by implication keeps traffic away from areas where it is not wanted
and is difficult to handle -- discouraging Route 25 use for through traffic and not even
acknowledging to the general traveler the local byways discussed earlier, such as Narrow River
Road.
The signage program should provide information about the heritage and cultural
opportunities of the Town. In many ways this information is more important to residents
than to visitors. Such a program could establish a base of shared pride that can distinguish
Southold from the gi:owing anonymity and roadside commemial bias of western County
towns. It should build on, and provide a consistent visual 'package' for, the existing
informative historical signs that exist throughout the Town.
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The program will also provide an opportunity for visually pleasing and consistent signage
throughout the Town, part of a larger strategy to reduce 'sign clutter' from other directional,
regulatory' or private commercial signs (discussed elsewhere). In this context, a framework
of attractive directional and infom~ative signs, carefully located at gateways, major
intersections, and points of attraction, will accentuate the unique personality' of Southold.
Figure 10 describes the potential for new directional signage at locations such as the 'gateway'
entry to Southold near Laurel Lake Park, where an enhanced visitors' center operation is
suggested (see later description).
Map 5 defines points at which directional and informational signage can be sited so as to achieve
the above objectives. This network should be coordinated with an upgrading of associated
'information' facilities (fbr residents as well as visitors), oriented not only to autos but also to
transit.
2) Commercial Development and User Facilities
Commercial development and small businesses are vital to the well-being of a coriLtnun'll~-'s
economic base and social structure. They provide employment for local residents, are a source
of additional capital from transient visitors and, through taxes, introduce additional revenue for
maintenance and public works. In central areas, they become important places for people to
convene and to purchase necessary items.
Hamlet Revitalization
For many communities on Long Island, unregulated commercial development has resulted m
"big-box" retail development and strip malls on vacant land separated from existing village
cores. In response, hamlet revitalization initiatives typically act to ensure that development is
controlled, land is efficiently utilized, and shops while accessible by car are focused on the needs
of the pedestrian. Many of the local hamlet revitalization plans, spurred by funding from the
Federal, State, and County govemments (most recently in Suffolk County via the Downtown
Revitalization Grant Program) have encouraged rehabilitation and beautification strategies, with
priority given to the needs of pedestrians who frequent these areas as employees, shoppers, or
visitors.
Efforts to enhance the accessibility and appearance of commercial districts in the hamlets will
contribute to the scenic character of these corridors for residents and tourists year-round. In most
commercial enclaves in Southold, shopping areas are more than adequately accessible by
automobile. In general, pedestrian comfort and convenience must remain a lfigh priority for the
Town with any new development in the existing commercial cores. Careful attention to detail
and to infrastructure design should include:
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Town of SouthoId Scenic Corridor Management Plan
uniform directional and wayfinding signage to accentuate hamlet gateways and identity
facades and signage designed in harmony with the neighborhood architecture to reflect a
unified building character and historic ambiance within the commercial zones
sidewalks with benches near store£ronts where possible, to encourage free pedestrian
movement between commercial facilities as well as places to rest along the way
bicycle racks to encourage more access to commercial centers without adding to the problem
of vehicle congestion
crosswalks to allow safe pedestrian access to stores on both sides of the street
In addition to business enhancement in the hamlets, commercial aspects of the agricultural,
marine, and tourism sectors should be .targeted for further development, giving particular
attention to making each part of a full season economy.
Wineries
Wineries in Southold provide vineyard and winery tours, wine tasting, and other special events
which generate high traffic at these facilities almost all year round. Congestion occurs because
of an increased number of vehicles and slowing of traffic on major thoroughfares due to shoulder
parking in some locations. Although these visitors to Southold often.translate into additional
spending at other businesses, their presence, especially during peak season, can be very
disruptive to residents who use the roads daily. The expansion of landscaped on-site park'mg at
wineries can help alleviate congestion. In addition, special events at the vineyards, such as
dinners, weddings, anniversaries, conferences or meetings, should be coordinated with a central
mutually-agreed upon body such as the North Fork Promotion Council, to ensure that vehicles
transport'mg people to various unrelated events do not cause highway congestion or back ups at
ferry crossings. These activities, while important to the local economy, should not be disruptive
to local residents. Tlae Promotion Council should use promotion and funding as a carrot to
encourage cooperation. For example, bookings for weddings (currently popular at the wineries),
including number of people to attend, and special events, at hotels, wineries, or restaurant and
catering houses, could be conveyed to the Town. so that coordination with local authorities and
ferry .services could be effected, as an "early warning" system, to better control traffic flow at
"hot spots". Benefits would accrue to both the commercial establishments and the local
economy if all parties had some idea of what the "demand" would be at any given time.
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Town of $outhold Scenic Corridor Management Plan
Farm Stands
The Town should also work with farm stand operators to find a compromise solution to traffic
congestion from on-street shoulder parking. Such an approach could include new parking,
shared parking with adjoining commercial uses (where such exist), improved signage, and other
techniques. Regulations should mandate more stringent off-street parking requirements for
existing and new farm stands. At the same time, they should be flexible in terms of the smaller
operators, many' of whom are now grandfathered by current regulations which require new- farm
stands to provide at least four off-street parking spaces. Even this four-space requirement is
often inadequate during the peak season, when stands draw- crowds out of proportion to their
square footage of selling space. It appears, however, that most stands have available adjacent
land for additional parking (although this land may' need to be removed from agricultural use in
order to provide such parking).
Commercial Fishing Facilities
Activity in commemial fishing has continued to decline due to depleting fish stocks and poor
water quality in shellfish habitats. The traditional importance of these activities to the Town
should be revived and supported where possible through the exploration of associated industries
such as aquaculture technologies. In many Pacific maritime locations, natural hatching and
spawning cycles in tourist shoulder seasons have helped diversify the commercial base not only
in seafood production, but also in spreading commercial tourist visitations over a wider period of
the season.
Recreational Marine Activity
Recreational marine activity is also important to residents and visitors. As the traditional center
of marine activity, Greenport should remain a focus of boating facilities through improvements
to its deepwater marina facility and completion of its harbor walk along the waterfront. Other
marina facilities should be expanded in appropriate areas of the Town of Southold, in sites which
can support facility expansion without adverse environmental impacts. Expansion of these
facilities capitalizes on the scenic qualities of the Town and provides commercial diversification
and use of existing natural features.
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Town of Southold Scenic Corridor Management Plan
Overnight Accommodations
Overnight accormnodations are an important component of Southold's tourism industry. There
is a shortage of accommodations in peak season that should not be addressed by simply building
new motels to meet the demand. To build on the image of Southold, "country inns" and bed and
breakfasts can help distribute tourists throughout the Town and draw attention to rural and
seaside features.
Bed and breakfasts are excellent accommodations that do not detract from scenic character.
They offer a residential-style atmosphere to the tourist, and visually fit into the Town's
environnaent through preservation of larger existing homes.
Country inns are another alternative to larger scale hotel and motel facilities. They should be
developed on small portions of agricultural or residential lots conditional to limiting
development rights on the remaSnder of the site. With proper supervision and regulation of
visual appearance, open space could be preserved, additional accommodations added, and the
character of Southold enhanced. A revision to the zoning code would be necessary to encourage
and control this type of commercial development.
Pedestrian Enhancements
Commercial development can be enhanced by treatment of the adjacent road and right-of-way.
A typical problem cited in public meetings Ires been a lack of pedestrian amenity, especially at
hamlet center crossing points, where shoppers and workers often park on the roadway' or in
adjacent lots and use facilities on either side of the street. Figures 11 and 12 show examples of
how pedestrian oriented design of crosswalks, with 'neck-dowr, s' (curb extensions into the
parking zone to minimize crossing distance) and well marked walkways (using pa'mt or even a
change in material) can encourage pedestrian linkages between commercial developments.
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Town of Southold Scenic Corridor Management Plan
Alternative Transportation:
Pedestrian, Bicycle and Ferry Linkages
The desire to capitalize on tourism benefits is offset by the problems that increased vehicles
bring to the existing residents, roads and traffic load. The desire of Southold residents ro retain
the rural character and open space of the Town means that as tourism traffic reaches a point of
adverse impact, alternative methods of transportation should be carefully added to the existing
network. The goal should be to encourage the discovew of Southold's natural and historic
treasures via means other than the automobile.
Walkways and Pedestrian Linkages
Pedestrian waikways should continue to be developed in both the rural aad commercial settings
of Southold. Improvements such as those previously mentioned to enhance hamlet commercial
centers should be introduced to make these areas more pedestrian friendly. Centralized parking
areas should be provided or expanded in these centers, encouraging people to leave their vehicles
in one place and walk to shops or services. These parking areas should be appropriately
identified and attractively landscaped so that they do not detract from the historical ambiance of
the hamlets.
Public Transportation
Transportation hubs and stops should have well-maintained facilities such as benches, shelters,
telephones, drinking fountains, toilets, trash containers and flower planters to make them
welcoming areas for people waiting for transit use.
There is currently no transportation service linking the LIRR terminal, ferries, parking areas,
hamlet centers, or other facilities for either tourists or residents. For tourists' visiting the North
Fork without a v~hicle, the wineries, beaches, marinas, museums, farm stands and shopping or
restaurant facilities are not easily linked to bed and breakfast or motel accommodations -~
therefore few tourists visit without an auto. Likewise, residents find it more convenient to take
their vehicles around Town to run errands because efficient alternative transportation
accommodations are not available. Suffolk County's bus service connects the hamlets along
Route 25 every hour around mid-day, but the last daily bus departs Orient Point very early in the
afternoon at 2:40pm for Greenport. Service is not provided between the hamlets during early
morning or late evening time periods. At the least, one early morning and one evening bus
should be available and should better coincide with the arrival and departure times of the Cross
Sound Ferry.
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Town of Southold Scenic Corridor Management Plan
The development of a shuttle, mini-transit service, or small bus line to be run by the private
sector should be encouraged by the Town to allow transit users a better means of counection to
the wide array of Southold attractions. Perhaps a survey of potential users by the Town would
encourage private sector investment -- with promotion of the service by both the Town and the
North Fork Promotion Council. And as an incentive to use transit to get to Southold, adjacent
car rental facilities at a major regional rail / bus hub would.also help reduce auto use to and from
the Town.
Ferry Linkages
The Cross Sound Ferry provides service to and from Connecticut at regular intervals and
reasonable rates. Demand has recently increased due to Connecticut casino attractions.
Unfortunately, the increase in ferry use exacerbates the problem of automobile traffic flows
traveling the length of Long Island and increases the traffic volumes passing through Southold.
The more popular use of the ferries as an alternative form of transportation is a positive trend
toward increasing intermodal access; but many problems still remain in the connectivity between
ferry services and the buses, shuttles or trains which should meet the passengers on land.
The danger of the increasing use of the Shelter Island Ferry is that traffic bound for the
Hamptons will continue to use Southold and Shelter Island as alternative access routes to the
South Fork in an attempt to avoid the congestion of the eastbound traffic on the County Route
27. However, by improving connectivity between ferries and other non auto transportation
modes through synchronized departures, automobile traffic volumes might be stabilized or even
diminished.
Winery Linkages
Wineries can be significant generators of traffc. An alternative method of transporting people to
and from the different wineries, such as small tour shuffles linked to hamlet/lodging centers,
would help alleviate this problem. In addition, the winery owners should be encouraged to
provide bike racks in their parking lots to accommodate cyclists.
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Town of Southold Scenic CoFridor Management Plan
Bicycle Linkages
The Long Island Railroad currently allows cyclists to bring bicycles onto trains during non-peak
periods. To some degree, this is a response to train capacity issues, but in the long term it is in
the railroad's interest to find a way to encourage bikers and other means of linkage to alternative
transportation. As most weekend visitors would likely travel to Southold on a Friday and return
on a Sunday, the schedule is very unaccommodating for cyclists. On Fridays, cyclists are not
allowed on the LIRR from mid-afternoon until 8:00pm and cannot board the trains until 8:00pm
on Sunday evenings to return home. Traveling by bicycle to try to find lodging upon arrival in
Southold late in the evening poses issues of safety to cyclists and inconveniences their free
access to the rail system. The L1RR should be encouraged to make rail ~ransportation for cyclists
more accessible by providing more flexible travel times and bicycle storage areas on the trains,
so that cyclists do not have to carry bicycles into the cars amidst other commuters during peak
hours.
Map 6 shows a potential approach to bikeways in the Town, building on reCent efforts such as
the 'Seaview Trails' and taking advantage of local scenic roads. Route 25, with for the most part
ample and well-maintained shoulders, is well-suited for the serious adult cyclist, and is signed
for much of its length as an official bikeway. However, due to traffic conflicts with autos and
tracks, it is not desirable for casual leisure bikers, families or children. An alternative network of
'local bikeways', taking advantage of the already-recognized scenic qualities of the local road
network, should serve as a counterpoint to the Route 25 through route -~ a network of quieter
roads, serving residents and visitors, linking neighborhood areas to hamlet centers. In the long
term, this should be supplemented by off-road bikeways, such as along rail rights~of-way or
other easements negotiated with adjacent landowners.
As proposed in the 'Seaview Trails' plan, each of these roads would need to be carefully
examined and improved where necessary to maximize sightlines, enhance shoulder conditions,
and optimize safety considerations. Special 'share-the-road' signage should be instituted to
remind both drivers and cyclists of the need to restrict speed and maintain vigilance.
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Town of Southold Scenic Corridor Management Plan
4,2
Implementation Strategy:
Putting in Place Tools and Techniques for Scenic Preservation
Managing Growth and Development:
Policy Actions and Approaches
The proposed scenic b,vways in Southold include some of the most beautiful vistas on Long
Island and in the New York Scenic Byways Program -- both rural open space views and more
Urban hamlet context. The preservation of the view and context of the scenic byways is as
important as the proposed treatment of the road and right-of-way.
Unlike the road an.d right-of-way, however, the views and context belong to the individual or
entity -- private, not-for-profit or public -- who owns or controls the property adjacent to the
road.
As in other municipalities, controls over use of the land are vested in the Town's zoning and
subdivision ordinances -- which offer an important but limited degree of influence. Refinements
to municipal regulations can be very helpful, especially as they offer incentives as well as
controls. Such approaches should be built into any update of the Town's comprehensive plan
and zoning amendments to follow.
However, one of the tenets of scenic corridor management is that regulation is only one
technique of preserving views and context -- and for that matter, a technique of last resort rather
than a preferred approach. The use of other voluntary preservation techniques can be equally or
even more effective -- for instance:
use of open space acquisition or farm land preservation programs (from the Federal
government, State of New York, County, or Town)
· the role of local land trusts in acquiring conservation easements, to the tax benefit of the
landowner as well as the conservation benefit of the scenic corridor
technical assistance to landowners in such areas as estate planning to avoid undesired land
sale for mx purposes
· design assistance in site development and building construction or renovation in both-rural
and historic hamlet locations
or even proactive participation by outside partners in land development, to assist in
implementing feasible approaches combining development and open space/ view
conservation.
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Town of Southold Scenic Corridor Management Plan
Protected Lands / Lands Needing -Protection
The contrast between open space and built-up areas is a unique attribute in Southold.
Inadequately plarmed development has already consumed much open space and agricultural land
in other Long Island communities and threatens this type of land in Sonthold. By allowing the
clear delineation between open spaces and built-up areas to be lost to encroaching development,
a unique attribute of Sonthold will be jeopardized.
Beyond aesthetics and scenic character preservation, Iand conservation initiatives are positive
steps toward protection of the Town's resource.base and long-term economic stability. Southold
will achieve several benefits from land conservation, generating environmentally and
economically sound conditions over the long term:
Conservation of open spaces is less expensive for local government than suburban sprawl.
For example, a 1990 study by Scenic Hudson, Inc. found that an acre of residentially
developed land required a $1.11 to $1.23 in services for every dollar it contributed in
revenue, whereas an acre of open land required only $0.17 to $0.74 in services.
Agricultural land unlike open space, actually contributes to tax revenues, while st/Il requiring
less in services than residentially developed land - a de facto subsidy.
Conservation efforts result in greater cost-effectiveness in new development. Constructing
cluster subdivisions for new residential areas preserves wildlife corridors and agricultural
fields, consumes less land and requires less irrffastmcmre and, in some municipalities
through a bonus provision, may increase residential densities.
Open space preservation can ensure the stabilization of Southold's impressive AAA bond
ratings. Limitations on development demonstrate a commitment to maintaining quality of life
and controlling development costs, resulting in higher bond ratings by financial institutions
and easier debt servicing by the local government.
Development of hazardous areas will likely be averted with land conservation initiatives.
Poorly designed and unplanned development often builds upon flood plains and drainage
corridors. These areas should be given consideration when land is prioritized for protection.
Natural systems benefit from open space protection. Wetland areas re-charge drinking water
aquifers and wildlife corridors provide open space linkages needed to maintain biodiversity
in the region. Southold will retain its ecological health with the long-term management of its
undeveloped open spaces.
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Developed properties that are adjacent to protected lands will likely increase in value because
of the easy access to park lands, vistas and greenway corridors -- recognized by real estate
brokers as a valued commodity.
Recreation, tourism and agricultural opportunities will also be protected or erahanced, which
in turn will benefit the Southold economy. Conserving landscapes and viewshed
preservation encourage cycling, hiking, and appreciation of the distinct North Fork "flavor"
for both residents and visitors.
The following approaches incorporate not only recently enacted tools but also other potential
tech_njqnes to achieve scenic preservation o~ectives in the Town.
Public Acquisition of Key Parcels
The Community Preservation Project Plan (CPPP) :
The recently-adopted Peconic Bay Region Community Preservation Act, allocating the proceeds
of a new land tax, is the basis for an innovative program for the Town of Southold known as the
"Community Preservation Project Plan" (CPPP). The legislation enables the Town to generate
funds from a real estate transfer tax levied upon certain real estate transactions that are then used
to finance and implement open space preservation.
Although dubbed in the local press a 'land bank' process, this is a misnomer. A true *land bank'
system is a complex process involving a transfer (both purchase and sale) of land or development
rights. (If development rights, eventual use may take place on a completely separate designated
parcel). Although such a land bank process is possible under the legislation, and may be used by
communities such as Southampton which have a 'transfer of development rights' program in
place, this is not the situation in Southold. Southold's 'CPPP' system, the Town's
implementation approach to the NYS Preservation Act, is in actuality a purchase-only process
which takes land or development rights off/he market, with no intention of eventual resale for
other use. It encourages interested private land owners to voluntarily ~vork in conjunction with
the Town to preserve and protect property for the mutual benefit of both the community and the
owner.
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Eligible parcels were derived by the Southold planning staff by first isolating all vacant parcels
within the Town of ten acres or more, then expanded to include parcels less than ten acres
identified as having unique scenic or ecological value. Through public work sessions and
information meetings, various Tow~ personnel, advisory corrnnittees, and members of civic,
environmental., business and community organizations provided input toward the generation of a
working map and List of Eligible Parcels in accordance with preservation efforts and planning
initiatives currently underway in the Town. The map and plan, which emerged from this
process, were adopted by the voters in November 1998.
The actual preservation and protection of open space occurs through the following process:
The Commtmity Preservation Fund Advisory Board receives an application by a private
landowner whose parcel is designated as a land in need of protection.
· The Board is guided by the Conservation Opportunities Process which helps define the
attributes of the land parcel that should be preserved or protected.
The parcel is prioritized with other parcels to determine which ones are most threatened and
which should subsequently receive highest priority.
A Base Map, an Environmental Conditions Map, and a Conservation Opportunities Plan are
prepared by the landowner, the Board, or a third party. These are reviewed by the Board and
discussed with the landowner to ensure that the goals of both parties are consistent.
The use of any of several conservation techniques may be employed by the Board to ensue
that the parcel can be preserved and protected within the Town.
As an ongoing program, the CPPP provides a strategy for addressing lands in need of protection
by reviewing voluntary applications from landowners and prioritizing parcels which provide
both the greatest public benefit and have multiple values. So far, in its first six months, it has
resulted in a number of important conservation transactions.
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Town of Southo[d Scenic Corridor Management Plan
Eligible CPPP Properties and Vulnerable Land
In all of the instances mentioned, the vehicle used can be the Community Preservation Project
Plan financed through the two-percent transfer tax.
In seeking financial, assistance from the State to protect open spaces, the terms of the Peconic
Bay Region Community Preservation Act have been used in the CPPP as guidelines for
designating lands as priorities for protection and preservation. Lands designated in the following
categories are recognized under the Act and include:
Open space and agricultural lands.
Parks, nature preserves, recreation areas.
Lands of exceptional scenic value.
· Fresh and salt water marshes.
Aquifer recharge areas.
· Undeveloped beachlands or shorelines.
Wildlife refuges with significant biological diversity.
Unique or threatened ecological areas.
· Natural, free flowing rivers or river areas.
Historic places and properties, whether listed on the New York State Register of Historic
Places or protected by municipal la~v.
· Any of the aforementioned types in the furtherance of a greenbek.
The Community Preservation Project Plan Map starts with a base of already-protected lands.
Using the above criteria, it then designates unprotected land of value to the Town because of its
unique ecological, agricultural or scenic value. Current owners of lands which meet the criteria
for proposed preservation are in no way obligated to sell their land or participate in the Plan.
They are encouraged to do so, however, by the Town, which offers an expanded range of
opporW~ties to the owners if they choose to' sell their lands voluntarily under the Plato
The Community Preservation Project Plan (See Map 7) displays land parcels already protected in
Southold by virtue of ownership (shown in green) and proposed land parcels which meet the
Town and State criteria for designation (shown in yellow).
If after 12 years the sunset clause on the legislation is enacted and the purchase and protection of
lands have been successful, the legislation should be re-introduced to continue acquisition of still
undeveloped land parcels included in the protected lands inventory. This would provide a longer
term solution which the Town can continue to build upon.
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Town of Southold Scenic Corridor Management Plan
Development pressures remain high on open tracts of land in Southold Town due to the fact that
it is one of the few Long Island communities with an abundance of relatively inexpensive open
space, that is relative to other neighboring communities. Open space areas that are most
vulnerable to development are:
land near hamlets and existing retail areas
land near major arterial routes (such as highways or main hamlet streets)
property adjacent to waterfront views
These areas particularly vulnerable to development should be given high priority in the Town's
overall efforts to preserve the tracts of available open space. As open space gives way to
development, the Town's scenic character a keystone element attracting tourists to the area that
is defined by the contrasting elements of built-up areas versus open spaces -- is lost. Areas such
as hamlet centers, which are more suited to host economic activity, will continue to be
underutilized and expenditures from expanding infrastructure such as water supply and roads
into more rural areas will increase the long-term burden on Southold taxpayers over the long-
term.
Southold's recent efforts to arrest development along the Route 48 Corridor through its nine-
month moratorium on development effective September 1998 has enabled the Town to examine
existing zoning and recommend amendments to maintain the balance between commercial and
agricultural uses. This proactive move by the Town will ensure that economic development
outside of the hamlet centers along the Route 48 Corridor complements business within the
hamlets.
Given the inventory of lands needing protection illustrated on the Community Preservation Fund
Map (1998), pockets of open space that might be vulnerable to development pressures should be
identified. Such pressures may include a sudden surge in development proposals for similar uses
or nearby parcels, increases in market potential due to competitive cunditions, or simply rising
land values due to economic conditions.
Once identified, these parcels can be protected with more stringent zoning requirements. These
might include rezoning fo~ lower densities, changing uses, requiring a planned unit development,
or applying specific planning and design guidelines for sites within an 'overlay zone' (described
later in this chapter).
The more stringent zoning should be implemented by first delineating the boundaries of areas
which heed to be collectively addressed. The adequacy of the existing zoning should be
evaluated, followed by zone changes to protect the open spaces where possible.
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Town of Sou&old Scenic Corridor Management Plan
Establishing. Acquisition Priorities: Maximum Overlap of Criteria
From the Town's public sector perspective, creating priorities from competing demands is a
complex political process with two prerequisites:
leadership (positioning items in a defensible strategic agenda)
support (the expressed response of the voting constituency)
An agreed-upon Scenic Byways Corridor Management Plan can help local leadership by
providing a rationale for priority action, putting issues on the table in a comprehensive
framework. And the process by which the plan has been created can help provide support --
building on the network of involved groups and individuals whose common agendas form the
basis for the plan.
From the perspective of the scenic byways, the criteria defining targets for proposed open space
preservation should include the following:
areas of important views along the proposed State or local byways
· areas which can preserve existing "urban edges" (the critical juncture between hamlet and
open land)
· at major gateway areas
views from rail line
· views of water (for instance, at end of street corridors)
adjacent to already-preserved scenic open space (consolidating protected land)
· within key scenic areas to protect further subdivision or development
· open space vulnerable to development
To date, Southold's open space acquisitions have reacted to opportunities that have been pend'mg
before or during the establishment of the CPPP program. Key available parcels have been
purchased and the Town's inventory of open space has been strengthened in significant ways.
However, as the Town begins to look at open space purchase once these initial acquisitions are
completed, it should employ a more strategic perspective.
Rather than establish a hierarchy of uses (for instance, that agricultural land acquisition is most
important, followed by environmental or other characteristics), Southold should put in place a
strategic, priority-based approach for preservation -- what gets purchased when'-- based on the
maximum overlap of criteria, emphasizing priority action where acquisition meets more than one
agenda.
One of these agendas should be the parcel's relationship to scenic byWays -- its location
within a scenic overlay area which defines views and vistas (both rural and village) that
contribute to the Town's perceived character and heritage.
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Town of Southold Scenic Corridor Management Plan
Another agenda should be reinforcement of existing and proposed preserved land --
expanding control of open space adjacent to major holdings, adding to a cluster of conserved
properties which preserve maximum views. (See Figure ~3)
And a third should be open space as it relates to major institutions, landmarks, or community
focal points.
An Open Space Acquisition Strategy
The Town should codify this process by preparing and adopting a more derailed 'Open Space
Acquisition Strategy.' This strategy could establish the basis for further decision-making --
specific targets for negotiation and acquisition of open space and scenic views. This approach
should be a more pro-active, Towmwide expansion of the excellent 'Conservation Opporturfities
Planning Process' described for individual parcels in the CPPP.
Such a strategy, which can be defined now that the current round of parcel identification is
completed, would be the next logical step, consolidafmg the results of the Commuulty
Preservation Project Plan and parallel planning studies currently underway in the Town,
including:
This By~vays Study (the specific scenic priority parcels deemed in the Scenic Landscapes
map presented in Chapter 2)
Long-term development analysis associated with the ongoing water supply study
State and County transportation studies, examining auto and alternative transportation modes
Zoning analysis growing out of the Route 48 development moratorium
Potential future comprehensive plan and/or zoning updates
The strategy would spell out on a map where overlaps in preservation criteria exist and where
there are particular locations of emphasis which would represent an integrated 'public investment
strategy'. (This approach is an increasing trend in public policy implementation -- many
municipalities around the country are adopting coord'mated efforts to consolidate open space
acquisition, park creation, and street landscaping programs w/th other community developmem
and public works initiatives).
For instance, from the perspective of enhancing Southold's scenic bywaYs, this 'Open Space
Acquisition Strategy' would give preference, as part of a broad public and civic strategy, m
preservation of parcels which contain not only pr/me agricultural land adjacent to a marshland or
habitat refuge or relate to other open space criteria, but which are also along an adopted scenic
byway and contain important community views.
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Town of Southold Scenic Corridor Management Plan
Involving Partners and Matching Funds
As described above, the most dkect public approach to conservation is facilitating the actual
acquisition, through the Toxvn or associated partners, of key parcels of land. Such an acquisition
may be financed and permanently held by the Town.
The creation of this strategy should be part of a broad public-private-civic partnership, in which
various stakeholders -- Town, County, land trusts, corporations, landowners, farmers and others -
- will participate in its definition and implementation, leveraged by the seed investment made
possible by the land transfer tax program as structured by the CPPP.
Another approach, however, is to facilitate participation by an associated partner. In such an
approach, art important piece of land along the scenic corridor may come up for sale, with an
initial option payment needed to hold it until an appropriate conservation-minded buyer can be
found.
The success of such a technique depends upon the presence of a willing seller who offers the
property voluntarily (or with a right of first refusal) at a below-market price that takes into
consideration potential tax benefits that can be granted by the Town, State, or Federal
government. (If a mandatory program, this would nm counter to traditional property rights: But
as a voluntary program, it is similar to approaches currently in place in other northeastern states,
and gives property owners within the corridor a potential built-in buyer).
Success also depends on the ability of the Town or interest group to quickly put in place a buyer
-- known as a conservation buyer. This buyer may be a single entity, or a partnership of
participants and funding sources. In addition to the Town itself (through the 'Fund Advisory
Board' or other entity), such participants may also include other State agencies or another non-
profit (such as a land trust) that is capable of managing the land in its rural use, or even a private
development entity. If such a buyer is not readily available, the program becomes a 'land bank' -
~ theoretically a feasible way to control development phasing, but with the disadvantage of tying
up funds for long periods of time which could be used for additional purchase (however, if
eventual returns are reasonable, such an approach can still .be a good investment, both financially
and in terms of growth management).-
Such a buyer can eventually turn around and resell the property with conservation easements and
development guidelines in place on the most scenic and most sensitive lands. (In times of rising
property values, the land can often be s01d sooner rather than later for the same or greater value,
yielding a return to the investor, which can be immediately returned to the revolving fund for use
on other properties -- a win-win situation for all parties. Most of the open space system in
Lincoln, Massachusetts was created in this way.)
Ferrandino & Associates Inc.
Hutton Associates Inc.
with
Cotilla Associates Inc.
8 l April 2001
Town of SouthoId Scenic Corridor Management J~lan
Revolving open space acquisition funds are sometimes used as an emergency source of funding
in just such a situation. Bond issues are often used as a basis. The recent two-percent land
transfer tax described above to help facilitate such purchases can represent another way to fund
such efforts.
But other matching fund sources can also be tapped:
Federal assistance such as the recent armouncemem by Congressman Forbes of $11 million
through the Intermodal Surface Transportation Efficiency Act (ISTEA). These f~mds,
designated for distribution throughout Suffolk County communities, could assist in the
purchase of land (such as that needed, for instance, for development of a bicycle network.
Creating a start-up fund could come directly from Towa or County budget allocations. As an
example, the Town of Brooklyn, CT has budgeted a small fund for these purposes (developed
as an outgrowth of its Town Conservation Plan, developed by its conservation commission.).
In Colorado, other State funds, such as lottery revenues, are used to fund open space or
development rights purchases (of course, lotteries also raise other political issues).
Other Approaches: Easements, Development Rights, or Rezoning
Techniques for assembly and preservation of open space should include not only direct 'fee
simple' acquisition, as described above, but also purchase of easements or development rights.
.For instance, in addition to undeveloped or agricultural land, scenic preservation may also
consider parcels which are already developed, on which redevelopment or further subdivision
might be possible. Such furore actions or opportunities should be anticipated, so that public or
civic action could also help to positively facilitate appropriate redevelopment (or help with
removal of less than appropriate development). As developed parcels, such lands may not be
eligible for the CPPP approach, but they are still important targets for long-term plamaing and
pro-active scenic development.
Techniques other than actually purchasing land can also be analyzed for applicability. A useful
annotated outline of such techniques was prepared for the Preservation Project report. Most are
variations, for tax or estate planning reasons, on the direct purchase option facilitated by the
CPPP approach. Following is a descriptive analysis of three of the alternative approaches, as
seen from the perspective of the Scenic Byways strategy:
Ferrandino & Associates Inc.
Hutton Associates Inc.
with
Cotilla Associates Inc.
82 April 2001
Town of Southold Scenic Corridor Management Plan
Purchase of Developmental Rights (PDR)
Similar to fee simple purchase, PDR is a means of building upon the design considerations
buying development rights while keeping the underlying property on the tax rolls, often in
productive agricultural or other use. In use in Sonthold since the 1980s, it is a technique used
often by land trusts as well as by the public sector, and is favored as a simple and fair means of
compensating land ow~aers for their investment and asset. However, its main drawback is that
like open space purchase, it is dependent on bond financing, philanthropic contributions (15om
land trusts, organizations and individuals, and foundations) or other means of funding (transfer
tax, sales tax, etc). The advantage is that less money is required than actual land purchase.
Transfer of Development Rights (TDR)
Transfer of Development Rights is a complex (and politically sensitive) procedure to fund such
purchases, involving both sending and receiving sites -- brokering a deal between those who
want to sell and those who want to buy, often with an intermediary land banking (or
development banking) mechanism. As discussed with both the Town and with the North Fork
Environmental Council, which has opposed recent TDR proposals, the problem in Southold is
how to define an appropriate receiving site. Unlike Riverhead (considering TDR tools) or
Montgomery County, MD and Southampton, LI (such tools in place), which desire development
and have agreed-upon land available, Southold neither wants extensive new development nor has
sites available. However, some formula of mitigating economic restrictions on one site with
development benefits on another may be a useful tool -- more study is needed with respect to
balanc'mg overall benefits with property rights, relative to other potential techniques.
· Rezorfing Land Use Designations
Another preservation approach is simply to zone (or rezone) land for an open space or
agricultural use. The recent moratorium on Route 48 halted development in order to decide how
to address land that might be developed in the near future. Ultimately, zoning changes will
govern the type of development that will be permitted.
To guide the kind of land uses it wants to see, the Town must indicate in its master plan or
related documents the locations where open space should be preserved based upon specific
criteria and other complementary Town policies. The results of the CPPP plan, this Scenic
Corridor Study, and other current planning efforts should be merged into a Town-wide open
space acquisition strategy.
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Hutton Associates Inc.
with
Cotilla Aasociates Inc.
83 April 2001
Town of SouthoId Scenic Corridor Management Plan
Creation ora 'Scenic Overlay'
An approach to refining zoning and development controls and incentives for preservation within
the scenic corridor viewshed is to create a 'scenic overlay'. This approach involves three
suggested steps:
first, creation of a mapped 'scenic overlay area, comprising the ;view-shed' of the scenic road
(areas that can be seen from the road), detailed with a survey of priority vistas from the road;
second, fleshing out this overlay with a new voluntary development approach -- which would
supplement, ~vithout changing or replacing, the underlying existing Zoning provisions. The
objective of this additional and alternative set of development guidelines to the existing
of-right' zoning would be the preservation of priority views and conservation of open space
through careful siting, clustering and/or easements.
third, putting in place agreed upon incentives available to landowners or developers for
voluntarily adhering to these optional guidelines:
incentives available from the Town, through zoning processes or through coordination of
State, County or local progrmns for land or develdpment rights purchase (such as benefits
targeted through the CPPP program), as well as
- incentives available from participating civic groups such as local land trusts, other
special-interest environmental, historic er philanthropic organizations, or private entities
such as utility companies.
Planning and Design Guidelines for Rural Areas Within the Scenic Overlay
What is needed to ensure that the rural portions of scenic roads stay scenic is a simpler level of
planning criteria than used (See Figures 14 and 15), for instance, in detailed architectural design
review for a historic district:
what is relevant is whether new development patterns are sensitive to the form and texture of
the landscape, and that patterns of settlement are sympathetic to the traditional ways of
building within the community (scale and site plan organization).
· what is not relevant (to the preservation of views and vistas) are the design details which
cannot be discerned by the casual viewer.
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Hutton Associates Inc.
.with
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84 Apr. 2001
FIGURE 14
ORIENT POINT
GATEWAY- 1
HEADING INTO ORIENT HARBOR
FROM RT 25 EAST
Emphasize the expanse of water and marsh[and as a
gateway to Orient Point
The first sketch shows the exi yting conditiot~s at the
causeway:
· unattractive metal guiderails and tail chain link fencing
on either side of roadway;
· utility poles on north side of road;
· poorly definedpulloffonfar side of bridge;
· poorly articulated shoulder/bikeway.
The second sketch shows possible approach to improvittg
scenic gateway appearance:
· remove wires and poles if possible (expensive but
would remove not only eyesore but also maintenence
headache); . d
· retnovefencmg an replace metal guiderails with
steel-backed wood;
· paint bikeway or repave with colored pavement;
· articulate pulloffwith defined curb cuts separated by
median planted with native grasses, plus additional bird
nesting poles as symbolic feature.
F1ERRANDINO & ASSoCIATI~.S llqC-
1-1UTTON A$$OCIATBS INC.
Cotilln As~oo~t¢~ I~c,'
E N I C SOUTHOLD
CORRIDOR
AN AG EM E biT
P.LAN
HEADING EAST ON RT. 25
BEYOND ORIENT HARBOR
If you can't move the utility poles, at least try
to hide them.
The first sketch shows the existing conditions
along the roadway:
· poles on both ~ides of road, with crossing
wires;
· wires stand out against the sky on either
side;
· only open land to the south; houses on north
set back from roadway;
· poorly articulated shoulder/bikeway
The second sketch shows one possible
approach to improving scenic gateway
appearance:
· consolidate wires on poles to north side of
road[
· plant allde of tall columnar trees behind
poles (probably on private land);
° paint bikewaY or repave with colored
pavement.
FIGURE 15
ORIENT POINT
GATEWAY-2
FERRANDINO & ASSOCIATES INC.
HUTTON ASSOCIATES INC.
Cotllla Associates Inc.
SCENIC SOUTHOLD
CORRIDOR
MANAO EMENT
P.LAN
Town of $outhold Scenic Corridor Management Plan
The proposed overlay zone could use simple guidelines and case studies ~- as a framework for a
voluntary approach to open space and view preservation:
it wouid provide public officials or local boards and commissions the basis on which to grant
approvals or negotiate adjustments to proposed development;
it would also give property owners and developers clear direction as to those views and
aspects of the scenic road that the larger community deems important.
Examples of possible creative approaches for property owners:
siting to emphasize views, open space, and tree preservation (and new landscape plantings)
reducing the number of curb cuts; sharing driveways; landscaping of frontages
· "build-to" lines (similar but opposite to setback lines) at entries and within centers and
crossroads, to define spaces with buildings
deeper setbacks to preserve open space or roadside vegetation in formerly open areas
location of major parking behind commercial structures, not on the road frontage.
Examples of possible incentives given by towns for using such creative approaches rather than
developing as-of-right, that is under current zoning, include the following:
· streamlined approvals process (faster approvals save money);
greater building density allowed;
flexibility in yard requirements, frontage requirements, etc.;
· site planning, landscape or building design technical assistance;
· flexible standards for building internal roads or utilities (reducing up-front costs of
development.)
Ferrandino & Associates Inc.
Hutton Associates [nc.
with
Cotilla Associates Inc.
85 April 2001
Town of Southo[d Scenic Corridor Management Plan
Planning and Design Guidelines for Hamlet Areas
Southol&s two distinct characters are that of the hamlets and that of the rural countryside.
Hamlets are generally more compact with buildings close together and more community activity.
They have clear boundaries defined by surrounding open space. Where the buildings are further
apart beyond the hamlet centers, there is a distinct sense of"countryside" and natural beauty. On
Map 2: Scenic Landscapes, open spaces, landmarks and edges have been identified that
constitute important scenic elements within the Town.
Preserving the distinct essence of hamlet areas through urban design is vital to Town character.
General urban design principles address not only the existing prominent scenic routes, but also in
other parts of the hamlets where new development or change to existing areas is being
contemplated within the Town. These design considerations include the following:
Maintenance of urban / rural distinction -- ensuring that edges of hamlets are defined by
adjacent open space and scenic views.
Patterns of new development -- where possible, consolidating new development close to
hamlet centers with small lots, mixed-uses, interconnected streets and dense, walkable
neighborhoods to maintain the vitality and affordability that is lost to large-lot suburbia.
Landmarks -- designed and positioned in central and visible locations such as the ends of
streets, public destinations or congregation points within the hamlet.
Sidewalks -- wheelchair accessible and a minimum of five feet in width, and i:ree-lined with
optional seating (benches) Or planters. Specific character or stylistic elements can be
delineated by hamlet to provide fimher visual continuity to a streetscape.
New street patterns and widths -- wherever possible creating redundancy and interconnection
with clear, direct and understandable patterns. Streets should accommodate emergency
vehicles and on-street parallel parking, but generally be as narrow as possible to encourage
pedestrian use and slow traffic.
· Building alignment -~ facades parallel to the street and adhering to setback lines that define
an edge to the public space along hamlet streets.
Fences and landscape screening -- Use native grasses or landscape materials wherever
possible to buffer parking. Use street trees sited and sized to work with utility wires in the
short to medium term. Fences should be shorter than four feet and colored/shaped according
to established character of village context.
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Hutton Associates Inc,
with
Cotilla Associates Inc.
86 April 2001
Town of Southold Scenic Corridor Management Plan
Parking lots -- located to the rear of buildings or where not possible, on the side (screened
from the street). Parking lots on comer lots should be strongly discouraged, as these areas
should be designed with an emphasis on pedestrian use. They should be designed with
permeable surfaces wherever possible -- eventually a goal of the Planning Board in granting
any site plan approval.
Residential garages -- built behind houses or kept to the rear of the lot where possible; garage
doors should never dominate the facade of a building. This is imperative i.n Southold, where
the integrity of older historic buildings may be jeopardized where the automobile taxes
prominence.
Detailed design guidelines tailored around these principles should be used in the review of new
projects coming before the Town for approval.
Optional Development Approach: Incentives and Trade-offs
Southold can put in place an approach which allows additional flexibility, faster approvals,
increased density or other tradeoffs in return for view preservation, through such approaches as
open space conservation or renovation of historic structures.
This is an optional approach, to supplement existing clustering or other programs now in place.
It does not imply that these programs are not working -- they are -- but that more might be
accomplished by increasing the number, type and effectiveness of available tools to achieve
scenic view preservation objectives.
These trade-offs or incentives would remain completely optional, and would apply only to
qualifying projects within the scenic viewshed overlay. Whatever trade-offs are made, the
development, in order to qualify, would have to participate in site plan/design review as well as
meet the goals and objectives of the Corridor Management Plan and basic environmental criteria
already mandated through local, State or Federal regulation.
The trade-offs should apply both to siting and design of single-lot or building developments
(which ultimately have as much effect on scenic quality as do larger developments) and to larger
multiple-building development (a major objective is making cluster development more feasible
within this overlay district).
The trade-offs would vary with location, with certain approaches appropriate for rural areas
within the viewsheds and other approaches appropriate for more urbanized hamlet or village
areas. In hamlets, as suggested by preservation advocates, the trade-offs could eventu~lly
incorporate more detailed and appropriate historic criteria.
Ferrandino & Associates Inc.
Hutton Associates Inc.
with
Cotilla Associates Inc~
87 April 2001
Town of Southold Scenic Corridor Management .Plan
As a formal approach, in order to qualify for incentives, property owner/developers would follow
an 'Option B' set of voluntary guidelines (as opposed to 'Option A' as-of-right development).
These guidelines would include the following:
a requirement to work with Town planning and zoning officials and associated volunteer
professional advisors from the earliest conceptual stage of development, establishing
potential approaches with respect to specific site conditions and viewshed situations
preservation of existing trees (with new landscape plantings to better define views and buffer
new development)
preservation of defined open space and views through easement, dedication, sale 9r
participation in open space, historic, envirom~aental, agricultural or forest land conservation
program
siting of units to preserve these defined open spaces and/or views, including clustering and
utilizing tighter groupings of houses, especially with respect to m/nimizing visibility of units
based on woodland edge, tree height and ridgeline
· "build-to" lines -- similar but opposite to setback lines -- within certain built-up areas (such
as within the hamlet centers), to better defme roadway and public spaces with building edges
(reinforced with conceptual site plans and design guidelines as appropriate)
· adhering to historic renovation guidelines where relevant
reducing the number of curb cuts by sharing driveways
defining the location and design of curb cuts and intersections for maximmn safety and
minimum visual impact
In return, following is a summary list of possible trade-offs and incentives which would be made
available to the landowner or developer within the overlay zone, for using these 'Option B'
creative approaches rather than 'Option A' as-of-fight:
· Incentives in Rural Areas:
flexibility in yard requirements, frontage xequirements, etc. to allow siting with respect to
open space and views
flexible standards for building internal roads or utilities (minimizing pavement, runoff, and
reducing up-front costs of development)
Ferrandino & Associates Inc.
Hutton Associates Inc.
with
Cotilla Associates Inc.
88 April 2001
Town of Southold Scenic Corridor Management Plan
prioriW access to conservation easement acquisition and open space, agricultural and forest
land programs (through the CPPP program and public or civic/trust partners)
finally (although it is understood that water requirements limit the ultimate number of
dwelling units), allowing a building density increase for overlay cluster development as a
reward for preserving additional open space - incorporating priority views as well as prime
agricultural land or environmental features (possibly, as has been recently discussed, a
system of selling water rights could be used as a modified version of transfer of
developmental rights).
· Incentives in Hamlet Areas:
allowing density increase and/or setback or other incentive in return for reinforcing hamlet
areas with more traditional pedestrian-scaled town densities and scale of development
allowing flexibility in parking or other shared services where there is a mix of uses, including
residential on second floor over retail or office development
assistance with infrastructure -- roads and utilities -- through public or civic sources to help
make development feasible
· Incentives for All Areas:
· streamlined approvals process (faster approvals save money)
site planning and landscape/bnilding design technical assistance
technical assistance and facilitation of increased legal or administrative requirements
involved with clustering or other development issues
· subsidized landscape material and installation assistance
These incentives cannot ail be provided by the Town, which is limited in its staff and budget
capacity. However, a joint effort can succeed where individual partner capacity is limited.
As noted above, the aggregation and coordination of these benefits will require the continuing
partnership of public, civic and private participants now represented on the Southold Advisory
Committee, supplemented as feasible with other resources:
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Hutton Associates Inc.
with
Cotilla Associates [nc.
89 Aprd 2001
Town of Southold Scenic Corridor Management Plan
Some of the benefits derive from the judicious use of existing public powers (timing of
review and approvals and discretionary aspects of zoning) and some require coordination of a
variety of local, State or Federal programs such as open space acqnisition or agricultural
preservation
Some come from civic/not-for-profit sector programs - the participation of land trust and
other philanthropic or service organizations by including scenic viewsheds in their list of
priority projects
Some come from private sources such as utili~' or other companies which can help with
landscaping, maintenance or other actions.
The detailed definition of new development guidelines should be prepared in conjunction with
these partieipants, as part of any upcoming Town plan update/zoning revision.
A Possible Refinement: Combining Incentives with Zoning Changes
In instituting an overlay zone, another approach for consideration might also be not only to "give
with the one hand," but also to "take with the other" -- not only to increase potential
development densities as an incentive if development tbllows preferred guidelines (Option B),
but also to reduce available development densities for the as-or-right basis (Option A). This
latter step would actually act as a disincentive to the status quo and an incentive to provide
desired development. It should ordy be considered, however, in the context of the overall
comprehensive planning and zoning review recommended elsewhere.
Architectural Review Board/Design Review Board
The Southold Architectural Review Board (ARB) is currenfly the subject of public scrutiny and
policy definition as to its role and powers. In its current capacity, the Architectural Review
Board is able to offer comments to the Planning Board which are not binding recommendations
to any project, but are noted by the Planning Board in the site review process.
This current mandate of the Review Board in relation to the Planning Board has not been clear in
the past and needs to be more clearly delineate~l. An alternative to assigning scenic byway
enforcement to the ARB would be to define a role for a new group to help administer the
proposed 'scenic overlay'. This new board, possibly called a Design Review Board, would be
similar to an approach currently being considered by the Town of Southampton. The Design
Review Board might be responsible for the review of projects within the proposed 'scenic
overlay,' using the above-described design considerations (and following this, a set of design
guidelines) as review' criteria for their recommendations to the Planning Board. The Board
should review and offer comments to the Planning Board in a timely fashion so as to ensure that
Ferrandino & Associates [nc. 90 April 2001
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with
' Cotilla Associates Inc.
Town of Southold Scenic Corridor Management Plan
the Planning Board is able to make any recommendations binding on the applicant to receive site
plan approval.
In the hamlet areas, on the other hand, the ARB shouid work closely with preservation
advocates, landowners and Town officials to create detailed guidelines. Although such detailed
guidelines are often thought to be restrictive, in an historic community such as Southold the
architectural congruency of the hamlet areas is vital to the integrity of the Town's visual
composition. It does not mean that the appearance of a community will be homogenized.
Rather, it is an attempt to retain a sense of place, visual harmony~ and unity of building character
which respects the historic context and allows design freedom within the context of the
individual hamlets as well.
With proper public discussion among all parties (those regulated as well as those regulating), it
should be possible to define appropriate and mutually-agreed upon guidelines similar to those
outlined above. Some of these may be mandatory criteria, and some may be discretionary (at the
option of the applicant} but with incentives built in, as described above, to encourage their use).
And with such guidelines in place, all participants in the design process -- owners, builders,
neighbors and public officials -- will have a clear and unambiguous framework within which to
operate.
Other Modifications to Zoning and Subdivision Regulations
Zon'mg, the system of legal regulation that allows or controls the type and intensity of land use,
is the Town's primary public growth management tool. currently, agricultural conservation
zoning consists primarily of residential development at a relatively low density. For the most
part, units must be sited to avoid environmental constraints such as poor soil conditions,
wetlands, etc.
In addition to incorporating new zoning techniques such as a scenic overlay or considering the
rezon'mg of particular land uses to permanently ensure agriculture or open space (discussed
above), modifications to exist'rog zoning and subdivision regulations can help maintain views
and vistas.
Buffer Zones for Agricultural Use
Buffers may be required between Southold's farming areas and residential built-up areas to avoid
conflicts that may arise between the different land uses. Although open space areas do not
always equate to agricultural functions; a large portion of Southold's scenic open spaces happen
to be agricultural lands. Even though Southold has a 'right-to-farm' ordinance which allows
agricultural uses to abut residential areas, it might be useful to encourage buffers on non-farm
properties to mitigate farm activities that neighboring residents might find offensive and
unwanted next to their homes. No development would be allowed within the buffer area (which
could be filled by landscaping and native vegetation) to ensure that residences would be set back
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Town of Southo[d Scenic Corridor Management Plan
far enough from the farm to avoid nuisance activities (which might be considered by an adjacent
resident to be a nuisance) such as noise, dust, or overspray of chemicals.
Because buffers can be difficult to implement between two existing parcels of land, a buffer zone
may be required on a newly purchased parcel that is adjacent to the agricultural land designated
in the CPPP or a designated "scenic overlay." Lands to be included in the buffer would be
designated by the municipality based on size, type of land use in the agricultural open space, and
the types of activities occurring on that land.
Anyone buying land next to a designated Protected Land being used for agriculture in Southold
would be informed of the use and buffering requirement before they purchased that land, likely
through a notice filed with the deed.
Local hamlets might not have to deal with conflicts between residential mid agricultural uses if
buffering programs are implemented to prevent potential problems caused by incompatible
activities. Buffers can be required by the Towx~ as part of any cluster or plarmed development
project, or any zoning changes adjacent to designated protected lands w~th a primary land use
designation as "agricultural". And the buffers would provide the visual function of preserving or
enhancing views and Southold's characteristic ambiance of a distinct edge between urban and
rural land.
Revisions to the Bed and Breakfast Ordinance
The current Southold zoning code has recently made the regulation of bed-and-breakfasts much
more user-friendly than in previous years, when owners were compelled to go through an
extensive approval process for any such facility. The regulatory process has been re-designed to
make licensing and regulation of bed-and-breakfasts easier and to encourage residents'
participation. A concern remains that with the increasing popularity of bed-and-breakfasts (a
good alternative form .of accommodation), traffic and density in residential areas, if not
mitigated, might become a problem to other neighbors~ Southold may want to examine revisions
as needed:
· A definition of what may and what may not be called a bed-and-breakfast facility, and that it
must be occupied by the owner and not a designated manager.
· Breakfasts only are allowed, although there may be wine and cheese in the afternoons.
· After one year, there is a re-application with a heating for any bed-and-breakfast operating
permit to allow the community and the owner a trial period.
· At the .end of the second year, there is a subsequent re-application for the operating permit
every subsequent two years.
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Hutton Associates Inc.
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CotilIa Associates lnc.
92 Apr~200l
Town of SouthoId Scenic Corridor Management Plan
The ovmer of the bed-and-breakfast must maintain a register to ensure a 15-day maximum
stay by guests. This measure is designed to prevent boarding house conditions from
developing where guests become "paying residents" in the facility.
There must be at least one batlzroom for every two bedrooms where paying guests are staying
and no more than two adults per rented room. A maximum of three rooms per bed-and-
breakfast facility is allowed. Only one parking space per guest room in the building is
allowed.
Although this is comparable to what Southold currently has in place, there is no provision
mandating that in the event of a change of ownership, that the bed-and-breakfast us~ would be
extinguished. Other toxvns have found from experience that with the sale of property, it is best to
require any new- owner to re-apply to the Town for permission to operate a bed-and-breakfast.
The success and type of clientele is determined by the way the owners operate their business.
Therefore it is appropriate for the Town to scrutinize the business plan of a new bed-and-
breakfast to ensure that there is a sufficient level of ownership responsibility to manage a new or
existing facility,
Landscaping and Capital Improvements
The following landscaping considerations should be applied in Southold to address the visual
attenuation of hard edges and displeasing elements along the prominent scenic routes, and in the
hamlets:
Ensure that appropriate visual screening (in accordance with Article XXI of the Southold
Zoning Ordinance) exists between business, industrial and residential zones such that
landmarks and focal points are enhanced, and visually corrosive elements are screened.
· Acknowledge the context of the area in which screening must occur, and be sensitive to the
character of the hamlet.
· Establish planting guidelines and preferred vegetative species which can be integrated into
planters, roadside public gardens, highway meridians and boulevards for -visual enhancement
of outdoor spaces in the Town.
Other public sector capital improvements should be strategically programmed to reinforce the
above objectives. Utility extensions, new roads, or other such investments should be part of an
overriding public-private approach to preserve views and community ambiance.
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Hutton Associates Inc.
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Cotilta Associates Inc.
93 April 2001
Town of Southold Scenic Corridor Management J~[an
Transportation Management Issues
Managing Traffic
Southold's vehicular network consists of the two primary access routes which connect the tenZh
of the Town from Riverhead to the tip of Orient Point. State Route 25 and County Route 48
provide the primary, internal access to all of Southold's hamlets and the Village of Greenport.
As pointed out in previous sections, these two roads have seen increased traffic flows due to
tmresolved traffic congestion in the Hamptons and increasing use of the Connecticut ferries.
Because the predominant land use in Southold is agricultural and affords beautiful open space
and seaside views, there has also been an increase in the number of cyclists travelling to the
North Fork to enjoy the scenic character of the Town. Recommendations for improvements to
the transportation network by introducing alternatives to automobile use were addressed ir*
Section 4.1. Within the context of improving transportatior* in light of growing vehicular traffic
and use, the Town must take proactive steps in to ensure safe and efficient roadways.
Although tourism remains one of the most essential stimuli to the local economy with visitors
bringing tourist dollars into the Town, the increased traffic which accompanies the tourists poses
problems to the people who actually live there. Day-to-day movement throughout the Town can
be a formidable challenge to Southold residents especially in summer months along both of these
primary arterial routes.
Traffic Calming Approaches
Along stretches of roadway where excessive speed or bottlenecking has become problematic,
alternatives are being explored to address increasing vehicular traffic. Efforts in recent years
have focused on changing driver behavior by slowing down or calming traffic to decrease
congestion and improve safety.
There are several approaches to dealing w/th problems using traffic calming, but ultimately any
combination of methods must be sensitive to the neighborhood which it is serving. As mmxy
traffic calming approaches involve changes to a driver's perception of the roadway, there is often
the consideration of aesthetic design and retrofitting existing streets with a new appearance that
forces a driver to slow down.
Ferrandino & Associates Inc.
Hutton Associates [nc.
with
Cotilla Associates Inc.
94 Apr. 2001
Town of Southold Scenic Corridor Management Plan
The menu of traffic calming approaches is somewhat limited due to the fact that they are being
applied to State or County arterial highways. Approaches more suited for neighborhood streets
include changes in road height (humps or intersection tables), mini-roundabouts, or meandering
roadways or chicanes (creation of circuitous driving paths).
Among the different traffic calming approaches xvhich might be applied are:
Median refuges -- islands in the center of roadways that reduce lane widths and are wide
enough to allow pedestrians to stand safely (particularly useful near intersections or within
hamlets at pedestrian crosswalk points)
Restricted taming lanes during specified busy hours (again, at particular intersections in
hamlet centers)
Textured surfaces and rumble strips -- using stones, brick or asphalt stripping to vibrate the
vehicle and slow drivers down (though noise impact to adjacent property owners must be a
consideration)
Curb extensions -- building out sidewalks into the roadways to reduce the roadways to single
lanes or minimum widths at various intervals including intersections (especially usefifl in
hamlet areas as previously illustrated)
Use of landscaping -- to create proper context for drivers within the hamlets, dense street
trees or planting to give pedestrian scale; at transition areas coming into hamlet, steadily
increasing density of trees to indicate increasing density (this will subliminally cause driver
to slow down)
Signage -- use of attractive but pointed signs at gateways or hamlet entries, welcoming driver
but cautioning regarding speed and safety ('share the road' bike signs can help fialfill this
function on the open road)
And last but not least, enforcement -- still the most effective approach if consistently and
aggressively maintained. Word does get around to locals (oftentimes the worst speeding
offenders), and tourists will tend to (or be forced to) follow local drivers' example
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Implementing appropriate traffic calming measures on sections of Southold's roadways should
consist of the following:
Identification of priority areas where traffic calming measures might be deemed necessary
and appropriate
Determination of causes of congestion or speeding in the identified areas
Exploration of present road capacities, traffic patterns, peak volumes and possible alternative
traffic routes
Generation of relevant traffic calming options ~vhich would be relevant to the site-specific
problem
Involvement of the community in determining which relevant traffic calming alternatives
should be implemented in the neighborhood to address the problem
Implementation of traff~c calming measures on the designated section of roadway being
addressed
Improvements to State Route 25 and County Route 48
State Route 25 and County Route 48 are the roads experiencing the most significant traffic
problems because of increasing traffic volumes. Route 48 is generally used as a by-pass for
traffic avoiding the more built-up areas through the hamlets along Route 25. With increasing
traffic along both routes, there is a need for focused efforts on calming fast-moving traffic along
Route 25, and maintaining a steady and consistent flow along Route 48. Presently, the principal
problem zone is the junction of these two heavily used arteries north of Greenport, where traffic
congestion during summer months is at its worst.
Traffic counts have been nm bs, County officials to ascertain the volumes of traffic utilizing
Route 25 and where build-ups are most problematic. In addition, the Town is interested in
exploring possibilities for improving the intersection and reducing congestion as well.
In the interest of allowing eastbound traffic easier passage by vehicles turning south into
Greenport, turning lanes might be widened along Route 48. Traffic turning onto Route 48 from
Greenport might also be better served with extended turning lanes to reduce waiting time at the
traffic signals for all left-turning traffic.
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The Town of Southold has recognized since at least 1998, in discussions with the NYS DOT and
Suffolk County, that an alternative to the lengthening and widening of the turning lanes might be
the introduction of a traffic circle at the intersection to eliminate the need to stop at the
intersection at all. (The impacts and benefits of such a solution need to be carefully studied). If
traffic studies indicate the need for a traffic circle, suitable traf/ic calming devices around the
roadway to ensure safe and steady flows should be installed. Suitable landscaping and signage at
this junction would emphasize its prominence as a cormectivity node of these two important
roadways.
The Need for a Unified Effort
Transportation on the Nortb Fork has become the focus of efforts by the East End Transportation
Council, in which New York State Department of Transportation and the Suffolk County
Department of Public Works participation has now become an integral part. The efforts of the
Council have been to examine the capacities of the existing transportation infrastructure and
recommend changes which are needed to improve movement by the various modes serving the
East End of Long Island.
One of the difficulties in addressing many of the transportation problems of the East End --
whether they are with traffic congestion, excessive speed, deteriorating infrastructure or lack of
intermodal connectivity between road, rail or ferry services -- is the need for a unified effort. It
is currently not uncommon to speak to one agency and receive a set of objectives to deal with a
transportation problem that is not compatible with the objectives of another agency that is
choosing to address a problem from a different angle. The result is redundancy, overlap of
initiatives, misspent funding, and confusion regarding responsibility.
An organization such as the East End Transportation Council has a role to play in ensuring that
all stakeholders such as local, County, State, and Federal transportation departments involved in
transportation initiatives, are aware of the roles, responsibilities, long-term objectives and on-
going projects of their public-sector counterparts, not-for-profits, and community organizations,
as well as businesses or land developers in the private sector,
Communication and combined problem-solving efforts avoid duplication of attempts to solve
traffic problems, something that is needed in Southold. In most cases, agencies and groups have
established objectives and have targeted problems which need to be addressed. There simply
needs to be a greater emphasis upon how the efforts of the various organizations can remain
proactive within the structures which already exist.
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2) Appropriate Tourism: Cultivating Benefits and Managing Impacts
The main message from Advisory Committee and public workshops regarding tour/sm on the
North Fork is a desire to "manage, not market"-- to encourage appropriate levels of visitation
that minimize environmental and traffic impacts while maximizing positive economic benefits,
rather than to heavily promote tourism on an unstructured basis, making no plans for dealing
with the out-of-town visitors that will inevitably arrive.
Akhough bolstering tourism is not an objective of Southold, the tourist dollar is undoubtedly
important to the Town and other small-town economies across the State. The economic benefits
of tourism are often negated by problems such as traffic, that make the impacts on those who live
in the community less bearable. This is especially true in Southold.
The Town of Southold's ambiance is best appreciated by those interested in the fascinating
interrelationship between its heritage since its 17~h century' founding -- its growth as a group of
architecturally distinguished villages defined by adjacent agricultural boundaries -- and its
natural environment, its rich farmlands and lush woodlands combined with salt marshes, beaches
and bayfronts, These attributes are best appreciated through leisurely investigation -- not only by
auto, but also by bicycle or on foot.
Interpreting Local Features: Coordinated Town-Wide ?rograms for Visitors and Residents
A recommended approach that can involve the Scenic Byways Advisory Committee, local
economic development officials and the North Fork Promotion Council, is to focus on the
combination of features along the scenic byways -- within each hamlet and in the Town as a
whole. Low-key orientation and interpretive signage and facilities would occur at key locations.
Each of these locations can become a logical taking-off point for walking tours and biking
itineraries using not only the scenic roadways but also appropriate local roads.
This approach will allow the deliberate and strategic management of local tourism. With such
management, Southold Town can put the scenic corridors into an appropriate and controlled
context of natural or visitor features, and organized pedestrian, bike, and auto touring itineraries.
In this scenario, lthe proper balance of centrally-located and dispersed features can be carefully
crafted:
the hamlet emphasis is placed on local points of transportation and retail/service activity
heritage tourism in or near the various central areas with their historic buildings and shops;
the rural ambiance takes place within a network of bicycle and pedestrian routes (utilizing
both State scenic byways and associated local roads) that meander through the coastal or
upland environment -- the context for individual features and recreatibn attractions.
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'Discover $outho[d!' Centers: Information and Orientation
A network of information/ orientation centers, with consistent and recognizable graphics and
signage, should be distributed throughout the Town at various points. These centers would each
have their local rationale and offer site specific information, but would also impart information
about the Town as a whole.
They are for tourists, providing sources of printed material and advice about food and lodging
services, historic, cultural and recreation features, and walking, biking, or auto tours. But even
more importantly, they can also act as a focal point for residents to understand their own
community's past and opportunities for the future -- displays and audio-visual shows regarding
Southold's heritage and strategies for preservation and growth.
The cun-ent visitor centers are primarily ~tourist information' facilities, consisting of a rack of
brochures in a free-standing building. The proposed orientation centers would be valuable both
to residents desiring an interpretive source of local history, and to visitors desiring a quick
introduction to area features a~d their context. They can relate to nearby restaurants and shops
as well as to walking, biking or auto itineraries and tours, and be staffed in conjunction with
existing institutions.
The various centers should be small, iow-maintenance, and carefully coordinated:
they should focus both on the North Fork as a whole and on their particular local area.
Relating cultural, historic or recreational features throughout the Town can establish a
common activity base, encouraging local pride and identity for residents, and longer and
more leisurely stays for tourists -- leveraging each objective with the other.
this network-oriented approach also lends itself to economies of scale in implementing the
physical improvements -- governmental and private 'funding sources often give priority to
well-coordinated, linked projects, and savings can be achieved through association with
existing institutions.
The potential for a gateway facility at Laurel Lake was illustrated in Section 4.1. Entering the
Town of Sonthold on Route 25, visitors would be guided by highway signage to an initial
orientation center at Laurel Lake Park (expanding and enhancing existing £acilities). This center
can serve as the main entry orientation point for tourists:
While such an independent structure is appropriate as an entry interceptor, it should include
interactive multi-media oppommities as well as static information. It could be administered as
part of a partnership effort involving the State, the North Fork Promotion Council, and the Town.
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Other subsidiary locations should supplement this initial orientation site. Selection criteria t'or
such other centers should include:
proximity to central hamlet areas (target locations for walking tours) or highly visible
locations along the roadway (good fbr biking and rest stop)
availability of parking and support services, as well as potential proximity to rail stations
sharing space with an existing and complementary institution, minimizing operating costs
and making available existing facility maintenance and supervision
Possible venues for other new and expanded centers include:
the existing free-standing center east of Southold and west of Greenport;
the Orient Point ferry terminal (possibly run with State Parks assistance)
sites in conjunction with historic institutions in Cutchogue, and/or in Mattituck near the train
station
a central site in the hamlet of Southold, part of the Town Hall or Historical Society
The potential for a central Southold site, as a suggested example, is illustrated in Figure 16.
Such a facility, which could actually replace the free-standing site to the east of the hamlet of
Southold, could use for seed money the funds allocated for that facility's rebuilding (it is to be
displaced as part of a storm water retention project).
Tiffs central Southotd facility would be programmed as an adaptive reuse of the historic
Whittaker house, possibly sharing space with a proposed historic museum and offices for the
historic society and possibly also needed space for the North Fork Promotion Council. As such,
it could also provide a meeting/administrative venue for other ad hoc groups such as the East
End Transportation Council or even the ongoing scenic roads advisory committee. The staff of
the museum or other groups, with time possibly supplemented by grants or contributions, could
act as the needed supervisory presence for the orientation, center.
Adjacent to Town Hall, the renovated facility would actually serve as a visual gateway to Town
Hail (needed office space could be constructed behind the House in a historically complementary
mariner). Figure 16 describes this potential.
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A CENTRAL SOUTHOLD HAMLET
COMMUNITY FEATURE
Renovate the Whittaker House as a new Visitor Center/
Historic Museum / related qffice space.
The first sketch shows the existing conditions at the house
(adjacent to Town Hall):
· attractive but unrenovated house (no use determined for
facility);
· adjacent town hall is all but invisible, blocked by
landscaping;
· poles and wires are more prominent than desired;
· poorly articulated shoulder/bikeway.
The second sketch shows renovation of house as new scenic
byway feature:
· renovatehouse as new 'Discover Southold? visitor center/
historic museum/offices for civic groups;
· build new town hail annex as complementary structure to
rear of historic Whittaker House and open up view of town
hall to east;
· add new identificatio~v/directional signage and entry
flagpoles as part of scenic zvad streetscape image;
· paint bikeway or repave with colored pavement;
· put utilities underground if possible (Southold hamlet and
Orient Point causeway only recommended locations).
FIGURE 16
DISCOVER SOUTHOLD!
VISITOR CENTER/
HISTORIC MUSEUM
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S C E N I C SOUTHOLD
CORRIDOR
MANAO E ME N'T
PLAN
Town of Southold Scenic Corridor Management Plan
Tour Itineraries: Auto/Bike/Walking
The definition and promotion of an overalI network of scenic and historic tours (of which Rontes
25 and 48 are only a portion) will help put the scenic roadways in the appropriate context, and
minimize unnecessary traffic. For instance, the 'Seaview Trails' series of specific bikeway or
walkway 'loops', using various 'trailhead' locations as starting and finishing points, utilizes local
scenic or other roads as well as portions of State scenic roads, chosen with safety in mind as well
as .views and connections. This network can be further supplemented and interpreted as part of
the local scenic roads program.
Graphics and Signage
N order to establish local identity and provide order to what is now a rather ad hoc situation, the
corridor management plan recommends implementation of an overall signage program, which
could also extend to a consistent graphic framework for brochures, handouts, and maps. Signing
the scenic byways themselves presents special issues.
Along the byways, the plan recommends a system of directional and safety-related signs as well
as informational signage that both defines and interprets the byway for users without calling
undue attention to delicate off-road areas or contributes to 'visual overload.'
Directional and Safety-related Signs
Directional signs, featuring a consistent color and identity, are to inform motorists and bicyclists
of how to access the various features along the roadway. Major issues in establishing such a
signage system include:
establishing a clear gateway/point of entrance from Route 25 as the main approach into
Southold (using that point to divert through traffic around the hamlets onto County Road 48)
along both byways, ensuring'that at each decision point (major' intersection) there is clear
direction to the motorist, marked by signs of a consistent, simple and attractive design and
color, avoiding the appearance of clutter
Safety-related signs are also needed. Bicycling is now coramonplace along the byways,
especially on Route 25, and while the shoulders are for the most part generous, creation of new
bike lanes by widening the road is out of the question. Therefore, the de facto sharing of the
right-of-way among auto, bike and occasional walker must be accepted and dealt with pro-
actively -- awareness of the need to stow down in order to anticipate other road users can be an
important component of 'traffic calming'.
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One possibility is to use the approved blue bicycle sign, packaged and supplemented with an
additional Sonthold-specific design motif/scenic road identification and a 'share the road'
message. As the Town of Southotd has already had limited success with NYS DOT signage
administrators, this recommendation is to use the NYS scenic road designation to create an
exception to normal signage standards -- not replacing but consolidating and supplementing
approved signage with scenic-road-specific additions. See Figure 13.
Informational Signs, Maps and Brochures
Informational signs can be placed at locations of features or views. These signs should be keyed
and graphically linked to the local maps, printed material and brochures available at the
information centers, and should be designed to supplement or replace existing historic signage,
adding display maps, photos or graphics to verbal descriptions. Where possible, such as at the
pull-off on Route 48, commemorating the invasion of S outhold and Southampton by Connecticut
Revolntionary War soldiers, pertinent viewlines should be enhanced through cooperative
landscaping with adjacent property owners or even through land purchase of key sites or visual
easements. In this instance, such improvements would make more vivid the geographic
proximity of the adjacent bay described in the text of the historic signage but which is now
obscured by trees, brush and buildings.
These informational signs and supporting handouts describing features and itineraries should
have the same level of visual consistency as the directional signs described above. Wherever
possible, common graphic themes such as typeface, layout, or distinctive local logos should help
link these various elements.
Outdoor Advertising/Signage
Outdoor advertising and signage are an important part of the visual character of an historic town
such as Southold. Window clutter, temporary advertising billboards, sandwich boards, neon
signs, signage attached to trees and oversized commercial advertisements can be visually
overwhelming and can detract from the historic integrity and aesthetic quality of retail districts
and transportation corridors. In attempting to retain this visual integrity, it is important to
consider the needs of local merchants to advertise their business.'
Southold's existing sign ordinance is an explicit set of regulations that are quite thorough in
addressing sign size, permanence, illumination and location. Visual clutter results when there is
a disregard for the regulations in the ordinance and a subsequent need for greater enforcement.
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The addition of au enforcement section to the sign ordinance is designed to help ensure that
visual clutter is minimized. Southold's ordinance provides a succinct section governing the
display of signage. Although an enforcement section to the ordinance may seem strict or unfair
to some, it gives "teeth" to the ordinance to enable the Building Inspector or-designate to enforce
the regulations. Andif penalties for non-compliance are perceived by the public to be onerous,
this is a signal that the regulations themselves need to be better justified (this scenic report may
help in that regard) -- or even revisited.
The City of Rye, NY has recently added enforcement regulations to its sign ordinance stipulating
that:
Signs requiring approvals that exist without proper permits must be removed at the expense
of the property owner, and a failure to comply may result in civil or quasi-criminal
penalization with rigid fines or possible incarceration (in Rye, to retain the classification of
"violation" rather than misdemeanor, fines are capped at $250 and incarcerafion at 15 days.
Further, a lack of compliance over the long-term constitutes a separate violation for every
new week that passes).
The enforcement lies with the Building Inspector who is ultimately responsible for enforcing
the ordinance by first sending written notification of the violation by registered mail
(requesting return receipt) to the tenant and property owner requiting the removal of the sign
within two weeks of the postmark.
Southold might consider adding an enforcement section to the sign ordinance provided that the
personnel responsible for enforcement of the legislation would be willing to actively engage in
carrying out the responsibilities of the ordinance. Fines generally are the preferred mode of
penalization in the interest of avoiding public discord. Warning notice, imposition of fine, to be
followed by sign removal for non-compliance, is an effective sequence to positively change the
landscape and streetscape over time.
MUnicipal Signage
Because the tourist industry plays such an important role in the economy of Southold, many of
the visitors come from other parts of Long Island and New York State to experience the rural
character of the Town. With most residents passing through Southold by automobile along
Route 25 or 48, the visual environment of the roadways is very important. There is a need for
continuity and consistency in municipal signage to ensure that historic markers, places of
significance, hamlet centers and streets are clearl? marked by signage which is of a distinct
Southold flavor. The importance of making these signs prominent and legible to traffic is a key
to providing a sense of visual continuity along the scenic byways.
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Relevant to landscaping and design is the importance of tree pruning to ensure that vegetation is
properly maintained where municipal signage exists, or else the signage should be re-located to a
more visually prominent location. Clear and consistent local signage that is continually
maintained throughout the Town, whether it be on State, County', or local roadways, will
eliminate confusion for visitors at~d enhance the physical environment of the community.
Incorporating the same Southold-specific design 'motif into municipal signage as described
above for directional and safety-related signage will give a consistent and attractive identity to
town features.
3) Sustaining the Scenic Preservation Effort: A Permanent Partnership Entity
· Public/Private Partnership
In addition to the specific view preservation, traffic calming, and pedestrian safety measures
described elsewhere in this chapter, recent discussion has centered on how' to institutionalize and
expand the base of the current project Steering and Advisory Committees as a permanent
partnership to coordinate or implement proposed short and long term projects. Such a permanent
advisory body has a number of advantages:
it provides an ongoing forum for reviewing scenic road issues at the local level.
h is a point of contact for adjacent torres and other organizations which share the
responsibility for land use along the Routes 25 and 48 rights-of way.
it establishes a set of common objectives upon which everyone can agree to cooperate.
· it provides one voice with which to speak with NYSDOT, additional State agencies, utility
companies, and others.
· A Dual-Level Local/Regional Approach
Based both on the current project in Southotd and on work with scenic road corridors in other
states, a dual-level approach -- both local and regional focus -- can help achieve overall
objectives. Such an approach should include:
a Town-oriented stra~tegy whose focus is on implementing policies and projects for view
preservation and road enhancement at a local level.
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a larger multi-town LEast End' strategy that can create effective tools and techniques for
issues of common concern. This effort will be more effective with regional or statewide
action.
The reasons for this dual-level approach lie both in the size and capacity of Southold and other
East End communities and in the similar nature of their common concerns:
In its Scenic Byways Steering and Advisory Committees, Southold has an enthusiastic
reservoir of organizations representing both local and regional resources, whose cooperation
is key to the success of long-term view/open space preservation and short-term action steps.
While the personal time of specific current individuals is definitely limited, represented
organizations have the ability to supply new participants in a phased sequence of initiation,
training and responsibility
However, the size of Southold, as well as that of other East End communities with similar
issues, limits the volume of its individual voice with State agencies such as NYSDOT or the
Department of State. However, as a regional grouping of interests, East End towns have
successfully influenced valuable legislation (such as the recent real estate transfer tax).
The East End Transportation Council, North Fork Promotion Council, East End Supervisors
and Mayors Association, and other public, private, and/or civic partnership efforts have
established a successful regional working process for articulating a common voice on issues
of mutual concern.
This process involves the coordination of a focused consortium of existing entities rather
than the creation of a new and redundant organization.
Establishment o fa Southold Scenic Byways Coordinating Committee
The actual implementation of scenic road conservation and enhancement activities should take
place at the level of the local municipality. Town planning and zoning policies, beautification
efforts, small scale community development efforts, and working with landowners to conserve
views and preserve and replant roadside trees are examples of the types of projects that are best
accomplished at the local level -- neighbor to neighbor. A permanent Scenic Byways
Coordinating Committee should be formed in Southold to help coordinate these activities. Such.
a committee can also coordinate on a regular basis with the adjacent East End to'~was.
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While adding another layer of goverurnent is always problematic, the importance of scenic
byways planning and implementation heretofore not addressed by any permanent Town board or
committee, may mandate this focus. Alternatively, the Town Board, as the legislative body, may
wish to take on this responsibility. However, given Townwide issues and mandates, much of the
needed focus might be lost by subsuming this function within this body or any other single
purpose 2outhold board.
Assuming a permanent Scenic Byways Coordinating Committee is formed, its focus should be
on internal local Town issues of road and right-of-way enhancements and of land use guidance --
issues which overlap and reinforce other local efIbrts in economic development or conservation
and open space planning. By limiting its purview to these local issues, the Comnfittee can
preserve and focus the energy of its volunteer participants.
From an administrative point of view, the Committee could be established and appointed by the
Town Board -- possibly as a public-private group under its direct jurisdiction or that of the
Planning Board -- ensuring cooperation on ongoing local development issues and for long-term
planning.
While it may not include the same individuals as the current committee -- their time is limited
and their appointment was~ closed-ended -- it should represent the same organizations and civic
groups, with the addition of the chair of the CPPP Advisory Board. The Committee should also
involve participation as necessary from invited representatives of other public or private bodies,
such as the NYS DOT district office, LIPA, Suffolk County Planning and Highways/Public
Works, etc.
The mandate of the Committee should consist of two major streams of work:
1. Road and Right-of-Way: Coordination with NYSDOT and Other Entities
All communication about State or County roadside maintenance such as tree pruning, re-paving
and other day to day activities that now are channeled through the Town Supervisor and Town
agencies would also be shared with this committee as a point of communication. Future
designations of local scenic roads could also be accomplished through the Town Scenic Byways
Committee:
The intent is to prevent 'things happening without prior knowledge.' This especially includes
operations such as tree trimming or road maintenance, which if not properly explained can often
be misinterpreted by local citizens. On the other hand, these operations can also occur in
inappropriate ways -- without input from those concerned with the roadway's beauty. Instead un
emphasis should be placed on ma[ntaining aesthetic values without compromising safety and
protection of the road and utility network.
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In support of Town officials, the Committee should also be an important participant in
discussions with the East End Transportation Council, NYS DOT, Suffolk County DOT and
other agencies or levets of government regarding regulations for traffic and means of mitigating
problems through design or enforcement. The potential for 'traffic calming' solutions, as well as
proper signage, can be used to achieve objectives of speed control, improper turning movements,
traffic obstruction or pedestrian/bicycle safety.
2. Views and Vistas: Proactive Oversight of Overall Policies and Programs
The Committee would also act as a watchdog organization to coordinate policies and programs
needed to preserve views and vistas adjacent to the scenic roads -- for example, working xvith the
local Planning Board, conservation commission, or other government agencies, land trusts, farm
bureaus, historic society, or forestry organizations to provide incentives and/or regulations for
preservation of agricultural land, historic features and open space.
The intent here is to be not only reactive but proactive, proposing guidelines and concepts (such
as those suggested in this report) that represent community objectives, and working with
participants to ensure appropriate development. For instance, discussions have been held
regarding the incorporation of this scenic road study, directly or by reference, into the current
Comprehensive Plan and its implications, into any subsequent zoning update. While the
Committee will be comprised of lay volunteers, there will be a need for professional design
assistance, as Well as training through New York State and other vehicles such as the New York
Planning Federation.
East End Scenic Advisory Committee
At the same time, there is a real need for a coordinated voice on scenic preservation issues on the
East End. As in other scenic road communities in the recent past, several issues of regional
importance have emerged that would benefit from such a coordinated effort -- the ferry/tourism
traffic issue, continuing work on tools and techniques for agricultural/open space preservation,
an area-wide approach to traffic calming-or other issues. It not only tests the capacity of each
municipality to have to address these regional concerns in addition to their own specific road and
right-of-way and view preservation issues -- but an opportunity would be missed to effectively
create regional solutions to what are regional problems.
From an administrative point of view, similar to othe[ quasi-independent organizations, the East
End Scenic Advisory Committee could initially be established as a subcommittee of the East End
Transportation Council, an active, representative and relevant group which meets monthly and
has similar participation as recommended above. It could also report as a standing agenda item
to the quarterly East End Mayors and Supervisors Association, and coordinate regularly with the
chairs of the four Towns' CPPP Advisory Committees.
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It should be advised as needed by an ad-hoc group comprised of representatives from each
Town's scenic road or planning and zoning boards, plus members from private or regional
conservation or heritage groups (e.g. Peconic Land Trust, North Fork Envirorm~entaI Council,
Nature Conservancy, Farm Bureau, East End Transportation Council, North Fork Promotion
Council, various historic and professional groups, private utilities, and State agencies with
responsibilities for managing the road and right-of-way). Funding might be secured from
Suffolk County to help administer the Committee, with rotating chairs assigned by each
community. The Town planners in each of these communities should play key roles in helping
to effect this regional planning function.
In each of these overall roles, both the proposed Town Committee and the regional Committee
have the opportunity to be assertive in their roles, proposing guidelines and concepts that
represent community objectives, and working with highway engineers, maintenance personnel,
Town planning consultants, boards and commissions, landowners or builders to ensure
appropriate development. Finding a way to fund further technical plarm/ng and design assistance
for landowners and corridor communities should be a high priority of this group.
Summary: Sjoecific Mandates of the Scenic Byways Committee
In summary, Southold's town-level Scenic Byways Coordinating Committee will be the primary
focus of actions dealing with those scenic-b~ywvay-related issues within its purview:
gaining adoption or endorsements for the corridor management plan from Town Boards and
Commissions and private groups, including the plan's incorporation by reference as part of
the Town's existing Comprehensive Plan and its upcoming Comprehensive Plan update.
formalizing a relationship with the District office of NYSDOT, the State Scenic Byways
Advisory Committee, utility companies and others regarding road construction (notification
as to re-paving, shoulder reconstruction, emergency repair, etc.), road maintenance (tree
cutting, shoulder mowing and sight line improvements, lane re-striping, etc.), or utility
maintenance (tree cutting, pole or wire replacement, etc.)
working with individual property owners and the Town to guide land use in an appropriate
manner (which only the Town - not DOT or regional bodies - can control)
finalizing plans for and pursuing the necessary public-private partnerships to implement
specific Town enhancement projects.
At the same time, the proposed regional East End Scenic Advisory Committee should focus on
the following issues:
examining other joint fknding approaches, working with County and State interests, for open
space preservation (building on current successful efforts with real estate transfer fe~s)
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working closely with NYSDOT to resolve generic roadway issues such as signage, guide-rail
replacement or other rural road standards, and to promote pedestrian safety in hamlets and
villages
pursuing outside grants for high priority enhancement projects (one in each of the corridor
Towns)
pursuing the establishment of a Scenic B?vays Maintenance Trust Fund (with possible
funding from grants, contributions, or proceeds from Adopt a Road or other prograrns),
which would be used to pay for any additional maintenance costs for special details, planting
of wildflowers, etc.
· Public Participation
Continuing public participation will be a key element in the success of the ongoing program.
This study effort has used public meetings and balanced representation on the Advisory'
Committee as important links to the communi¢-, ensuring that the byways study dealt with issues
of major concern to Southold citizens. The success of the current 'Community Preservation
Project Plan' (CPPP) will be a direct function of the support by residents involved in this and
parallel plarming projects.
Ongoing Events and Activities
As with any plan, the Scenic Byways strategy should be viewed as a living document -- subject
to regular evaluation, revision and update of its objectives and recommendations. This approach
should include building in a series of committee meetings and briefings of public bodies,
combined with periodic events geared to open participation by the community at large. The
outline of such a process is described in the final chapter of this report.
A key event should be an annual 'Scenic Southold Forum', a participatory open town meeting,
similar to the forums held as part of this study process, in which successes and setbacks could be
evaluated in the context of both large group updates and small group discussions.
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Local Committee Structure
However, the structure of the Town Byways Scenic Coordinating Committee itself is an
important means of ensuring participation and continuity':
It should be comprised of the same sort of broad, mandated representation as the current
interim committee -- officially appointed by the Town Supervisor and Town Board, possibly
with the Planning Board serving as the standing "nominating connnittee.'
In order to ensure continuity and 'institutional memory,' members should be nominated with
staggered three-year terms (to begin, a mix of one, two arid three year appointments will set
in motion a scheduled structure for bringing in new members as needed).
Finally, the caliber of the individual participants is key -- although the current members
agreed to serve with a commitment only as interim representatives, it would be useful if
possible, due to the high quality of the participants, if at least some of the members would
agree to continue. If not, other similarly enthusiastic representatives of the same mix of
institutions and neighborhoods should be encouraged to participate.
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5. CONCLUSIONS'NEXT STEPS
5.1 Next Steps: Short-term and Long-term Actions
1) Tasks. Participants and Schedule
As development pressures continue to increase and consume open tracts of land in many Long
Island communities, Southold must think proactively in trying to preserve its valuable scenic
character. Its efforts to create the Community Preservation Project Plan and begin to acquire the
rights ro preserve open spaces in the Town are important first steps in maintaining this scenic
character. It is critical that the Town continue these efforts and begin implementing programs
which will build upon the existing attributes of the Town such as its historic essence, agricultural
vistas and water views, and smaiMown character. Please see the "Strategic Approach Matrix"
on the following pages which summarizes steps to be taken, assignment of tasks and timetable
for implementation based upon short and long term time frames. The matrix should serve as the
Toxvn's blueprint to implement the Scenic Corridor Management Plan.
Because of the many participants involved and steps to be followed in implementing the Scenic
Corridor Management Plan, we have divided the matrix into two parts:
Stewardship Strategy
Implementation Strategy
Each strategy in rum is subdivided into two sub-parts:
· Specific tasks to be undertaken with a timeline for doing so
Tasks linked with participants, including those who will direct/coordinate
implementation, with responsibility broken down into "primary responsibility",
"major assistance" and "support"
Tasks and Timeline
The Stewardship and Implementation Strategy is comprised of all the activities recommended in
Chapters 4.1 and 4.2 of this report. It would be wise, as one views the matrix, to cross-
reference to these chapters for necessary background.
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SOUTHOLD SCENIC BYWAYS
CORRIDOR MANAGEMENT STUDY
Strategic Approach Matrix: Participants
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STEWARDSHIP STRATEGY
VISUAL IMPROVEMENTS
Investigate, Establish Adopt-a R{
Establish Directional/Information
Coordinate Beautification Efforts
Coordinate Road Maintenance P~
Investigate Utility Under§roundin,~.
COMMERCIAL DEVTf USER FACILITIES
Coordinate wfth Hamlet Revitaliza~
Implement Hamlet Pedestrian Eni
Coordinate Winery' Parking/Event
Coordinate Farmstand Parking/Ti
Promote Commercial Fishing Toui
Expand Recreational Marine Activi
Expand Inn~ Bed & Breakfasts
ALTERNATIVE TRANSPORTATION
Expand Waikways/Pedestrian Lir~
Expand Public Transportation
Coordinate Ferry Linkages
Investigate Winery Unkages
Enhance Bikeway Trails and Op~
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Town of SouthoId Scenic Corridor Management Plan
Because of the need to move ahead quickly with implementation and build upon the momentum
gathered during the planning process, including the interest generated by the Vision Formns and
the involvement of the Steering and Advisory Committees, many of the activities have been
"fast-tracked" into the short term, that is beginning in the third quarter of 1999 (following
adoption of the Plan by the Town Board and acceptance by the State of New York) and
continuing through 2003.
With respect to the Stewardship Strategy, many of the short term planning activities can take
place by the end of 1999, with the transportation activities -- requiring more lead time -- focused
through 2001. Longer term activities (2004-20!5) are mostly extensions or cominuation of shor~
term activities.
With respect to the Implementation Strategy, several key steps have already been taken (e.g.
identification of vulnerable properties, establishment of CPPP acquisition priorities) during the
first quarter of 1999. A majority of the short term planning activities can take place over the
next 6 months, so that implementation can begin in 2000 and continue through 2003. We have
not factored in any long term activities here since most of the tasks in implementation are either
"go" or "no go" scenarios, requiring quick policy determination. The data contained in this
Scenic Corridor Management Plan should provide the background and justification necessary
for decision-making at the Town, County and State levels to proceed expeditiously.
Outlined below are examples of key issues explored in this study and how, based upon the
timeline in the Strategic Approach Matrix, they can be addressed.
· Traffic Flow and Transportation
One of the most difficult problems facing the Town is traffic flow and transportation.
Congestion on major automobile routes due to increasing traffic volumes and the need to link
buses, ferries, trains and automobiles in an intermodal network should be immediate priorities.
Road improvements and traffic calming initiatives should be explored immediately and
implemented in accordance with comments and input from community members from the
hamlets where changes will be proposed. The priorities as to where these efforts should be
focused need to be established based upon parameters in this report by those areas most in need.
· Scenic Identity
There are numerous initiatives that the Town can undertake to foster its scenic identity - many of
which have been addressed in this Plan and should be enacted through an integrated approach.
These include improvements to signage, creation of community design criteria, capital
improvements, external lighting and advertising, and other physical changes to enhance the
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visual quality- and aesthetic of the Town. These can be implemented in tandem with changes
addressing the transportation issues but will be subject to funding availability and prioritization
by the Town Board.
PreservationofOpenSpace
The long-term strategy must involve a continued effort to preserve open space, a process
dependent upon time and resources. The CPPP is a program which will ultimately be the
framework for this process in Southold and will function as a protectorate of open space over the
long-term in conjunction with changes in zoning and/or the incorporation of a scenic overlay.
Efforts to direct development into areas around the hamlets and protect open spaces will require
an extended effort and long-term commitment by the Town.
· Integration of Issues
The preservation and enhancement of Southold's scenic quality will invariably depend upon what
combination of alternatives, in both the short and long-term, will be employed by the Town.
Through the combination of physical changes within the community which address aesthetics
and the built-up design of rite environment, and by addressing tomSsm, transportation, land use
and zoning issues over the long-term, Southold will retain its scenic integrity and continue to
build a strong socio-economic base in the region.
· Tasks and Participants
The implementation of the Scenic Corridor Management Plan will involve a variety of
participants, including the i3ublic (Federal, State, regional, County, Town), private, not-for-profit
and civic sectors. The Town staff, although key to implementation, are overburdened and simply
cannot do everything. The effective use of volunteers, lay advisory committees, and private
sector groups and not-for-profit organizations whose focus is preservation is critical to the
success of the Plan in both the short and long terms; strong and abiding public-private sector
partnerships must be forged.
For both the Stewardship and Implementation Strategies, specific roles have been assigned, with
the existing Scenic Byways Advisory Committee and a recommended Regional Scenic Byways
Advisory' Committee performing key coordinating functions. Vd:file the Town of Southold
would have primary responsibility for carrying out both the Stewardship and Implementation
Strategies (as it is primarily within the Town's jurisdiction to do so), in certain instances other
groups would take the lead. In all instances, when one entity has primary responsibility to
implement, other participants will provide "major assistance" or "support." For example, the
private and civic/not-for-profit sector groups would' be expected to provide support or major
assistance for virtually every activity in both the Stewardship and Implementation Strategies.
Likewise, the County and State governments are expected to provide key support and major
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assistance roles, with the State, for example, having primary responsibility with respect to road
maintenance (with. the County) and expansion of public transportation and opportunities.
The above effort will involve a tremendous mnount of coordination among the participants and
strong political support among local, County and State decision-makers. The need to continue
the education process, which has begun with this Scenic Byways Corridor Study, is paramount if
interest is to be sustained and the program is to succeed.
2) Ongoing Planning and Evaluation
Evaluating the progress of scenic byways preservation efforts should revert to a clearly defined
set of objectives or goals to be set by the Town. For exanxple, the Town might set as a goal the
acquisition of a certain number of acres of land per year as part of its CPPP program. A
deficiency in the quota would constitute low performance in meeting the goal, and reflect a need
to evaluate the process of how the land is being acquired or if the resources are supporting the
initiatives.
In the case of transportation improvements, traffic studies should be undertaken to evaluate the
effects of how well changes to the roads are addressing congestion or speeding problems.
Studies such as these can provide quantifiable results that can be analyzed and indicate whether
transportation changes have been effective. A potential source of funding might be the
Sustainable Development funds (Alternative Futures Project) to be allocated by the New York
Metropolitan Transportation Council to the five East End To~vns, including Southold.
Traffic calming initiatives should be sensitive to their community' contexts and involve public
input during the design phase. The failure or success of these alternatives in producing the
desired results will likely be reflected by the comments from within the commuulty, and
community members should be actively involved in offering suggestions for improvements
during the process.
As the Tovm decides what changes it will make to enhance the Town's scenic attributes, it should
derive targets for what goals to achieve at what point in time. As goals are formulated, the Town
should decide if the goals are realistic and achievable, and then set progress reviews to determine
if objectives have been met within the timeframe and specified budget. This will ensure that
initiatives continue to be addressed and that a review of scenic byways projects is consistently
underway.
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Implications for Byway Designation Elsewhere in New York State
The process of implementing this corridor management plan will include lessons not only for
residents and officials of Southold, but also for other communities in New York State facing
similar scenic byway opportunities.
The following recommendations for future byway designations and corridor management
planning are made based on the Town's and Consultant's experience with this 'pilot study,' as
well as with similar projects elsewhere.
The State program's emphasis on "tourism" should be made a local option, not a given
objective.
Scenic byways can be designated fbr reasons other than their ability to attract visitors --
notably for preservation for their own sake of potentially vulnerable views, open space/
agricultural features, quality of life, economic improvement, or historic and cultural
resources. Crafting innovative methods for such preservation -- incentives or partnership
action -- can be equally important to the sustainable economic development of a community
as bringing in additional visitors.
As was made clear by participants in Southold, tourism is a double edged sword. How to
establish what is 'appropriate tourism,' how to strike the balance between preservation and
promotion, and how to avoid killing the golden goose (allowing visitation to overwhelm that
which is visited) are all issues whose resolution should be left to the local conmmnity.
The extent to which scenic byways are promoted by State tourism programs should be also
subject to agreement with the local community.
Designation of byways under the State program should focus on State or County highways,
leaving local roads for local action.
It is important not to call undue attention to the often delicate features represented by local
roads of scenic value, most of which are subsidiary to larger State scenic highways.
State designation, by lumping such neighborhood roads (such 'as Narrow River Road or
Oregon Road in Southold) with larger corridors such as Route 25, can adversely impact the
local quality of life by attracting unwelcome attention and unwanted visitors.
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The NJ~S Department of Transportation should coordinate programs and benefits specifically
applicable to the scenic roads program.
Such programs and benefits can become tool~ and incentives for implementation of
suggested proposals both for road and right-of-way projects and for viewshed protection.
DOT programs will relate primarily to capital improvements and operating or maintenance
procedures -- examples of useful programs could include a State grant program for scenic
roads to supplement Federal grants, encouraging for instance aesthetic road improvements
(such as attractive gulderails, crosswalks, or landscaped medians) especially suited to scenic
byway application. Programs from associated agencies can provide opportunities for view
preservation outside the right-of-way -- purchase, easements, or voluntary actions.
However, such programs themselves are not enough. Tangible benefits -- adequate funding
and follow through at the State level -- must be provided in order to ensure communities the
resources needed to make recommended programs effective.
NYS scenic road designation should bring with it the ability to create exceptions to normal
DOT standards, allowing solutions that are pd~rticularly appropriate to scenic road issues
such as excess traffic and visual appearance.
These exceptions should create flexibility to utilize non-standard design solutions for such
elements as intersection and roadway design, guiderails, signage, traffic calrain.g techniques,
and landscaping approaches. Solutions should be designed to create a framework of
replicabIe scenic road standards applicable as well to other State byways, while using
graphics to impart site-specific image and identity,
Similarly, local municipalities participating in the scenic byways program should be
required, as part of the corridor management planning process, to put in place agreed upon
preservation strategies to use these programs and benefits.
Southold's recently-defined Community Preservation Project Plan is an excellent case in
point. It is a response to a State program providing land transfer tax revenue for open space
purchase.
A referendura decided the agreed upon approach, built around a locally-defined set of
preservation opportunities. The current scenic byways study proposes establishing a more
detailed strategy for scenic/open space preservation (specifically to set Southold's 'priorities
for preservation).
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The participatory aspects of the process are key to public ownership of project goals and
resulting partnership action. However, the study process itself can be streamlined and made
more efficient.
The process established in the preparation of the' Southold plan focused on public
participation and broad-based agreement on priorities. Such procedures should be mandatory
parts of the corridor management planning process.
The process can be hampered, however, by a lack of coordinated information (transportation
counts, build-out analysis etc.) scheduled for supply from various State and County agencies.
Better coordinatinn of such supplemental participants could be provided by State agencies as
part of the preparation and oversight of the corridor management planning process.
Finally, the corridor study area should not be defined purely by political boundaries. Scenic
byways operate as real roadways -from one terminus point to another, regardless of
jurisdiction. The corridor management study process should have the mandate of defining
the most logical boundaries, origin and terminus for the corridor. This also implies
widening the list of participants to include adjacent municipalities or governmental agencies
and regional interests.
In this case, the potential for a 'North Fork Scenic Byway' was beyond the scope of this
study, but clearly makes logical sense, in terms of where the perceived corridor begins ~-
along Route 25 in Riverhead, not at the Southold boundary, potential right-of-way
maintenance, development standards, and open space or historic preservation criteria should
apply along the entire regional corridor, modified as necessary to meet the local jm'isdictional
objectives and priorities.
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