HomeMy WebLinkAboutTIS_Revised October 2022.pdf STRONG'S YACHT CENTER
HAMLET OF TRAFFIC IMPACT STUDY FOR
TOWN OF SOUTHOLD
Prepared,o
STRONG'
S YACHT CENTER
Prepared y'
DUNN ENGINEERING ASSOCIATES
With STONEFIELD ENGINEERING ►AND DESIGN
October 2021
Revised October 2022
Additional Considerations.........- ......... ................ ...~..............___............~...............................69
_ ~_~ ~ .~ /v
Conclusions
Appendix— ..... '~^—`_^^'^—~'~^^^^^^^^^_ .......... __~"`~,,~9y
Existing,No Build and Project Build
Existing,No Build and Excavation-Phase I Build
Existing,No Build and Building Construction Build
Intersection Capacity Analyses Results
2022 Existing Spring Analysis
2022 Existing Summer Analysis
2025 No Build Analysis
2025 Project Build Analysis(Summer Analysis)
2024 No Build Spring Analysis
2024 Construction Build Analysis Phase I Excavation(Spring)
2024 No Build Summer Analysis
2024 Construction Build Analysis Building Construction(Summer Season)
Traffic Volumes
Agency Data
Project Data
Winter 2021 Data
Spring 2021 Data
Summer 2021 Data
Fall 2021 Data
NYSDOT Accident Verbal Descriptions
Appendix—Supplemental Data
Traffic Data
Agency Data
Project Data Collection August 2022
Pedestrian and Bicycle Observations
Intersection Turning Movement Counts
Automatic Traffic Recorder Counts
Vehicle Classification studies
Saturday and Sunday Seasonal Volume Comparisons
NYSDOT Accident Verbal Descriptions
Town of Southold Police Department Records
Truck Route Visual(Photographic)Representations
Truck Turning Studies
Pavement Evaluation,as prepared by TSPE
Correspondence with Excavated Material Hauler
Correspondence with Barge Provider
Intersection Capacity Analyses Summaries
ii
INTRODUCTION
Purpose of Report
This Traffic Impact Study contains the results of a traffic engineering examination of the proposed
development of two new storage buildings to expand the dry boat storage capacity of the existing
Strong"s Yacht Center(SYC) in the hamlet of Mattituck, To of Southold,New York. The existing
SYC is located on the west side of Mattituck Inlet and at the eastern terminus of West Mill Road,
One of the storage buildings will be 52,500 square feet and the other 49,0 0 square feet for a total of
101,500 square feet. This report appraises the traffic aspects of the proposed development with
particular emphasis on its impact on the surrounding street and highway network. The study will
consider the traffic impacts of the completed project as well as the traffic impact of construction
activities related to the project.
The revised report updates accident data to the latest three-year period ending on December 31,2021,
revises the project completion Build analysis to summer 2025, revises the construction Build analysis
to spring 2024 and summer 2024, and adds additional information and analyses as requested by the
Town of Southold and its Consultants in correspondence dated May 9, 2022 and May 6, 2022,
respectively. Also, an alternative routing plan for the excavation phase has been presented and
evaluated, as well as an alternative material mitigation plan to reduce a percentage of off-site material
removal. Additional count data, accident records, pavement analysis, pedestrian and bicycle
observations, and other information is contained in the Appendix of this Report entitled additional
data.
Location
The Strong's Yacht Center site is located on the west side of Mattituck Inlet at the eastern terminus of
West Mill Road. The site is bounded on the east by the Mattituck Inlet and west and north by West
Mill Road and private properties. On the south the site is bounded by Town of Southold Parkland
and private properties- Currently the site has no access to the adjacent highway system other than
from eastern terminus of West N'Lill Road. The site is located within the hamlet of Mattituck, Town of
Southold,New York.
Figure 1, Area Map, indicates fie location of the To of Southold in the New York Metropolitan
area. The project site is shown in Figure 2, Location Map, while Figure 3, Site Map, presents the
boundaries of the property and the adjacent roadway network.
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STUDY APPROACH
s part of the preparation of this Traffic Impact Study,the following tastes were undertaken.
1. Several personal, on-site Meld observations were made to observe the traffic movements under
various conditions.
. Collection and analysis of current existing traffic data, including traffic volumes and signal
timings, as available from the Town of Southold, the Suffolk County Department of public
Works, and the New York State Department of Transportation(NYSDOT).
. Automatic Traffic Recorder (ATR) Counts at:key locations on West dill Road, Cox fleck
Road and Forth road ( `R 48). At the request of the Town of Southold Planning Board the
ATRs were conducted during the individual seasons of the year. The ATRs also included
vehicle classification studies. The counts were collected over a seven-day period to include
Saturday and Sunday data.
4 Supplementary intersection turning movement counts were collected at two key intersections
to determine intersection capacity. The turning movement counts were collected during the
weekday morning peak lours of 7 0 AM to 9:00 Ali and I'M pear hours of :00 PM to 6:00
PM. The intersection turning movement counts also collected data on pedestrian traffic in the
intersection and truck and bus data also. As with the AT°Rs the turning movement counts
were collected. seasonally. Intersection turning movement counts were collected at the
intersections of:
a) Cox beck Road. at'west Mill Road/Breakwater Road
b) forth Road( R 48)at Cox fleck Load
c) Eastbound forth Road( R 48)at Northbound North Road
d) West Mill Road at Bayview AvenuefSelah lane
.. An examination was made of the traffic flow on West Mill Road, Cox Neck Road and North'.
Road( R 48) in the vicinity of the site.
6. Recent accident records obtained from N SD T were reviewed to determine if any accident
problems exist in the vicinity of the site.
7. A trip generation analysis was performed to determine the additional traffic attributable to the
proposed project once complete and fully operational. In addition:., a trip generation analysis
was also perfonned to determine the additional traffic that would be generated: due to the
construction of the new :storage buildings with particular emphasis on the numbers of trucks
need to facilitate the projoct:
7
. A directional distribution analysis was performed to distribute both the completed project
related site-generated traffic and. the construction related traffic onto the surrounding street
network.
.. A trip assignment analysis was performed determine traffic volumes that would result from
the increase of site-gene-ated traffic related to the completed project being added to existing
traffic to determine the impact of the proposed development on the surrounding street system.
A trip assignment analysis was also performed to examine the addition of site-generated
construction traffic to existing traffic to determine the impact of the proposed development on
the surrounding street system
10. Capacity analyses were performed at key study intersections as listed in Mein. 4 above, to
examine their ability to accommodate both the existing traffic volume and the additional site-
generated traffic once the project is complete and the construction related traffic while the
project is being developed.
11. A review of the access arrangements was made. The review include access during
construction and once the project is complete
12. An evaluation of the available parking ;and can-site circulation was made regarding traffic
circulation, safety, maintenance, and adequacy of layout.
0. Conclusions were made regarding the traffic impact of the development on the surrounding
street network based on the data and facts gathered in this study.
1 . As a result of comments received from the Town and its Consultants, additional data was
collected during August of 2022. This data included:
a) Intersection turning movement counts at the intersections of Cox Neck road at Bergen
Avenue, and Sound Avenue at Bergen ,Avenue for the evaluation of an alternative
routing plan for the excavation phase of the proposed project.
b) Pedestrian and bicycle counts were taken from 6:00 AM to : 0 PM during a weekday
on Cox beck Road at Westphalia Road, West Mill Road at Bayview Drive/Selah
Lane, Cox Neck Road/West Mill Road; at Breakwater Road, and Bergen Avenue at
Cooper's road.
c) ATR counts we i°e taken at the northerly terminus of West Mill Road at the
entrance/exit to Scron 's Yacht Center and on Bergen Avenue between Sound Avenue
and Cox` eck Road.
8
Accident Records were updated to include all of 2021 from the NYSDOT. The accident
request was made for t-ie latest three-year period ending December 31, 2021. Accident
records were also requested and received from the Town of Southold Police Department
15. An AUTO-TURN analy,;is was conducted to determine the viability of the proposed trucking
route accommodate trucks that will haul material from the site to facilitate the building of the
project. AUTO-TURN analysis was conducted at the following locations.
a. The 90-degree tuna in West Mill Road near the Strong's entrance.
b. The S-curve along West Mill Road/Cox Neck Road near Breakwater Road.
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c. Turning movements at Sound Avenue at Cox Neck Road.
d. Turning movements at Sound Avenue at Northville Turnpike.
e. Turning movements at Northville Turnpike at County Road 58
f Turning moverne---as at Sound Avenue at Bergen Avenue.
g. Turning movements at Cox Neck Road at Bergen Avenue.
16. An alternative routing plan, alternative material mitigation plan and the barging alternative
have been evaluated.
17. The pavement analysis, which included ES AL calculations, as prepared by TSPE was
evaluated and included in the Appendix to this report.
18. The vibration analysis performed by SoundSense has been reviewed and summarized.
9
EXISTING
ROADWAY NETWORK
Roadway Characteristics
As shown in Figure 5; Site Map, Strong's Yacht Center is located at the easterly terminus of West
Mill Road. West Mill Road to the south and west becomes Cox Neck Road in the vicinity of
Breakwater Road and continues south until its intersection with Sound Avenue and North Road
(County road 48). According to the New York State Department of Transportation highway
Classification Map, Cox Neck Road/West Mill Road is classified as a"Minor Arterial"
Cox Neck Road, at its southerly terminus, intersects Sound.Avenue and North Road. Sound Avenue
is an east/west Town of Southold roadway. Sound Avenue begins in the Town of Riverhead at New
York State Route 25A and runs easterly until it intersects Route 25 in Mattituck east`of the project:
site. The southerly leg of Sound Avenue from its intersection with Cox Neck Road runs southeast to
intersect with New York State Route 25. East of Cox deck.Road is North Road (CR 8) a four-lane
divided highway. North Road (CR 48), to the east of Cox Neck Road, and Sound Avenue, west of
Cox Neck Road, are classified as ``Principal Arterial (other)". Sound Avenue/North Road are also
designated as part of the National highway System and federal Aid Primary System.
New York State Route 25 is a tvo-lane east/west State roadway which parallels Sound Avenue/North
Road, Route 25 begins in Te,,N, York City and terminates at Orient Point at the eastern tip of the
Town of Southold.. route 25 is designated.. as "MinorArterial" within the Town of Southold except
that portion east of Greenport. Route 25, except east of Greenport is also not designated as part of the
National Highway System nor as part of the Federal Aid Primary System
Sound Avenue and North Road (County 8) and Route 25' are the principal roadways serving the
North Pork of bong Island and the Town of Southold in particular. After its intersection with North
Road at Cox. Neck Road and North Road (CR 48) Sound Avenue continues southeast to connect to
Route 25. Once Strong's "yacht Center traffic reaches the intersection of Cox Neck Road with Sound:
Avenue/North Road its traffic can readily be distributed by the traffic signal at its intersection with
Sound Avenue and North Road in all directions onto the primary east/west roadways.
Cox Neck Road/West Mill Road between North Road and Strong's is a two-lane road with one lane
in each direction. The roadway, is under the jurisdiction of the Town of Southold. Except for the
commercial properties -adjacent to North Road and Sound .Avenue on the south, and Strong's Yacht
Center and the Mattituck Commercial Dock at its northerly terminus, the roadway is lined with rural
residential and farming land rases. Twelve commercial ercial fishing boats and the Celtic west Party Boat
operate from the commercial docks north of Strong's, whose only access;is via test Mill Road. In
addition to the commercial dock and Strong"s Yacht Center there is the fonner {old Mill Restaurant,
which is currently vacant but under the process of being renovated for reopening
1
Several residential subdivision roadways feed into Cox beck Road. Breakwater Road intersects the
roadway midway between North Road and l" attituck Creek and serves a large residential subdivision
to the west and north. It also serves as access for the 1' attituck Park District at the end of Breakwater
Road and the Mattituck Creek NYaterway access off N ugles drive.
Cox Neck Road/West Mill Road is marked with a double barrier line separating opposing directions
of traffic. A 35 mile per hour s;aeed limit is posted along the length of the combined roadway. The
roadway varies in width. It is v4dest as it approaches North Road at 32 feet and then narrowing t
generally 26 to 27 feet. Smaller- portions narrow to 24 feet andeast of Naugles Drive the roadway
becomes 22 feet wide. Other than the speed limit signing there is little traffic control signing along
ox's Neck Road/West Mill Ro,.wd -
Much of the Cox Neck Road/'%,�st Mill Road is slightly rolling but there are two areas of significant
curves. The first is just north of Bergen Avenue where, going north, the roadway curves sharply to
the east turning about 90 degrees and theca turns;less sharply to the north. Within the curves the road
drops to the area between the cu-i-ves just west of Breal water .Road and then rises in the second curve
to peak north of Jackson Landing and the end of the curved section. No warning signs are posted for
either north bound south bound traffic. On the westerly side of the southern curve guide"rail has
been placed to prevent vehicles .tuna leaving the road. The guide rail is substandard and not properly
anchored on the ends. We question whether the two curves should be posted with curve warning
signs indicating the " " curvati:re of the road and the use of additional chevron signing along the
back of both curves.
North of the two curves the roa,1way straightens out and continues north in a relatively straight line'
on gently rolling terrain. West and south of Naugle's Drive the roadway turns fairly sharply to the
cast. Curve warning signs were posted for northbound traffic approaching the curve and for
southbound traffic approaching the same curve. The s uthbound signs seem to be placed too close to
the curve and chevron warning signs along the back of the curve`would be useful. To the east o
l augle's Drive Nest hill Road turns to the south and drops vertically. There is a curve warning sign
posted for eastbound traffic and an additional sign.stating, "SLOW POPULATED AREA". That sign
is posted behind a utility pole and not readily visible.
Signalized Intersections
In the vicinity of the site, the following are the significant signalized intersections:
• Sound Avenue/North Road( R 48)at Cox fleck Road
• North Road(CIS 48)at--Northwest bound. Sound Avenue
12:
The lane configurations at the signalized intersection approaches of Sound Avenue/North Road ( fit
4 ) at Cox Deck-Road consist of the following.
I. Eastbound Sound Avenu-. A left turn lane,a thru lane and a right
turn lane.
2. Westbound North Road (CR-4 A left turn lane, a thru lane and a:
channelized right turn lane.
. Southbound Cox Neck Road; A combined.le "thru.lane and a
channelized right turn lane.
The lane configurations at the si,g,nalized intersection approaches of North Road(CR 4 )at Cox Neck
Road consist of the following:
I. Eastbound North load (CR 48): A`thru lane.
2. Northbound Sound Avenue: A left turn lane and a
channelized right turn lane.
Note that the two signalized intersections are operated by the same traffic signal controller, and thus,
function as one signalized inters,ction:
Unsignalized Intersections
In the vicinity of the site, the folao ring are the significant unsignalized intersections:
• West bill Road at Bayview Avenue/ elate Lane
• Cox Neck Road/West ill Road at Breakwater Road
The lane configurations at the unsignali ed intersection approaches of West Mill Road at Bayview
Avenue/Selah Lane consist of the following:
I. Southbound West hill load: A combined left/thru/right lane.
. Northbound West Mill Road: A,combined left right lane;
3 Eastbound Selah bane. A combined left/thru/right lane;.
13
. 'westbound Zaview Avenue A combined leftlthru/right lane..
The lane configurations at the unsignalized intersection.:approaches of Cox Neck Road/West bill
Road at Breakwater road consist of the following:
1. Eastbound Cox fleck Ro��d; A combined thru right lane.
. Westbound West Mill Road:: A combined left/thru lane.
3. Southbound Breakwater',I oad: A combined left/right lane
The lane configurations at the unsignalized intersection approaches of Cox Neck(toad at Bergen
Avenue consist of the following:
l: Southbound Cox Neck Road: A combined thrulright lane.
. Northbound Cox Neck Road: A combined leftl`thru lane:
3. Eastbound Bergen AvenLLe: A.combined left/right lane
The lane configurations at the unsignalized intersection approaches of Sound Avenue at Bergen
Avenge consist of the following:
1. Eastbound Sound Avenue. A combined thru/ri ht lane.
2. Westbound Sound Avenue A combined leftlthru lane;
3. Southbound Bergen Ave,-iue A combined left/right lane
14
EXISTING TRAFFIC
FLOW CONDITIONS
Traffic _Volumes,
Agency CountsData: Traffic volume counts were available for Cox Neck Road on the NYSDOT
Traffic Data Viewer website (ht ra.'// is.dot.nv. o hdv). The counts were collected in.Tune of 2020
2 feet south of Rosewood load and the segment of road had an Annual Average Daily Traffic o
2,963 vehicles per day. The average weekday peak hour of traffic occurred between : 0 PM and
6:00 PM with a-combined volume of 264 vehicles per hour.. The combined volume varied between
215 and 264 vehicles per hour from 11:00 AM to 7:00 PM. Southbound traffic was higher in the
morning and early afternoon then northbound until 1:00 Phil and then the trend reversed with more
traffic northbound then southbound after that.
Traffic count data was also available for Breakwater Road which feed a considerable amount of
traffic into Cox Fleck load/West Mill Road. The count was taken in August 2015, 63 feet south of
Stanley Road and recorded an AADT of 1,447 vehicles per flay and indicates that Breakwater Road
feeds approximately half of the traffic appearing on Cox Neck Road to the south. The count location
on Breakwater Road also included a speed study. The study indicated that vehicles operating on
Breakwater Road at the survey site had an 8 -percentile speed of between 42.9 and 43.9 miles per
hour while the posted speed limit was 30 miles per hour. ,At the survey location Breakwater'Road is
relatively straight and flat as are much of Cox 'deck Road and Nest Mill Road and it can be
anticipated that speeds of this read would be similar to those on Breakwater Road except in the areas
of the curves where horizontal atd vertical geometric features will suppress speed.
In addition to the volume counts noted the State operates a permanent count station on Route 25 east
of Aldrich Lane in the hamlet of Laurel. The permanent count station generates traffic volume trend
data for Route 25 in the Town o Southold and Riverhead east of the Riverhead business district. The
latest available data from the colnit station dates to 2013. It shows that the highest volumes occur in
July and August. The highest daily traffic occurs on Friday with Saturday and Thursday being close
seconds. The counts indicated little traffic growth between 2004 and 2013. The data from the
permanent count station is included in the Appendix of this report in the section entitled, "Agency
Traffic Data."
Additional historic data has been incorporated into the report to cover Sound Avenue between Cox
Neck Road and Northville Turnpike, Northville Turnpike between Sound Avenue and Old Country
Road (CR 43), and [old Country, Road ( R 58), between the Long Island Expressway and Northville
Turnpike., The data was received from the NYSD T and included weekday ATR volume and.
classification counts. The additional data is included in the Appendix of this Report in the section:
entitled Supplemental Data.
It should be noted that the above AADT and the traffic volume count data were not utilized for
16
analysis purposes but were used to define peak periods of highway traffic and are presented for
informational purposes;
Project Count Data-. As requested by the Final Scope additional counts were collected for the
project. As the Scope requested, traffic data was collected in each of the four seasons of the year.
The Automatic Traffic Recorder (.VTR) counts were collected on West Hill Road north of l a view
Avenue, on Cox Neck road north of Westphalia Road, on Sound Avenue west of Cox Neck Road
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and on North Road( R 4 )east of Cox beck Road. The A'lR data collection also included a vehicle
classification study at each location.
Additional ATR's were collected can West Mill Road east of Naugles Drive and on Bergen Avenue
during August 2022.
To obtain specific turning count information for existing traffic during the peak hours of the proposed.
development, manual turning movement counts were collected at the following four locations:
• Sound AvenueNorth:load R 4 )at Cox Neck Road
• North road.( R 4 ) at Northwest bound Sound Avenue
• West bill Road at Bayview Avenue/' elah lane
• Cox beck Road/West Mill road at Breakwater Road
'fhe turning traffic counts at the locations were collected on several during the Winter of2021, Spring
of 2021, the Summer of 2021, and the pall of 2021. The counts were collected during a typical
weekday Ail pear period from :00 A.M. to : 0 A.M., a typical,weekday PM peak period of 4:00
P.M. to 6:04 P.M, and a Saturday peak period of 11:00 P.M. to 2:00 P.M. Additional turning
movement counts were taken in August 2022 at the intersections of 'Cox beck Road at Bergen
Avenue and Sound Avenue at Bergen Avenue during the same data collection periods..
Figure 4,2021 Existing Traffic Counts,presents locations of the counts collected for this Study.
As indicated above, the Scope for the Study indicated that traffic data was to be collected during the
"four seasons of the year."'Initial data collection;was taken in larch of 2021 to cover the Winter data
set. This included the ATR's as described above and turning movement counts at the two signalized
intersections of North Road R 4 ) with Sound Avenue and Cox beck Road. Following additional
Scope clarification two additional turning movement counts were added to the data collection effort.
Those intersection turning movement counts were at"west Mill Road at Bayview Avenue/ elah Dane
d Cox Neck Road/West Mill Road at Breakwater Road:
17
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ATR Road Tubes installed
West Mill Read north of
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Bayview Avenue/Selah Lane
Turning Movement Counts � yt
p' at West Mill Road&
E3ayvier AvenuelSelah Lane
4 .x Turning Movement Counts at
Cox Neck Road/West Mill Road
Luthrs Road
ATR Road Tubes installed at
Coax Neck Road north r�
Westphalia Road
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Turning Movement Counts
x....} at CR 48,Sound Avenue
ATR Road Tubes ��`�?"�
Cox Neck Road �
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Proposed Boat Storage Building
5780 West Mill React FIGURE
STONEFIELD Hamlet of Mattituck,Suffolk County,New York ATR Count Locations Map
Traffic Impact Study
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Figure 5, Weekday Average Hourly Volume — Seasonal Comparison, County Road 48, shows the
variation of hourly traffic count data on Sound AvenueNorth Road (CR 48) from season to season.
The Pattern from season to season is as expected with the highest volumes during the summer and the
lowest in the winter; with the fall and spring being in between. Figures 6 and 7, show similar
information for Cox Neck Road and West Mill Road. While the summer counts are demonstrably
higher than the winter counts with the spring and fall counts being roughly in between, there is
considerably more variation in the count data. This is likely to happen where the count volume is
low, and small increases or decreases in traffic dramatically affect the trends. When reviewing
Figures 5, 6, and 7, note that the smoothness of the graph and traffic data supporting it is far more
even on the higher volume Sound Avenue/North Road, then on the lower volume Cox Neck Road
and then the lowest volume'West Mill Road.
Additional traffic volume data plots for Saturday and for Sunday at all three count locations, Sound
Avenue, Cox Neck Road, and West Mill Road, are provided in the Appendix of this report in the
section entitled Supplemental Data. As would be anticipated, the winter counts showed the lowest
volumes and the summer the highest on both days. The spring volumes were higher than the fall
volumes, The volume plots for all three locations on Saturday and Sunday are not smooth as hourly
variations through the day show- considerable variation. The volume trends indicate a rise beginning
between 6:00 and 7:00 AM ,ising throughout the morning and generally peaking in midday.
Volumes remain high through th-e afternoon but taper more gradually into the evening,
Plots of the weekday directional volumes at the three count locations indicate that Sound
Avenue/North Road experiences traffic flows that are typical of roadways with significant commuter
and worker traffic. The predorninant traffic flow is east bound during the morning peak hour and
west bound in the evening peak hours. Peak hour flows on Saturday afternoons are higher than the
weekday AM and PM peak hours of traffic. The counts taken on Cox Neck Road and West Mill
Road did not exhibit the weekday AM and PM peak hours typical of commuter routes, The volumes
of traffic on Cox Neck Road were higher during the Saturday afternoon peak hour then during the
weekday peaks but were less so on West Mill Road. This was consistent through all seasons, Graphs
which show the seasonal variation of traffic on Sound Avenue, Cox Neck Road and West Mill Road
for Saturday and Sunday are provided in the Appendix of this report in the section entitled
Supplemental Data, Traffic Data,, Saturday and Sunday Seasonal Traffic Comparison.
As can be expected, the seasonal data indicated that there were significantly lower traffic volumes
during the winter period then during the spring and fall, with the highest volumes being recorded
during the ~~~.~^~^ period._ There w
Sound Avenue/NTorth Road as opposed to Cox Neck Road and West Mill Road. During the summer
studies, Sound Avenue experieziced volumes in the range of 16,000 vehicles per day during the
weekdays to 20,000 vehicles on-,a summer Saturday, On Cox Neck Road, weekday volumes were as
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low as 2,600 vehicles per day to a high of 3,340 vehicles on a summer Saturday. Finally, on West
Mill Road, volumes were approximately 500 or slightly lower vehicles per day throughout the week.
The volurne counts conducted during the other seasons followed a similar profile although lower,
with the lower volumes being found during the winter months.
The vehicle classification counts indicated that heavy vehicles (trucks) as a percentage of the traffic
observed exceeded 5 percent of the traffic on Sound Avenue/North Road during the summer,
increasing to over 6 percent in the spring and fall, while dropping to between 4 and 5 percent during
the winter months. Buses represented approximately one percent of traffic on the road during all
seasons. During the weekdays in the non-summer season, buses (most likely school buses) also
represented one percent of the traffic on Cox Neck Road and West Mill Road. During the weekend,
buses were generally not present on these roads. The presence of trucks on Cox Neck Road was
noted with between 3.6 and 9,4 percent on weekdays varying seasonally as shown on Sound Avenue.
During the winter, the percentage of trucks reduced to 3.6 percent. Truck usage of West Mill Road
was varied from 1.5 to 7.9 percent through the four seasons, also varying seasonally similar to Sound
Avenue. During the winter, the percentage of trucks reduced to 1.5 percent weekdays and less than 2
percent on weekends during the summer. During the winter,truck usage on West Mill Road was one
percent or less during weekdays and weekends. The analysis of the classification data from West
Mill Road also indicated that the trucks using the road were smaller than those using Cox fleck Road
and Sound Avenue/North Road.
A partial difference in the volumes of trucks, which would include trucks pulling boat trailers, would
be the large Department of Environmental Conservation (DEC) boat launching facility off Naugles
Drive. While the launching ramp accesses Naugles Drive between Breakwater Road and the northern
section of West Mill Road, the shortest and most straight forward path to the south is via Breakwater
Road to Cox Neck Road, avoiding West Mill Road. Another reason is that Breakwater Road serves a
large residential community to the west which requires service by fuel oil delivery, sanitation, and
other trucks. West Mill Road, north of Breakwater Road, serves far fewer homes.
The traffic volume counts were collected in both 2021 and 2022 and this report is being submitted in
2022. Traffic volume data has been summarized for presentation. The 2021 data was grown by 1
percent to simulate 2022 volumes and the August 2022 data was adjusted seasonally by a factor
provided by NYSDOT to replicate Spring data in addition to summer data. Figure 8, 2022 Existing
Spring Traffic Volumes summarizes the Spring 2022 traffic volume counts for the weekday AM and
PM peak hours and Saturday peak- hours of traffic. Figure 9, 2022 Existing Summer Traffic Volumes
summarizes the Summer 2022 itraffic volume counts for the weekday AM and PM peak hours and
Saturday peak hours of traffic. Similar summarized traffic volume data may be found in the
Appendix of this study for the Winter 2022 and Fall 2022 data collection efforts.
23
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In addition to the ATRs and vehicular volume counts pedestrian and bicycle counts were taken in
August of 2022 along Cox Neck Road and West Mill Road. The counts were taken between 6:00
AM and 6:00 PM on a weekday. The counts were done on Cox Neck Road at Westphalia Road, at
Cox Neck Road/West Mill Road near Breakwater Road, and West Mill Road at Bayview
Avenue/Selah Lane.
The detailed 2021 traffic volume counts, and vehicle classification studies can be seen in the section
of the Appendix entitled, "2021 Traffic Data". Traffic volume counts, pedestrian and bicycle counts,
and vehicle classification counts collected in August 2022 can be found in the Appendix Section
entitled Supplemental Data.
Accident History
Accident data was requested from the NY DC for all accidents that occurred along Cox Neck
Road/West Mill Road from its intersection with Sound Avenue/North Road(CR 48)to its terminus at
Mattituck Creek and Strong's Yacht Center. The data included the intersection of Sound Avenue/CR
48 at Cox neck Road. Accident data for the period January 1, 2017, to June 30, 2020, was provided
by NYSDOT initially. The initial Accident Verbal Descriptions are provided in the Appendix of this
report. Additional data was obtained from NYSDOT in July 2022 to supplement and expand the
accident analysis to cover the period from January 1, 2017, to December 31, 2021, a full 60-month
period. The additional accident data is provided in the Appendix of this report in the section entitled
Supplemental Data.
In addition to the accident data available from NYSDOT, accident data was obtained from the
Southold To police: The data from the Police was for the period January 1, 2018, to December 31
2021, a period of three years. The accident data obtained from the Police was largely duplicative of
the data originally obtained from NYSDOT. The To Police Accident records can be found in the
Appendix of this report in the section entitled Supplemental Data.
During the 60-month period, a total of 48 accidents occurred. Twelve accidents occurred in 2017, 5
in 2018, 7 in 2019, 12 in 2020 and 12 the 2021. Only 8 of the 48 accidents resulted in injuries, and
none were fatal. Thirty-two were property damage only and an 8 additional accidents were classified
as non-reportable,meaning that the value of the property damage was less than one thousand dollars.
Thirty-eight of the accidents were associated with the intersection of Cox Neck Road at Sound
Avenue/North Road (CR 48). Twenty-three of the 38 accidents were rear end accidents and most of
those were associated with traffic moving east/west on Sound Avenue/North Road (CR 48). Five of
the rear end accidents were associated with the Yield signs controlling the channelized right turn
26
lanes at the intersection. The rate of accidents occurring at the intersection is not atypicalfor an
intersection with similar volumes,
As noted by N S1 CT, there were ten accidents that occurred on Cox Neck Road/West Mill Road in
the o - oath period. These accidents were as follows;
September 29, 17: This accident occurred 750 feet north of the west to north bound
ehannelized rarnp at the Cox Neck/Sound Avenue/North Road intersection. The accident
involved.a south bound chicle that hit a deer at night.
• ,Tune 5, 1 : This accident is described as occurring at the intersection of Cox Neck Road
with Vest bill Road and Breakwater Road. The accident occurred at 12.45 in the morning
when a vehicle left the road and hit a tree. The vehicle was south bound on Breakwater Road,
went through the Stop sign and across Cox Neck Road. The police report identifies unsafe
speed and disregard of traffic control devices as contributing factors.
® august 17, : The location of the accident could not readily be identified from the
information provided in the "herbal Description although the Accident Map provided with the
Verbal Descriptions indicates an accident occurring clear the termination of West Neck Road,
adjacent to Mattituck Creek. The accident involved a parked vehicle being hit by a, backing
vehicle. The Town Police accident report provided the same information.-
• October-1 , : The accident occurred. 200 feet west of Breakwater Road,at :50 in the
morning. A north bound vehicle on Cox Neck Road Failed to negotiate the right turning curve
in the road., crossing the south bound lane of traffic and hitting the guide rail and a utility pole.
• November 23, ; The accident occurred at a driveway on the west side of Cox Neck Road
100 feet north of Sound Avenue. The accident occurred when a north bound vehicle turned
left into the driveway crossing the path of a south bound motorist.
• February 7, 202 1 F The accident occurred on Cox Neck Road 50 feet west of Breakwater Road.
n east bound vehicle lost control in snow and ice conditions and sideswiped a west bound
vehicle.
• February 19, 2021. The accident occurred on Cox Neck Road 1000 feet north of Sound
Avenue. A south bound vehicle slid off the road in snow and ice and hit a utility pole.
• May 27, 1; The accident occurred on Cox Neck Road 300 feet north of Sound Avenue
when a deer ran in from of a south bound vehicle.
• September 15, 2021: e accident occurred on Cox Neck Road 200 feet north of Sound
Avenue. While north bound, the rear door of a dump truck swung open and impacted a
pedestrian walking north bound along the road. The truck driver was issued tickets for not
having the rear door secure,
• November 20, 202 1: The accident occurred Cox Neck Road at Westphalia.Road when a north
bound vehicle struck a deer that ran in front of it.
The review of the ten accidents that occurred during the 0-month analysis period indicated that there
are no indication.. Cox deck Road/West Mill Road has any traffic safety deficiencies. Three of the ten
accidents involved vehicles hitting deer and two involved vehicles slipping in snow and ice
conditions. One accident involved a vehicle turning around at the end. of Wet Mill<Road backing
into a parked vehicle. Two accidents involved vehicle that lost control and hit guide rail or utility
poles off of the road. One accident involved a vehicle turning into a commercial driveway just north
of Sound avenue. One accident did involve a pedestrian, The pedestrian was not directly hit by the
vehicle but was hit by an unsecured rear tailgate as the vehicle past._ Where is no pattern to the
accidents that can be identified and corrected. The accident data indicates that vehicular operations
along the roadway can be done safely.
The detailed accident data initially received from the New Fork Mate Department of Transportation
is provided in the appendix of this report in the section entitled, "Accident Data". Accident data
received. in July 2022 can be found in the Appendix: Section entitled Supplemental Data, as can the
accident records received from the Town of Southold Police Department.
28
PLANNED ROADWAY
IMPROVEMENTS AND
OTHER PLANNED
DEVELOPMENTS
Planned a Improvements
To determine whether there are any plans for improvements to the roadways in the study area, the
latest available Nassau — Suffolk Transportation Improvement Program (TIP) was reviewed. Our
review revealed no projects involving the reconstruction and improvement of roadways serving the
proposed Strong"s 'Yacht Center prior to its expected completion. Infonnation obtained from the
Town of Southold Highway Department indicated that a segment of Cox Neck Road from just north
of Sound Avenuer'North Road to Bergen Avenue would be resurfaced with 1-1/2 inches of Type
asphalt. This project has been delayed as the "Town has determined that drainage work needs to be
done prier to the resurfacing. The Town Highway ay Department has also indicated that resurfacing
should be delayed until it is determined how the SIC project will be conducted,preferring to perform
the resurfacing after that work is complete;
Other Planned Developments
To properly conduct the Traffic Impact Study, it is necessary to examine the cumulative effects of
this project as well as other planned developments in the area.. To this end, any other developments
approved and planned to be constructed before 2023 (this project's wild year) which may impact
traffic conditions in the area were identified.
The Town of Southold was contacted, and a representative of the Planning Department indicated that
there were no currently planned projects within the area of the proposed development that would
generate significant enough traffic to impact conditions at the Study intersections.
2025 No Build Traffic l es
In order to develop a basis to gauge potential ,impacts of the proposed traffic on the surrounding
roadway network., the 2022 volumes were grown to replicate conditions in 2025 when the project is
expected to be complete, The background traffic growth of traffic as identified by the NYSDOT
Data Services Bureau was added to the 2022 Existing volumes. The anticipated background growth
of traffic as per NYSDOT is 1.00 %per year in the Mattituck area. The Town of Southold Planning
Department was also consulted to determine if there were any other significant planned projects that
would add traffic to the area roadways prior to the completion, of the Strong"s project. No other
significant projects where identified, following this methodology, the 2025 No Build Volumes were
generated:
Figure 10, 2025 No Build Surnrner Traffic Volumes presents the Summer 2025 No Build traffic
volume counts for the weekday AM and ISM peak hours and Saturday peak hours of traffic.
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PROPOSED
PROJECT
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average yacht size of 60 feet with a 17-foot beam, it is estimated that approximately 88 yachts could
be stored within the proposed buildings during the winter months.
Strong's has indicated that the construction of the two new storage buildings, once complete will
allow for hiring of up to 11 new employees who will be devoted to,working on the boats that will be
stored, cleaning and preparing there for storage and then for use the following season, It is expected
these boats will also be repaired and upgraded while they are in storage. The added employees will
also be responsible for retrieving and delivering boats, as well as, hauling them and putting them in
the water.
Due to significant grade changes on the site,the proposed project will require approximately 134,000
cubic yards of cut for the placement of the proposed buildings at Elevation 10.0. The proposed
excavation plan includes two routes for truck movements and would occur over a projected duration
of approximately five to six months based upon loads of 30 cubic yards per truck and five-day work
weeks. An additional six moraffis is projected to complete the proposed project, inclusive of the
retaining wall, infrastructure and two buildings (i.e., total construction duration is approximately 13
months).
The proposed plan includes the installation of a cement and evergreen retaining wall along the west
side of Buildings 9 and 10 and along the north side of Building 10, which serves to both stabilize the
slope as well as enhance the visual screening of the subject property. The total proposed disturbance
is approximately 6,0--L acres,with mature trees and cut material greater proposed for removal.
As part of the proposed action, one new on-site wastewater treatment system (IA. OWTS) would be
installed, and an existing on-site sanitary system would be replaced with an I/A OWTS. The two
systems would be designed to serve the Strong's Yacht Center operations, inclusive of all buildings,
the office and marina. Also proposed is an extension of the water main from Naugles, Drive by 765
feet to allow for the site to be served by the public supply system.
34
SITE TRIP
GENERATION
ANALYSIS
Trip Generation
trong's Yacht Center is an existing facility and the existing traffic being generated is already being
accommodated on the existing road system. The proposed project will add two storage buildings and
other minor modifications that facilitate the use of the new storage space or upgrade the infrastructure
on-site, such as new sanitary systems and public water.supply. Other than the new activity generated
by the mailability of the new storage space, the ether site enhancements would not generate
additional traffic.
Typically, estimates of traffic a proposed project will generate are developed utilizing the Institute of
Transportation Engineer's reference boob, Trilp Generation. The reference contains studies of various
potential land uses the numbers of daily and hourly trips those land uses may generate. The data is
provided based on rates of generation based on the sip of buildings, units of triage (homes,
apartments, rooms, beds, etc.) or employees. The Trip generation reference contains Land Use Bode
420 farina. The traffic generation rate is based on the number of berths the marina provides. There
are no studies based on building sizes or numbers of employees at the facility. The trong's currently
has 40 berths and will still have only 40 berths upon completion of the project. Based on ITE data
there would be no change in traffic generation due,to the project.-
Automatic Traffic Recorder Counts and''vehicle Classification Counts were taken in August 2022 on
West Mill road 100, feet east of Naugles Drive. The count captured all of the traffic entering and
exiting trong's Yacht Center. Due to location of the count, it also captured traffic destined for the
Town Commercial Dock on the Mattituck Inlet that serves commercial fishing 'vessels and a single-
family home with access onto West Mill load.' There is also a currently closed restaurant onWest
Mill Road east of the count, and for that reason, is not expected to have generated any traffic during
the count period. Table 1, peal, Dour Traffic, West Mill road, East of Naugles Drive presents a
summary ofthe data.collected.
Vehicle gips per Hour
Location Weekday A.M. Weekday P.M. Saturday
Peak Fleur Peak our Peak Hour
East West East illP'est East "Vll"est
Bound Bound Bound Bound Bound Bound
Test Mill Road East 17 4 7 21 12 14
of Naugles rive
`fable 1
Peak Hour Traffic
West Mill Road East of Naugles Drive
6
The weekday peak hoer counts are reflective of a typical business use with workers arriving in the
morning and departing in the late afternoon. The pear Saturday volumes are reflective of a use
where vehicles are coining and going in equal numbers. While the presence of the Town Commercial
Dock added to the traffic counted on West Mill Road,most of the traffic on the road is likely destined
for the SY .
Vehicle Classification counts were taken on West Mill Road for three days (Tuesday thru Thursday)
during the same August 2022 count. Almost all the vehicles observed were two axel vehicles with
approximately 85 % of the vehicles were motorcycles, passenger vehicles and personnel pick-up
trucks and vans. One,percent were noted as buses. Thirteen percent were 2 axle, -tire vehicles such
as UPS, Amazon, or other small delivery vehicles. Most of these trips occur between 9:00 AM and.
4:00 PM and are not occurring during the weekday AM and Ply peak periods. During the entire
three-day period, 3 -axle vehicles were counted, and 2 4-axle vehicles were counted. None of the
or 4 axle vehicles were counted during the typical weekday AM or PM peak hours. It must also be
noted the trucks counted may not all have destined for SY . Some may have been destined for the
Town Commercial bock. When examining truer activity,the counts reflect vehicles that have arrived
and departed the site, One vehicle delivery is counted as two trips in the count.
The proposed two new storage buildings at the Yacht Center will create some new traffic. Stron 's
anticipates that up to 11 new permanent positions at the Center associated with the two new
buildings. There are currently 17 full-time sta ff at the Strong's 'Yacht Center, and upon
implementation of the proposed action., the Applicant expects to create an additional 1 l positions to
reach a total of 28 employees, There is currently variation in the number of employees on site during
the week with 17 on site Monday thru Friday year-round. wring the season, 12 are typically on site
on Saturday and 4 on Sunday. The weekend employees are present on the weekend to service the
existing marina slips and sell fuel to vessels docked at the marina and those not docked at the marina.
Off season there are typically 4 on site on,Saturday and the facility is closed on Sunday in the winter
or possibly one staff member on the season's shoulders. This activity is all existing currently. The.
counts collected for the project this year already have these employees accounted for, as is all the
activity of the existing marina.
Eleven new employees will he added at the site in the future following the construction of the new
storage buildings. The additional personnel will accommodate the increased business generated by
the presence of the additional yachts wintering at the SY , including pulling and launching the
vessels, prepping them for storage, performing repairs and regular maintenance. The new employees
that will be used to service boats destined for new storage building will;primarily work during the
weekday. The arrival and departure of these new employees to and from the marina will be the only
additional traffic the proposed project will generate once complete and operating.
7
Based on the ITE, new trips that the proposed project will generate will largely come from incoming
d outgoing of the new employees. While the new business of storing vessels will generate
additional equipment and materials being brought to the site, most of these deliveries will use
vendors already making deliveries to the site. Vendors such as UPS, the US host Office,Amazon,
d several marine suppliers,already deliver parts and materials to the site. The same vehicles that are
now making deliveries will just carry additional parts or greater volumes of product but snake the
same number of trips. The new business may generate some new deliveries, but these would only be
one-to-two per week... It should also be noted that deliveries currently being made to the site are
generally occurring between the weekday AM and PM peak hours.
The actual presence of the additional stored vessels in the proposed new buildings creates little new
traffic except the random drop-off and pickup of a stored vessel by an owner or the owner's crew at
almost any time during the day. (Possibly 88 vessels over a three-month period). It is noted that SYC
will maintain a schedule for vessels corning in and out of storage, thus, the arrival of a crew in
delivering a vessel to SYC or removing oving a vessel is controlled by SYC. As indicated in the Boat
(Vessel) Study,_approximately one or two boats per day are anticipated to be scheduled for the fall
and spring season, with 90 percent of the yachts being handled by SYC staff or for hire captains and
the remaining ten percent being owner operated(i,e., the yacht owner drives the vessel). As such this;
increase in activity will not be noticeable. As previously mated, the only real increase in traffic will
come from the 11 new employees that are expected to be brought on to accommodate the additional
work generated by the new vessels to be stored, If it assumed that all 11 new employees work
weekday business hours, they are likely to create 11 entering trips in the morning and 11 exiting trips
in the evening. This is a small -number of additional trips and will have negligible traffic impact on
Cox Neck Road/West Mill Road.
Table 2, Site Generated Traffic provides the number of trips the exciting site is currently generating
based on the Institute of Transportation Engineers (lTE) reference manual, "Trip Generation". "Drip
Generation" is a nationally excepted standard for predicting the trip generating characteristics of
typical land uses. It is based on thousands of studies of existing land uses and the amount traffic each
land use generates. As indicated above, "Marina" is a land use included in the reference manual and
statistics are provided 10 predicw how much traffic will be generated. The marina use utilizes the
number of berths the marina has, to predict amount of traffic a 40-berth marina will typically
generate,
The August 2022 counts on West Mill Road, east of I' augles hive, (as shown in Table 1) appear to
indicate that the existing SYC rnay generate more traffic than a typical marina due to the fact that
there are other services on.-.site, including sales of new and used boats and repair/maintenance of
boats, as well as the type of boats serviced/docked. The SYC services larger vessels and services
8
other vessels which arrive by water. The existing staff of 17 serves the marina as well as the other
services. As a;result, the weekday AM, and PM peak hour site generated traffic appears to be more
driven by arrival and departure of the existing staff. While the existin is generated by may be
higher than ITE predictions, it is existing traffic already on the roadways and part of the No Build
Condition;
Table 2 Site Generated Traffic also indicates the number of trips the new employees will create
during the weekday AM and PM peak hours and Saturday peak hours of traffic: The new employees
will all be scheduler) to work daring a normal weekday, arriving in the morning and departing in the
evening.New employees will not work on Saturday and will not generate additional traffic.
The traffic associated with the current marina operation already exists on the study roadways and the
project traffic counts already account for this traffic. To determine the traffic impact of the completed
project, it is necessary only to focus on the additional trafficthe project will add, that resulting from
hiring 11 new employees. When using employees as a basis of trip generation_based on TT
methodology (such as with an office ease) the trips generated are generally less than the total
employees at the site. Some employees came in early,some come in late,some may not come in that
day, or some may be in the field tosay pick-up a brut. However, to take the most conservative
approach to the analysis, it has been assumed that all 11 employees enter the site in the during the
AM peak hour and depart during the PM peak.hour. It is further assumed that 2 of those employees
are either dropped off or leave the site during the same time period.
Vehicle Taps per Hour
e Weekday A.M. Weekday P.M. Saturday
Peak orur Peak Hour Peak Flour
Enter Exit Etter Exit Eater Exit
Existing Marina with
o slips 6 4 5
(Land Use Cade g)
New Employe Trips
111 New Employ esl 0
S
Total 1 14, q b
Table l
Site-Generated Traffic
Based on ITE Trip Generation Rates
and
Expected Now Ernpolyees
39
DIRECTIONAL
DISTRIBUTION
ANALYSIS
To determine the origins and destinations of new vehicles entering and exiting the proposed
development, a directional distribution analysis was performed. The additional traffic that will b
generated will consist of arrival and departure of new employees. As such, the trip distribution
analysis examined the traffic flow along Sound Avenue/North Road during the AM weekday peal
hour.
Figure 11, Site-Generated Traffic Distribution, presents the directional distribution of traffic that is
expected to arrive at and departfrom,the proposed development via the existing roadways.
41
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TRAFFIC
ASSIGNMENT
ANALYSIS
The site-generated traffic estimates and the directional ,distribution were utilized to assign the
expected generated traffic volumes at the proposed shared common access driveway and on the
surrounding roadway network;
Figure 12, Site-Generated Traffic at Completion shoves the site-generated traffic for the proposed
Strong's Marina project during the weekday morning peak hour, the weekday PM peak hour and
Saturday peak hour of highway traffic using the directional distribution for the new site generated
traffic shown in Figure 11 and the trip generation of new traffic trips is shown in Table 1. N
assignment of traffic is provided for the Saturday Peak Flour as new traffic is expected to be
generated by the completed project.
The Site generated Traffic as presented in Figure 12 were added to the 2025 No Build Summer
Traffic as presented in Figure 10 to create Figure 13, 2025 Build Summer Traffic Volumes at
Completion which shows the composite traffic once the project is completed.
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INTERSECTION
CAPACITY
ANALYSES
Signalized t reao
Signalized intersection capacity analyses were performed to determine the ability of vehicles to safely
negotiate turning movements at the key signalized location noted below:
Sound .venue/North Road<( I 48) at Cox Neck load
North Road( l )at Northwest bound Sound Avenue
All analyses were performed in accordance with the methodology set forth in the 6h Edition of the
Highway Capacity Manual using SYNCHRO software as was utilized for the signalized capacity
analyses*
llethodolc
The signalized intersection capacity analysis methodology evaluates the average control delay per
vehicle to determine intersection level of service. Several variables impact the measure of control
delay, including quality of progression, cycle length, ,green ratio, and volume-to-capacity (V/C) ratio
for the lane group in question,
]bevel of service for a signalized intersection is defined in terms of the average control delay per
vehicle during a peak 15-minute analysis period. Control delay consists of initial deceleration delay,
queue ogre-up time, stopped delay, and final acceleration delay, 'Six levels of service, from A to F
have been established as measures of vehicle delay. These levels and their related control delay
criteria are summarized in Table 5, Signalized intersections-Level of Service Criteria.
Level of Service Control Delay
'seconds, er vehicle
10.0
B Ml —20.
20.1 —35O
E 55.1 —WO
80.0
Source, Highway Capacity Manual 6" Edition„ Transportation Research Board, National Research
Council, Washinaton. D C. 2010.
Table
Signalized Intersection
Level of Service Criteria
48
As marina type operations experience peak activity during the summer months and the counts taken
for this study during the four seasons of the year indicated that peak roadway volumes occurred
during the summer the capacity analysis focused on peak summer conditions, This analysis reflects
conditions which could be expected to prevail after the project is completed and fully operating
during pear summer activity of the site and the surrounding roads.
First signalized capacity analysis was conducted to examine the existing conditions at the study
intersections when the data was collected. The 2022 Existing Analysis verifies that the analysis i
correctly modeling operations at the intersections. Next the 2022 volumes were grown to replicate
conditions in 225 when the project is expected to be complete. The background traffic growth of
traffic as identified by the N ' DT Data Services Bureau was added to the 2022 Existing'Volumes
The anticipated background growth of traffic as per NYSD T is 1. % per year in the l"v^lattituck
area. The Town of Southold Planning Department was also consulted to determine if there were any
other significant planned projects that would add traffic to the area roadways prior to the completion
of the trong's project. No other significant projects where identified. The 2025 No Build traffic
analysis was then conducted to determine intersection operating conditions in 2025 without the
prof ect.
The signalized intersection capacity analyses were then performed to examine 2025 levels of service
with the added traffic from the proposed project(2025 Build Condition).
The signalized intersection capacity analyses results have been provided in comparison tables
provided in the, section of the ,appendix to this report entitled "Intersection Capacity Analyses
Summaries." The tables provide the intersection Levels of Service (LOS) and intersection delay by
movement, intersection approach, and the overall intersection. 'These results are presented side by
side for the 2022 Existing, 2025 No-Build and 2025 Build Conditions for ease of comparison.. The
detailed signalized intersection capacity analysis results are provided in the Appendix of this report in
the section entitled Detailed Capacity Analysis results.
The results of the signalized.: capacity analysis indicate that the small increase in traffic from the
project will create negligible traffic impacts once the project is complete and fully operational. The
analysis indicates that no intersection Levels of Service (L ) ) change and there are no individual
movement LDS degrade at the intersections.
Unsignalized Intersections
l. nsignalized intersection capacity analyses were performed to determine the ability of vehicles to
safely negotiate turning movements at the key location noted below;
49`
Cox Neck Roa est Mill Road at Breakwater Road
Cox Neck load at Bergen Avenue
Sound Avenue at Bergen Avenue
All analyses were performed in accordance with the methodology set forth in the 6' Edition of the
Highway Capacity Manual using the same SYNCRHO I 1 software as was utilized for the signalized
capacity analyses,
Methodolo
The unsignalied intersection capacity analysis methodology evaluates the average control delay per
vehicle to deter-mine level of service. Level of service for a two-way stop-controlled intersection is
defined solely for each minor movement.. Several variables impact the measure of delay for a two-
way stop-controlled intersection, including the level of conflicting traffic impeding a minor street
movement and the size and availability of gaps in the conflicting traffic stream:
Level of sez nice for an unsignalized. intersection is defined in terms of the average control delay per
vehicle during a peals 1 -minute analysis period. Control delay consists of initial deceleration delay,
queue move-up time, stopped delay, and final acceleration delay. Six levels of service, ranging from
A to F, have been established as measures of'vehicle delay. These levels and their;related control
delay criteria are summarized in Fable 4, Unsignali ed Intersections—Level of Service Criteria.
Level of Service Control Relay
sec+��ds er�ehiclle
A < 10.0
1 .1 — 1 .0
C 1 .1 — 5..
D .1 —35.E
35.1 -- 0.
F > 50.0
Source.-Highway Capacity Manual 61h Edition,Transportation Research Board, National Research
Council,l"Vashontcn, .
Fable 4
Unsig nalized Intersections
Level of Service Criteria
First the unsignalized capacity analysis was conducted to examine the existing conditions at the study
intersections when the,data was collected..; The 2022 Existing Analysis verifies that the analysis is
correctly modeling operations at the intersections. Next the 2022 volumes were grown to replicate
conditions in 2025 when the project is expected to be complete. The background traffic growth of
traffic as identified by the New York State Department of Transportation (N Y SDO Data Services
Bureau was added to the 2021 Existing volumes, The anticipated background growth of traffic as per
NYSD T is 1. % per year in the Matt tuck area. The To of Southold planning Department was
also consulted to determine if there were any other significant planned projects that would add traffic
to the area roadways prior to the completion of the Strong's project. No other significant projects
where identified.. The 2025 No Build traffic analysis was then conducted to determine intersection
operating conditions in 2025 without the project
The unsignalized intersection capacity analyses were then performed to examine 2025 levels of
service with the added traffic from the proposed.project(20 5 Build Condition).
The unsinalized intersection capacity analyses results have been provided in comparison tables
provided in the section of the .Appendix to this report entitled "Intersection Capacity Analyses
Summaries," The tables provide the Levels of Service (LOS), volume to capacity ratios (v/c) control
delay, and 9511 percentile queue length by critical intersection approach'. These results are presented
side by side for the 2022 :Existing, 2025 No-Build and 2025 Build Conditions for ease of comparison
The detailed signalized intersection capacity analysis results are provided in the .Appendix of this
report in the section entitled.Detailed Capacity Analysis Results.
The results of the unsinalized capacity analysis indicate that the increased traffic from, the project
will create negligible traffic impacts once the project is complete and fully operational. The analysis
indicates that no intersection Levels of Service (LOS) change and there are no individual movement
LOS degradations at the intersections.
1
ACCESS
EXAMINATION
Proposed ss
trong's Yacht Center is located at the eastern terminus of West Mill Road and the entrance/exit of
the site is essentially a continuation of the roadway. As shown on the site plait Vest Mill Road ends
at the northerly border of the site. There is currently a fence line crossing the northerly border of the
site with a gate which allows ingress and egress from the site. To the east of the gate is a garage that
also defines the northerly limit of the site. As there is no intersection with crass streets to interfere
with traffic entering and exiting the site onto West Mill Road the site access is safe.
The proposed access plan has been designed to provide safe and efficient access for both patrons and
employees of the proposed site.
Temporary and er ency Access
temporary haul road will be developed in the first;phase of the project to facilitate the removal of
excavated material during the initial grading of the site. The temporary haul road's path through the
site is shown in Figure 3, Site Map. The temporary haul road is only planned to be used during the
Phase 1 —Excavation portion of'the project, a period of 5 months. During this period; it will primary
be used by trucks removing excavated material from the site. Following its use as a haul road during
the Phase l-Excavation, the haul road will be used for emergency access only to the site by police,
fire; or arnbulance vehicles.
The haul road will intersect Vest Mill Road approximately 1,600 feet north of Bay View Avenue and
600 feet south of the almost 9 -degree turn in West Mill Road to the east. Sight distance to the north
and south of the proposed temporary intersection will be more than 500 feet in either direction; far
ore than the suggested intersection sight distance and the required stopping sight distance for
intersections. The segment of West Mill Road where the proposed temporary intersection will be
constructed experiences light traffic volumes (less then. 50 trips per hour), particularly during the late
fall, winter, and early sprang months when the road will be used. There have also been no recently
identified accidents in the vicinity of the intersection. The combination of excellent sight distance and
low volumes on West hill Road indicate that the proposed temporary intersection will operate safely.
It is anticipated that traffic using the temporary haul road come from. the south return to the
south. To facilitate the movement of traffic particularly trucks in and out of the haul road a wide
radius will be used on the southeast corner of the intersection and a 100-foot stabilized shoulder shall
be provided.
53
TRAFFIC
IMPACTS
FROM
CONSTRUCTION
Proposed tr ti le
The construction of the project, Is scheduled and estimated to begin in early December. The expected
employment, employee trips and trucking used in each phase of the construction activity is as
follows:,.
,Clearing-and Grubbin4a of the Site 2 weeks
Heavy equipment'ent will be brought to the site to perform the work. ,;luring this period the
temporary haul road to West bill Road will be constructed. Equipment will include an
excavator, feller, bunches, woodchipper, tub grinder and payloader. The equipment will b
brought to the site over a two-clay period and remain on site for two weeks and be removed.
One truck with 30-yard trailer will be used to remove ground-up debris 3 to 4 times per day.
The true with trailer will not remain on site but will return to its base each night. On average,
the truck with trailer will generate no more then one entering trip every other hour and one
exiting trip every other hour.
Each piece of equipment will have an operator ( and four additional laborers will support
the work. Each mo "ing up to 9 employees and the truck with trailer will arrive at the site and
depart at the end of the day.
Phase I Excavation on o
Phase l (Excavation) will include the removal of 123,000 cubic yards of material from the
site. The material will be hauled off the site in 30-yard trailer trucks. In,all, the removal of the
material will require a total of 4,100 loads with 4,100 empty trucks arriving at the site and
4,100 trucks leaving the site with full loads. The work will thus generate 8,200 truck trips.
Heavy equipment will be brought to the site to perform the work. Turing this period 2
loaders, 2 excavators, 2 dozers and 1 fuel/water truck will be brought to the site and will
retrain through the phase 2 Excavation. The equipment will be brought to the site over a two-
day period and remain on site until the Phase 2 Excavation is complete and be removed. They
will be operated by 7 operators that will arrive at the site by personnel vehicle and depart at
the end of the day. In addition to the operators,a Project Manager, a Site Safety Supervisor,
"lag Personnel and 4 Laborers will report to the site by personnel vehicle for a total of l
personnel vehicles. Work will be performed from 7:00 AM till 5:00 ISM:
55
In addition to the equipment and workers noted above trucks with -yard trailers will be used
to transport excavated material from the site. These vehicles will begin arriving at 7:0
0 AM
d the last will depart at 5:00 PM Monday through Friday. No excavation will take place
during the weekend. To meet the project schedule, it is estimated that 40 trips will be made to
and from the site during the ten-hour workday. ,Pout°trips (entering and exiting) will be made
each hour during the day.
'rucking and employee arrivals will be via the temporary haul road. At the end of the Phase
l Excavation the temporary haul road will be closed to active use and only used for
emergency use by police, tire, and ambulance services.
Phase 2 Ea�rat�on peeksI
Phase 2 (Excavation) will include the removal of 12,000 cubic yards of material from the site.
The material will be hauled off the site in 30-yard trailer tracks. In all, the removal of the
material will require a. total of 400 loads with 400 empty trucks arriving at the site and 40
trucks leaving the site with full loads. The work will thus generate 84 truck trips
This phase will use the same excavation and loading equipment brought to the site for the
Phase I Excavation and will be operated by the same 15 employees. They will arrive at the
site in personnel vehicles„
In addition to the equipment and workers noted above trucks with 3 -yard trailers will be used
to transport excavated material from the site, These;vehicles will begin arriving at 7:00 Ali'
d the last will depart at 5:00 PM. No excavation will take place during the weekend. To
meet the project schedule, it is estimated that 40 trips will be made to and from the site during
the ten-hour workday. To take a conservative approach, it will be assumed that 4 trips
(entering and exiting)will be made each hour during the day.
The Phase 2 Excavation and all subsequent phases will use the main,entrance to tron 's
Yacht Center at the eastern terminus' west Mill Road to enter the construction area.
Retainin Wall Construction 3 weeps
This phase of the project will be run concurrently with the drainage installation and building
construction phases of the project. A loader and an excavator from the prior excavation phase
will be used in this phase. In addition, a skid steer and mini excavator will be"brought to the
site:for the work. These pieces of equipment will be operated.by 4 operators and be supported
56
by 4 laborers. Eight employees will be required to complete this phase and they will arrive in
the morning and depart at the end of the day;
Over the three-weep period it is estimated that 60 trucks with trailers will be required to bring
in the retaining wall material. Over the 1 -day period four loads a day will be brought to the
site:
Drain y e Excavation and Installation months).-
This phase of the project,will be run concurrently with the retaining wall installation and
building cons
truction phases of the project. A loader and two excavators from the prior
excavation phase will be used in.this phase. In addition, a skid steer and mini excavator will
be brought to the site for the work. These pieces of equipment will be operated by 5 operators
d be supported by 2 laborers. Seven employees will be required to complete this phase and
they will arrive in the morning and depart at the end of the day.
One truck with trailer will be used to transport leaching basins and connecting pipe to be
installed. It is expected that no more then two total trips per day would occur. These trips to
the site will not occur during the weekday peak hours of traffic.
Building Construction (6 month-,):
Building Construction will be concurrent with the building of the retaining wall and the
installation of drainage. Many of the earth moving and loading equipment will be shared
between the three operations and had been brought onto the site for the excavation phases of
the project. These pieces of equipment will be removed from the site after the completion of
the retaining wall and drainage installation. Several pieces will remain until building
completion. Several new pieces of equipment, specific to the building construction will be
added including one telescopic forklift and several scissor and telescopic lifts. The Project
Manager and Site Safety Supervisor will oversee the Building Construction, Retaining Nall
Construction, and Drainage Installation.
With the concurrent phases noted, the total number of employees on site will vary from 20 to
60 as the building is erected and the retaining wall, drainage, and site work are completed.
The construction company engaged to complete the work has committed to utilize company
multi-occupant vehicles to sport many of the construction workers to the site. No more
than 40 vehicles used for employee transportation should be on site each day. On many days
the number of employee transport: vehicles will be Lower; For the purpose of this analysis,
and to tape a conservative approach, 40 vehicles are anticipated to carry construction workers
57
to the site in the morning and depart in the late afternoon when work is complete. It i
expected that most of the work will be alone during the weekday period, however some work
will carry into Saturday. Saturday will mostly be used for maintenance of equipment and set
dap for the following week's work.
Estimated tr i Traffic
The construction activity has six distinct phases, although three will occur concurrently. The Phase 1
Excavation Phase generates the ;most daily truck trips (40), but less employee trips 15). The
Construction please and concurrent Retaining Fall and Drainage installation will, generate the most.
employee trips, but less daily truck trips. As noted above, the Building Construction generates
between 15 to 40 employee trips. It is expected that during the building construction phase that up to
5 truck trips per day will make deliveries to the site and two trucks per week will remove debris from.
the site. The traffic analysis of construction activity will foes on these two construction phases of the
project which are the ones with peak traffic flow generated by the project.
The phase 1 Excavation Phase will begin in mind-December and carry through May. Much of the
activity will occur during the winter and spring months when traffic volumes are low, as evidenced
by the traffic counts conducted during the four seasons of the year. During the Excavation Phases
trucks will take the excavated material south on West Mill Road/Cox fleck Toad to Sound
Avenue/North road and them west on Sound Avenue. Due to the mature of the construction work and
construction company's location west of Riverhead it is anticipated that 90 percent ofwormers will
come from the west and 10 percent will came from the east. All truck trips are expected to come front
d return to the west,ultimately-via..the Fong Island Expressway (I-495).
`fable 5, Construction Generated Traffic, Phase 1 Excavation provides the amount of traffic that the
Phase 1 Excavation will generate during the weekday AM and PM peak hours of traffic flow. No
traffic is estimated to be generated on Saturday.
58
EVehicleTrips per Hour
e erator *lEnterExft
kday P.M. Saturday
ak Hour leak Hour
Enter Exit Eater Exit
Employees (1 ) 15 4* 4 15 NA NA
Tracks (4 per hour) 4 4 4 4 NA N,4
Total 19 8 8 19 NA NA,
traps are added to account for potential pick-ups and drop-offs:
Table a
Construction Generated Traffic
Phase Excavation
Figure 14, 2024 Site Generated Truck Traffic Volumes at Phase l — Excavation, shows the arrival
and departure of construction related traffic during the Phase I Excavation for the weekday_AM peak
hours and PM peak hours. Figure 15, Site Generated Passenger Vehicle Traffic Volumes at Phase I
:excavation presents the site generated passenger vehicles that will be generated during the Phase 1
Excavation for the Weekday AM and PM peak hours. The construction generated traffic resulting
from the Phase 1 Excavation was then added to the 2024 Spring No wild traffic as sho Figure 16;
2024 No Build Spring Traffic Volumes. The Construction No Build Traffic was developed in the
same manner as the Project No build Traffic growing the 2022 Existing Spring Traffic to 2024 using
a 1% per year growth factor. The Composite 2024 Spring Construction Traffic resulting' from the
Phase 1 Excavation of the site is presented in Figure 17, 2024Build Spring Traffic Volumes at Phase
1 -Excavation.
Table 6, Construction Generated Traffic, provides the amount of traffic that the Construction Please
concurrent with Detaining Wall and Drainage work will generate during the weekday AM and P
peak hours of traffic .Tow. It is anticipated that this work will also be done on Saturday during this
phase. Early in this phase with the retaining wall and drainage work being done at the same time u
to 60 workers maybe on site at one time. The number of workers will vary after that but will not
exceed a maximuin of 60. It will be assumed that 60 employees will arrive at the site in the morning
d depart in the evening. Some work will be done Saturdays, but it is expected that only partial
crews will be on site to do maintenance of equipment and set up for the next week's work. To take
conservative approach, it will be assumed that the Saturday work effort will be the same as during the
weekdays for traffic analysis purposes. luring this period truck traps will consist of deliveries of site
59
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materials. Additionally, approximately two trips a week will remove debris from the site. The
number of deliveries is estimated to be less than five a day and will take place between :00 AM and
:00 l in each peak hour to be examined. To take a conservative approach it will be assumed that
one truck will make a delivery during each peak hour, although this is unlikely to occur.
Vehicle Tripe per Hour
Generator Weekday A.M. Weekday P.M. Saturday
Peak Hour Peak Hour Peak Flour
Enter Exit Eater Exit Enter Exit
Employees i t 60 1 * 1 60
Trucks (1 per hour) 1 1 7 1 1 1
Total 61 61 11 61
4 trips are added to account for potential pick-ups and drop-offs.
Table
Construction Generated Traffic
Building Construction Phase Concurrent with Retaining Wall and drainage
The Materials need for the construction of the buildings, drainage and retaining walls will all come
from suppliers west of the site. Trucks delivering these building materials from the west, will arrive
on Sound Avenue east bound turning north. on Cox Neck Road/West Mill Road. After dropping off
their loads they will depart by reversing their arrival route. "workers that will perform the work will
also mostly core from the west. It is estimated that 90 percent of the workers will arrive via east
bound Sound Avenue to northbound Cox fleck Road/West Mill Road and leave by the reverse of that
route. An estimated ten percent of the workers will arrive from the east via west bound North Road
to northbound Cox deck Road/West bill Road and depart in the reverse of this route.
Figure 18, Site Generated passenger Vehicle Traffic Volumes at wilding Construction, shoves the
arrival and departure of construction related traffic during the Building Construction for the weekday
AM peak, and PM hours and Saturday peak hours. The construction generated traffic resulting from
the building construction following the excavation of the site was then added to the 2024 Summer No
Build Traffic Volurne as sho%m in Figure 19, 2024 Summer No Build Traffic Volume. The
Composite` 2024 Stunmer Construction Traffic resulting from ,the building construction, with
concurrent retaining wall construction and drainage work is presented in Figure 20, 2024 Build
6
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Summer Traffic Volumes at Building Construction.
Analysis of ConstructionTraffic Impacts
As noted, the two phases ofthe construction effort that will generate the most construction related
traffic are the Phase 1 Excavation and the Building Construction phase. The excavation will generate
the most truck trips and the Building Phase will create the most total traffic but will include fewer
truck trips. The construction traffic from each of these phases have been analyzed against the 2024
No Build Traffic to determine the potential impacts of the Construction traffic on the study
intersections. The phase l Excavation traffic was compared with the 2024 No Build traffic based on
the spring 2021 counts. The Phase 1 excavation Phase will been in Mid-December 2023 and last'
into late Spring of 2024. The Winter 2021 counts exhibited substantially lower volumes than the:
Spring 2021 counts. It was determined that the 'Spring data would present a more conservative
analysis then.utilizing Winter as a base.
e wilding Phase of the project will begin in late Spring, early Summer of 2024 and last until the
late Fall of 2024. To analyze the impact of the construction traffic related to the Building phase and
consider a worst-case scenario, the No :wild 2024 analysis was based on the Summer 2021 count
data,as was the analysis of the 2025 wild scenario for the completed project.
The analysis of"the signalized intersections was conducted as detailed in the Intersection Capacity
Analysis chapter of this report. The signalized and unsignalized intersection capacity analyses results
have been provided in comparison tables provided in the section of the Appendix to this report
entitled "Intersection Capacity Analyses Summaries, Construction Traffic." The tables provide the
intersection Levels of Service (LO and'intersection delay by movement, intersection approach, and
the overall intersection. These results are presented side by side for the 2024No-Build and 2024
Build Conditions for case of comparison. The detailed signalized and unsignalized intersection
capacity analysis results are provided in the Appendix of this report in the section entitled,Detailed
Capacity:Analysis results, Construction Traffic..
The results of the signalized and unsignalized capacity ,analysis indicate that the increased traffic
from the construction project will create negligible traffic impacts once the project is complete and
fully operational. The analysis indicates that no intersection Levels of Service (LO change and
there are no individual movement LOS degrade at the intersections.
68
ADDITIONAL
CONSIDERATIONS
Project Alternative
An alternative project has been developed that includes the construction of two boat storage buildings
of 52,500 SF and 49,000 SF to support the operations of the Strong's Yacht Center, with associated
improvements including gravel-based driveways and parking areas, water supply, sewage disposal,
site grading and drainage, landscaping, and lighting. The proposed two buildings would be sized
identically to the two proposed for the proposed project. The primary difference between the two
proposals is that the two buildings proposed under the project alternative would be constructed at
approximately the existing grade of the site and would not require excavation other than grading to
provide a level surface for construction. Once completed the use of the two buildings would be as
storage, consistent with the proposed use under the proposed action. However,the two new buildings
would be used for the storage of smaller boats then the two buildings to be constructed under the
proposed action. The access roads to, the new buildings under the project alternative will not support
the use of travel lifts capable of transporting large boats to storage in the new buildings. Also, this
alternative includes elevating the roof heights of three existing buildings to accommodate large vessel
storage. As such, this alternative would still require 11 new employees working Monday thru Friday.
As with the proposed action, the buildings will be used for long to storage and boats will not be
stored in the buildings for launching at the owner's use, as is commonly done with rack storage of
boats at many marinas. The only boats available for use by owners will be those kept in one of the 40
existing slips at the Yacht Center.
Table 7, "Site-Generated Traffic Project Alternative — Based on ITETrip Generation Rates", (next
page) shows the estimated site-generated traffic anticipated during typical peak hours based on the
ITE trip generation rates for a 40-slip marina with 11 new employees to support the work to be done
in the new storage buildings.
As noted, other then the difference in the elevation of the buildings and increased roof heights of
three existing buildings, the primary difference will be that once completed the new buildings under
the alternative will be used for the storage of significantly smaller boats then would the buildings
constructed under the proposed action. The proposed action would store boats that average 60 feet
long in two new buildings, while the buildings constructed under this alternative would store up to
300 smaller boats in the two new buildings. The larger boats averaging 60 feet cannot be trailered to
the site and must arrive via the water. Smaller boats, as are anticipated to be stored in the project
alternative, can readily be transported to and from the site by trailer. It is anticipated that 150 of the
smaller boats stored at the site will arrive and depart by trailer.
Under the Project Alternative it is anticipated that 150 small boats will be transported to,the site raid
September to mid-October, a period of three months, for storage. The 150 stored boats will be
returned to their owners from storage by trailer in April, May, and June, also a period of three
70
months. Given the three-month delivery and pick-up an average of two boat trailer trips can be
anticipated during this period. As a significant number of the pick-ups and deliveries will be made
by Strong's personnel using Strong's trailers,, these trips will be two-way. Either leaving loaded and
returning empty or leaving empty and returning loaded. The arrival and departure of these boats via
trailer from storage is not reflected in Table 7, as these trips will generally not occur during peak
hours and will occur at a rate of a few a day. These additional boat trailer trips will be new trips
generated by the Project Alternative that would not occur under the proposed project, as the boats to
be stored under the proposed project would be too large to transport via a trailer.
Vehicle Trips per Hour
Generator Weekday A.M. Weekday P.M. Saturday
Peak our Peak Hour Peak Hour'
Enter it Enter Exit Enter Exit
Existing Marina with
40 slues 3 2 6 3 4 5
(Land Use Code 420)
New Employee Trips 11 2 2 11 0 0
(11 New Employees)
Total 14 4 8 14 4
Table 7
Site-Generated Traffic
Project Alternative
Based on ITE Trip Generation Rates
Existing Marina with Two New Storage Buildings
71
Table 8 Comparison of Site Generated Traffic, Proposed Project versus .Alternative Project compares
the site generated characteristics of the two alternatives;
Vehicle Trips par flour
Use Weekday A.M. Weekday P.M. Saturday
Peak Hour Peak Hour Peak Hour
Enter Exit Enter Exit Enter Exit
Proposed Project 14 4 8 14 ,
Alternative Project 14 4 8 14 4
Difference 0 0 p 0 0 0
Table
Comparison" of Site-Generated Traffic
Proposed Project versus Project Alternative
Truck tinPlan
As previously noted in this report, it is anticipated that all track deliveries for the construction of the
project will arrive from the west on Sound Avenue and return using the reverse path. Like wise the
material excavated from the site will be loaded on trucks and removed from the site. Trucks hauling
this material will travel to the west on Sound Avenue and return to the site empty also via Sound
Avenue. The truck rotate will utilize Sound Avenue to Northville Turnpike (CR 4 ) and then Old"
Country Road(Cl )to the long Island Expressway l 4' .
From Sound Avenue, trucks destined for the site will utilize Cox Neck Road/West Mill load to
arrive at the site. During the first two phases of the proect's construction, the site will be accessed
via temporary construction access onto West Mill load, approximately 1,600 feet north of Bay Vie
Avenue. The construction of the temporary access will be accomplished at the beginning of the first
phase of construction. A temporary haul road from Vest bill load to the portion of the site where
the two new buildings are to be located will also be constructed. Following construction of the
temporary access and haul road, the site will be cleared, and the initial phase of the construction'
completed. The phase,l_Excavation of the site will be completed utilizing the temporary access to
West Mill load and the temporary haul road. At the end of the ]Phase l-Excavation the temporary
access will removed, and the ternporary haul road will be used by emergency access only and will not
72
be used by any truck or employee access to the site. Following the closure of the haul road all access
to the site for construction will be from the existing access to the site at the end of West Mill Road.
Figure 21, Proposed Construction Truck Route indicates trucks used for the construction of the
project will utilize Sound Avenue to Cox Neck Road/West Mill Road. Figure 22 also shows access
to the site via the temporary haul road during the first two phases of construction and the, existing site
access that will be used for all other phases of the project.
Tlie nature of Cox Neck Road/West Mill Road is fully described in the section of this report entitled,
"Roadway Characteristics". Vehicles that traverse Cox Neck Road/West Mill Road will encounter no
school zones, and all intersections along the road are unsignalized Stop sign control with Cox Neck
Road/West Mill Road as the primary through road with no control. Vehicles on Cox Neck Road/
West Mill Road can move along the entire road from the site to the intersection of Cox Neck Road
with Sound Avenue. The speed limit along Cox Neck Road/West Mill Road is 35 miles per hour,
however,project trucks will be instructed not to exceed 30 miles per hour to mitigate any community
concerns relative to construction trucks.
The intersection of Sound Avenue at Cox Neck 'Road and North Road (CR 48) where site related
vehicles either exit Sound Avenue onto Cox Neck Road or enter onto Sound Avenue from Cox Neck
Road is the only roadway where traffic control and potential vehicle conflict points might impede
traffic flow. The intersection is well designed with separate lanes for all turning movements. A
traffic signal under the jurisdiction of the Suffolk County Department of Public Works controls the
intersection. The operation of the intersection was analyzed as part of this study. The results of the
study are provided in the section of this report entitled, "Analysis of Construction Traffic", The
results of the analysis indicated that the site related construction traffic generated by the site can be
readily accommodated with negligible traffic impact. The construction related traffic causes no
change in the intersection LOS nor any change in individual movement LOS.
The route that trucks and other vehicles will use during the construction of the site improvements, as
shown on Figure 21, is suitable for the expected traffic and can accommodate it with minimal traffic
impact. The proposed 30 mile per hour maximum speed to be observed by project trucks on Cox
Neck Road/West Mill Road will mitigate concerns of the community. Pictures of Cox Neck
Road[West Mill Road between Sound Avenue and the temporary haul road to Strong's Yacht Center
are provided in the Appendix of this Report in the subsection entitled Truck Route Photographs, in
the section entitled Additional Supplemental Data.
Sound Avenue west of Cox Neck Road is well suited to carry the site related construction traffic.
There are no school zones along the road. East of Cox Neck Road North Road (CR 48) and west of
Cox Neck Road Eire designated as "Truck Route 25". The roadway is designated as "'Truck Route
25" due to the low height railroad bridge crossing over Route 25 east of Aldrich Lane. The roadway
73
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is also designated as a Federal Aid Primary Roadway and is the only east/west roadway with that
classification within the Town of Southold. The speed limit on Sound Avenue is 45 miles per hour.
Sound Avenue west of Cox Fleck Load is provided with I ' travel lanes, one in each direction and
4'shoulders that provide for pedestrians and bicyclists who;also use the road. 'Within the Town of
Riverhead, Somid Avenue was repaved within the last 10 years to provide the shoulder adjacent
travel lades as part of a Federal Aid project to provide for bicycle routes within the Town. Pictures of
Sound Avenue between. Northville Turnpike and Cox Neck Road are provided in the Appendix of
this Report in the subsection entitled Truck Route Documentation, in the section entitled Additional
Supplemental Data,
To the west, the truck route moves onto Northville Turnpike (CR 43). Northville "Turnpike is a
County Road consisting of a single lane in each direction. Shoulders exceeding 5 feet wide flank, the
travel lanes and provide for pedestrian and bicycle use along the roadway. Turning lanes (left turn
d right turn) are provided at important intersections. Where the additional turning lanes are
provided, the shoulder narrows. In 2018,Northville Turnpike had an AADT of 6,218 vehicles per day
of which 7. 4 percent were classified as heavy vehicles. Pictures of Northville Turnpike between
Sound Avenue and Old Country Road are provided in the Appendix of this Report in the subsection
entitled Truck Route Documentation,ntation, in the section entitled Additional Supplemental Data.
e truck route west of Northville Turnpike (CR 43) to the Fong Island Expressway (I 5) will
utilize Old Country road (CR 58). Between Northville Turnpike andthe Long Island Expressway
(LIE), there are two east bound lanes. West bound, there is one travel lane from Northville Turnpike
which become two lanes between Oliver Street and Ostrander Avenue. The two west bound lanes
carry through to the LIE. East and west bound through lames are 11 feet wide and left turn lanes are
provided at all intersections and major driveways. Right turn lanes are provided at some major
signalized intersections, At the intersection of Old Country Road at Roanoke Avenue a two-lane
roundabout is provided. Except between Northville Turnpike and the vicinity of Oliver Street
shoulders are one foot wide and do not accommodate either pedestrians" or bicyclists. Sidewalk is
provided along told Country Road to accommodate pedestrians, Bicycles are accommodated on.
parallel roadways to the north and south of Old Country Load, such as, Middle Road, Pulaski
Road/Elton Avenue and New York State'Route 25. In 2018 Northville Turnpike had an AADT of
6,218 vehicles per day of which 7.84 percent were classified as heavy vehicles. In 3019 Old Country,
Road had an A DT of 24,585 vehicles ;per day of which 7.60 percent were classified as heavy
vehicles. pictures of Old Country Road between Northville Turnpike and the LIE are provided in the
Appendix of this Report in the subsection entitled Truck Route Documentation, in the section entitled
Additional Supplemental Data;
7
The vendor (Beni max Inc.) that has been selected to haul the excavated material during the Phase I
and 2 excavations currently uses County Road 58, County Road 43, and Sound Avenue has indicated
that the company already supplies up to 500 tons (14 tractor trailer loads) a day on these same roads
to supply asphalt and concrete plants in the vicinity of Greenport. See Correspondence with
Excavated Material in the Supplemental Data Section of the Appendix.
An evaluation of the geometric capacity of the proposed Truck Route to accommodate the project
related truck traffic was performed. The evaluation used the CADD based AutoTurn computer
program to conduct this examination. The evaluation was conducted to determine whether the wheel
paths and perimeter of the trucks being used would stay within their travel lanes while negotiating a
number of curves in Cox Neck Road/West Mill Road In addition to the roadway itself, key
intersections where the truck route transitions from one roadway to another. Figures showing the
results of this analysis are provided in the appendix of this report in the section entitled Supplemental
Data. The results are summarized below.
• Truck Route Phase 1 Excavation: Trucks will enter and exit directly on to West Mill Road
from the proposed temporary haul road. The intersection,will be constructed to facilitate
movements at the intersection and the AutoTurn analysis demonstrates this. To the south in
the vicinity of Breakwater Road is an S-curve where Cox Neck Road becomes West Mill
Road. The radius of these curves ais large enough that the site construction traffic will be able
to safely negotiate them. The Truck Route moves onto Sound Avenue at the intersection
Sound A-,,enue/CR 48 at Cox Neck Road. The AutoTurn analysis indicates that the necessary
turns can be negotiated safely at the intersection. Two other intersections were evaluated:
Sound Avenue at Northville Turnpike and 'Northville Turnpike at Old Country Road. The
analysis indicated that the project would also be navigating these intersections without any
undo difficulties.
• Truck Route Phase 2 Excavation: During this phase of the excavation, trucks will arrive and
depart directly from the site at the north end of West Mill Road. The trucks will be required to
negotiate the curves east and west of Naugles Road. The curve west of Naugles Road is
tighter than the curves to the south and trucks negotiating this section of the road will not be
able to stay within their travel lane. East of Naugles Road the curve is also tight, and it will
be difficult for the trucks to stay in lane. To overcome this, it is proposed that flaggers be
used to control traffic as truck pass through this area.
An alternate truck route was considered west of Cox Neck Road but is not proposed. This route
utilized Sound Avenue to Aldrich Lane to Old Main Road to Main Road (Route 25) to Old Country
Road (CR 58) to the LIE (1495). Aldrich Lane is a Town of Southold Roadway similar in character
to Cox Neck Road with residential housing and farming fields fronting the road. It is a designated
truck route for Route 25, but the physical condition of the roadway is not as substantial as Sound
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Avenue. Main Road (Route 25 passes through several hamlet centers and the Aquebogue Elementary
School. The intersection of Main Road with Cross River Drive {OR 105) is often congested during
weekday peak hours, The proposed truck route avoids public schools, additional residential
neighborhood, hamlet centers and possible congestion.
Concern has been expressed regarding the potential impact of project trucks on commercial fanning
operations along the proposed vehicle route. In particular, operations such as Harbe's Family Farm
on Sound Avenue. These sites are particularly popular in the summer and fall and roadways they
front on can become congested on weekends. To minimize potential impacts site excavation, hauling
and material delivery to the site will be done during weekdays when activities at these facilities are
less impactful. It should be noted that both Route 25 in Southold and Sound Avenue in Southold
contain similar operations and the proposed site truck route has been recommended primarily to
avoid hamlet centers, an elementary school and typical congestion that occurs in hamlet centers and
around traffic signals.
It should be recognized that trucks are already using the roadways that make up the project's
designated truck route. The trucks that will be used to haul excavated material from the site will be
Peterbilt Tractors with either Frameless East or Mae trailers. The overall length of the truck and
trailer will be 55 feet. The width of the vehicle will be 8 feet, which is the maximum allowed by State
law. Almost all trucks operating in NYS are 8 feet wide including sanitation trucks, fuel oil,
landscaping, and box delivery trucks commonly operating on these roadways. The empty weight of
the project haul vehicles will be 32,500 pounds and the Gross Vehicle weight of the vehicles is
anticipated to be 107,000 pounds. The vehicles will have 3 axles on the tractor and 3 axles on the
trailer. The front axles will have 2 tires and the remaining axles will have 4 tires each. The number
of axels and tires is designed to distribute and minimize the impact of the load on the roadways.
Other project-related trucks making material deliveries to, the site will be a mix of vehicles. Larger
loads will arrive on flatbed tractor trailer with similar axle and tire configurations to those of the haul
vehicles. Smaller loads may arrive on tractor trailer vehicles with le s axels and tires depending on the
weight of the load, while other loads will arrive on single unit flatbed or box trucks. Concrete will
arrive at the site in single unit concrete trucks with a minimum of 3 axles and 10 tires. The concrete
trucks will be no larger than those used for pouring concrete for the construction of single-family
homes and residential pools.
None of the trucks used in the construction of the project will exceed 8 feet in width and none will
exceed the weight limits established by, State law for vehicles operating on all roadways within the
State, including West Mill Road and Cox Neck Road.
There will be no offsite staging areas utilized during any phase of the project's construction. All
78
construction material will be delivered to the site directly from suppliers via the designated truck
route. Excavated material from the site will be transported directly to the material handler via the
designated truck route. Construction materials and excavated materials removed from the site will not
be transported on weekends. No roadways other than designated truck route will be used for
transportation of project materials.
Impacts on Pedestrian and Bicycle Use
Pedestrian and bicycle observations were made in association with the intersection turning movement
counts collected at the intersections of Cox Neck Road at Westphalia Road, Cox Neck Road/West
Mill Road at Breakwater Road, and West Mill Road at Bayview Avenue/Salah Lane. As with the
turning movement counts, activity was captured and recorded with video and the videos were
observed in the office with the data transcribed into tables giving the number of vehicles, bicycles
and pedestrians observed in 15-minute intervals over the observation period. The observation periods
were on Tuesday August 9, 2022 from 6:00 AM to 6:00 PM and on Saturday August 13, 2022 from
6:00 AM to 6:00 PM. The bicycle and pedestrian counts are provided in the Appendix of this report
entitled Supplemental Data.
The bicycle and pedestrian observations indicated very little use of Cox Neck Road/West Mill Road
by either bicycles or pedestrians. During most 15-minute observation periods there were no bicycle or
pedestrian traffic observed, Table 9, Summary of Pedestrian and Bicycle Count Data, August 2022,
presents a daily summary of the pedestrians and bicycles counted at three locations along Cox Neck
Road[West Mill Road.
The number of bicycles and pedestrians using the roadway is very low during the weekday when
trucks used for the construction of the project will be utilizing the road. Both bicycle and pedestrian
activity increased on Saturdays. On Saturday, pedestrians crossing Cox Neck Road/West Mill Road
accounted for more activity than those walking parallel to the road. Bicycle activity all was identified
as bicycles either traveling through the observation point or turning onto or from Cox Neck
Road/West Mill Road but not crossing it.
Cox Neck Road/West Mill Road is typical of most local roadways on eastern Long Island. While
each roadway has 50 foot or more rights-of-way, only half is paved, and the remaining undeveloped
right-of-way provides no accommodation for pedestrians. Bicycles must share the existing vehicle
lanes with other users of the road. Cox Neck Road/West Neck Road is approximately 26 feet wide
but varies along its length from 24 to 28 feet. A small portion of West Mill Road cast of Naugle's
Drive is only 22 feet wide. Pedestrians and bicycles currently use the roadway with the existing
traffic and the three-year examination of accidents along the roadway did not indicate any involving
either pedestrians or bicycles. Under the completed project up to 13 new trips would be added to this
79
roadway during the weekday AM and PM peak hours of traffic. This small number of additional:
vehicle trips will not be noticeable and will not affect pedestrians or bicycles using the road.
Weekday Saturday
Location Pedestrians Bicycles Pedestrians Bicycles
Parallel Crossing Parallel Crossing Parallel Crossing Parallel Crossing
Cox fleck Road at 10 5 5 0 4 10 40 0
Westphalia Road
Cox NeckRoad/West Mill 2 4 10 0 7 10 41 0
Read at Breakwater Road
West bill Read at Selah 5 0 5 30 18 0
Lane/Bayview Road
Fable g
Summary of Pedestrian and Bicycle Count Data
The construction of the project will;add additional trips to Cox deck Road/West Mill Road for the
slightly over one-year construction period. The number of trues will vary over the construction period
and the mix of passenger vehicle/truck trips will also vary. The highest number of truck trips will
occur during the phase 1 and 2 Excavation of the site, which is scheduled from raid-December to
beginning of June. It includes the entire winter season when pedestrian d bicycle use is typically
lower. During this period up to 4 tracks per hour will travel bath north bound and south bound to the
site. Heavy tracks, such as sanitary trucks and fuel oil delivery trucks currently use the roadway and
there was one accident evidenced in the accident study, which included over 5 years of data. That
accident involved a truck that have failed to secure the vehicle's rear tail gate and it swum open
hitting a pedestrian as it passed. The accident was clearly a highly unusual occurrence, caused by
operator error of a vehicle already servicing the area and does not indicate that the project trucks will
causing any problems. The addition of four trucks an hoar in each direction will not create any
capacity issues or create additional hazards not currently experienced by bicycles and pedestrians
using the road. Further,project trucks will observe a maximum speed limit of 30 Hiles per hour when:
operating on Cox Neck Road/West Mill Road to assuage community concerns.
The paved surface of the roadway provides at least 22;feet of width. That is sufficient to operate a
two-way roadway vvith trucks. .Motor vehicles operating on any public roadway within New York
Mate must;share'the roadway with bicycles and pedestrians using the same road. As such any motor -
vehicle will have to give way to pedestrians and bicyclists using the road. In most cases they will be
0
able to move over and pass the slower moving bicycles and pedestrians. In some cases, they may
have to slew and allow a vehicle traveling in the other direction to pass before moving over to pass
the bicycle or pedestrian. This is a common occurrence on the relatively narrow eastern Long island
roadways and is currently occurring on Coax Fleck Road/West Mill Road,but with fewer trucks. The
minor increase in truck trips in unlikely to cause any additional problems.
There are between 50 to 60,homes that front on Cox Neck Road/West Mill Road between Sound
Avenue and the site. Some of these homes may generate school age children that will be bused to
school each weekday, during the school year from early September through June. These children will
be picked up by school buses in the morning and dropped<off in the evening. Due to the longer
workdays of site construction, the drop-off will occur prior to construction workers leaving the site.
The drop-offs may encounter a truck removing or bring material to the site. In the morning the pick-
up of students will likely encounter both construction workers headed to the site and occasional
trucks also headed to the site. The N S "vehicle and Traffic Law rewires all traffic to stop for
school buses with flashing red lights either dropping off or picking up school children. The
professional drivers operating trucks engaged in the construction of the project will adhere to the law
and the pick-up and drop-off of students is expected to be safe. Students waiting to be picked up in
the morning are expected to wait off the road, usually in the driveways to their homes. This is also
safe practice not expected to be degraded by the passage of an occasional site bound truck or worker-
headed to the site. It should be remembered that similar activities take place every flay within the
Town on far busier roadways,,such as along Route 25:
Impacts On Roadr on itl —Truck Route
The Town of Southold Highway Department was contacted to determine:the Highway Departments
evaluation of Cox deck Road/West Mill Road condition. In a letter dated May 18, 20 1the Town of
Southold Highway Former Superintendent" Mr. Vincent Orlando, noted that the roadway was in
"......fair condition. There are some rough locations but for most part fine." Mr. Orlando also noted
recent and planned work on the road:
2014 — Section of West Mill load from Miller Road to Bayview North Thrive was micro
surfaced.
2015— Small call Section of Cox fleck Road 100 feet north of Meday Avenue was resurfaced.
planned resurfacing with 1-1/2 inches of Type o asphalt of Cox Neck load from North Road C
4 ) to Bergen Avenue was to take place in 2021. This project has been delayed as the Town has
determined that drainage work needs to be done prior to the resurfacing. The Town Highway
Department has indicated that resurfacing,should be delayed until the it is determined how the SYC
1
project will be conducted, preferring to perform the resurfacing after that work is complete.
Heavy trucks introduce more wear on the road structure than a sen er vehicles, vans, pickup trucks,
and other smaller, lighter vehicles. Trucks delivering materials to the site or reproving excavated
material from the site will all comply with New `fork Mate Vehicle and Traffic law regarding the size
of vehicles and the permissible weight of vehicles that may operate on the public reads of the State
including Cox Neck Road/West bill Road.
Only half the trips to or from the site will be by fully loaded vehicles. Trucks removing material
from the site will return to the site empty and trucks delivering material to the site will Dave empty. It
was estimated that during the Phase I - Excavation 40 trucks would leave the site each day and
return to pick up material empty. The 40 trips would occur over the ten-hour workday or 4 trips each
hour. The excavation and removal of material would occur Monday through Friday for a -to-6-
month period which includes both the phase 1 and 2 excavations of the site. Other phases of the
construction will utilize fewer truck trips.
At the proposed temporary haul read to the site that will connect to'West Mill Road south of
Nau le's give a temporary shoulder will be placed along the road north and south of the access to
protect the existing edge of West Mall Road while trucks use that access. A 100-foot-long RCA
shoulder will be placed south of the haul road and a wide radius will be provided at the southeast
cornier to facilitate truck turns off north bound "Lest bill Road. Upon completion of the work, the
RCA shoulder will be removed, and the existing edge of the roadway fully restored. The haul road
will remain post-development to serve as an emergency access route to the site. The layout of the
temporary haul road intersection with west Mill Road is shown in Figure 22, Maul Road Acces&
Cox>deck Road/West Mill .road, particularly the section north of breakwater Road have generally°
light traffic volumes so the combined small vehicle and large vehicle increase in traffic,even with the
additional truck loading from site generated construction, should be tolerated by the existing road
structure. The applicant is committed to correcting any damage that is done by construction
activities. A survey of the pavement condition will be done prior to the commencement of
construction and the roadway will be resurveyed following the completion of the project. In concert=
with. Town: of Southold Highway Department, the before and after surveys will be reviewed, and if
damage did occur due to the construction,the appropriate measures will be to correct it.
To better understand the potential impact of the project, a study of potential pavement impacts was
conducted by Tri State Planning, Engineering and Land Surveying, P.C. TSPE . The study examined
the Equivalent Single Axle Loads (ESAL) the current truck route roads were bearing and calculated
the additional ESAL loads the same roadways can be expected to bear during the construction of the
project. State law restricts the weight of any fully loaded true.. However, the weight on no one axle
82
designedof the vehicle may exceed 18,000 pounds. Heavy vehicles or those expected to carry heavy loads are
wit
all but the
� _ `--_ steering axle having -four,-~_~~rather two _tires.
Additional tires and axles spread the loadand lessen the weight on each tire.
Traffic loads, along with environment, damage pavement over time. The simplest pavement structural
damage is cumulative over the life of the pavement, and when it reaches some maximum value, the
pavement is considered to have reached the end of its service life. Through study and
experimentation, procedures have been developed by the Federal Highway Administration (FHWA)
and the NYSDOT to evaluate the ability of a pavement design to withstand the loads that traffic
imposes on pavement. ESAL axe calculated using traffic including the roadway's Annual Average
Daily Traffic and the results of vehicle classification studies that determine the percentage of heavy
vehicles utilizing the roadway. Table 10, ESAL for Proposed Truck Route presents the calculated
ESAL for No Build Condition without the proposed construction and the ESAL for each roadway
with the addition of site generated trucks due to the construction of the project.
Percent
Proposed Truck Route Roadway No Build Build
Increase
Scource: TSP Report, See Appendix.
model assert that each individual load inflicts a certain amount of unrecoverable damage. This
Table 10
ESAL For Proposed Truck Route Roadways
The ESAL loads are calculated based on a 5-year pavement life in order to take a conservative
approach. Actual pavement life is typically calculated as 20 years. The comparison of the impact of
the projected truck traffic is minimal on all the proposed truck routes except for West Mill Road
which showed an increase in ESAL loading with a 11.14 percent increase and Bergen Avenue, if it is
used as an alternative the truck route (See later Section: Alternate Routing of Haul Material). MUle
�83
-
the increased ESAL loadings by percentage are significant, the significance is due to the existing
light traffic volumes found on the roads. The number of ESAL loads projected to occur on West Mill
Road are approximately one tenth of those projected to occur on Cox Neck Road. TSPE, as part of
the pavement evaluation, also examined the ability of Town of Southold standard pavement section
with 1.5 inches of top, 2.5 inches of binder and 4.0 inches of stone or recycled concrete base will
support the expected loads from the project truck traffic.
The TSPE Pavement Evaluation Report can be found in the Appendix Subsection entitled Pavement
Evaluation in the Supplemental Data section.
Heavy Vehicle Traffic Induced Vibrations
Heavy vehicles operating along the highway can induce vibrations, but the extent that this occurs is
dependent on the surface condition of the roadway itself. A heavy vehicle riding on a smooth surface
will generate little vibration, while the same vehicle riding over a rough surface will generate
vibrations. Those vibrations can be transmitted in the existing ground material to structures in
proximity. Solid and densely packed materials transmit the vibration better then looser more granular
material. The sandy soil that Cox Neck Road/West Mill Road lies upon should not be conducive to
the transmission of vibrations created by trucks traveling along the roadway.
To examine the potential of trucks to create vibrations that could damage existing structures adjacent
to the roadway the Applicant commissioned a study to evaluate the potential impacts. The report
entitled Vibration Report: Vibration Conditions and Expected Impacts: Strong's Yacht Center-5780
West Mill Road—Mattituck, NY prepared by Sound Sense can be found in the Draft Environmental
Impact Study. The report examines both the potential impact from vibration due to truck traffic on
the designated truck route and those from construction activity on site. Only the segments of the
report dealing with traffic along the truck route will be discussed in this section.
The Vibration Study identified all the potential significant historical structures along the proposed
truck route and determined their distance from the truck route roadway. Anticipated vibration levels
were determined for each structure utilizing methodology and data from the Federal Transportation
Authority's 2018 Transit Noise and Vibration Impact Assessment Manual ("FTA Guidelines") and
the New Hampshire Department of Transportation' 2012 Ground Vibrations Emanating from
Construction Equipment ("New Hampshire Guidelines"). Using these guidelines, it was determined
that historic structures needed to be more than 17 feet from the truck to be safe from damage. The
minimum distance of residential properties to be safe from potential damage was I I feet. The
minimum distance of residential properties to recommended indoor vibrations was 79 feet.
In order to conflirm that the calculations were valid, a test study along West Mill Road was
84
undertaken. Two structures designated as potentially historic were augmented with devices to
measure vibrations from existing trucks utilizing the road. Two additional devices were located at the
site's southerly property line and at the entrance to the Mill Road Preserve 25 feet from the road..
After monitoring existing traffic, a fu11y loaded 30 cubic yard truck was driven past the each of the
study sites. All the study data indicated that the vibrations recorded at the time the study truck past
each of structures and the device located 25 feet from the road were well below those that would
cause damage. In addition, the nature of the soil did dampen the vibration impacts such that it was
found that the distance trucks needed to be from historic structures and residential structures in order
to not damage those structures was two feet. The minimum distance the trucks need to be from
structures to meet indoor vibration levels is 29 feet. It was also noted that existing truck traffic often
generated similar readings to those found when the test truck was driven.. by. In summary, the
Vibration;Study found that the truck traffic generated y construction of:would not cause damage to
either potentially historic structures along the truck route nor would the trucks cause damage to
residential structures either. Vibrations generated by trucks would below recommend indoor
vibration levels in all structures.
As:has been stated earlier, trucks traveling on a smooth roadway will not create substantial vibrations.
A pothole or roug1mess due to alligator cracking or some other pavement roughness will increase the
likelihood that vibrations will be created. The Applicant will commit to quickly repairing any
potholes that appear in the roadway during the construction activity to minimize the potential for
vibrations that could affect existing structures.
Site Parking and Circulation
As indicated on the Site plan, based on the current and post-development storage area, the Town of
Southold parking ordinance requires as 22 surface parking stalls are required. A total of 57 spaces
are provided with 4 of them being handicapped spaces.
Im
"here are currently 23 stalls provided on-site, with the proposed action including the creation of 34
new parking stalls on-site by striping gravel-surfaced areas that are currently used for parking but are
not formally marked. As indicated on the Site Plan, I I stalls 'would be located along the east side of
Building 7, four 4) stalls would be located on the south side of Building 8, and 19 stalls would be
located to the east of Building 8. Upon implementation of the proposed action, the available parkin
would be increased from 23 stalls to 57 stalls.
The I `E provides data on the parking characteristics of Marinas in their reference book "Parking
Generation`". In the reference, under Land Use Code 42 (Marina), data from a study of the marina
use is provided. The basin of the study was on the number of berths provided at the marina and the
study found thatmarinas generated a parking demand of 0.3 parked vehicles per berth. In the case
of the SYC the expected demand would be for.14 parked vehicles. It should be noted that the parking
demand observed at the marina included all accessory uses at the marina including the servicing and
storage of boats, retail sales and service, marina office, and the sale of fuel for boats. All services
offered at the SYC.
SYC is unique in their operation in that the number of berths/slips available is relatively small, but
their service and storage operations, particularly those proposed, ,are larger in proportion to the
number of slips provided. With this.in mind, it is reasonable to include the number of employees into
an examination of parking demand. SYC when complete will have up to 27 employees on site.
.Bowing one space for each of the 27 employees plus the anticipated demand from 40 slips at-'14
spaces the total anticipated demand for parking is 41 parking spaces. It should be recognized that this
methodology is conservative and partially double counts activities included in the ITE data. Further,
the,marina is fully staffed by 27 employees during the weekdays with lower staffing on site on the
weekend, while peak demand generated by the slips and owners using their boats is generated on
weekends and holidays.
The SYC currently supplies adequate parking for the existing facility with 23 stalls provided on-site:
and another area:currently used for parking but are not formally marked. The proposed new buildings
e for beat storage only and would not generate additional parking demand other than by the new
employees that will work in the buildings. The additional II employees expected post-development
will generate the need for 11 additional_parking spaces. Additional parking is being provided for
these eleven employees. Again, it should be remembered that the new employees will be Monday
through. Friday workers while peak demand generated by typical marina operations occur on the
weekend and holidays.
The proposed Site flan which provides 57 total parking spaces with 4 handicapped spaces will
adequately meet the parking needs of SYC.
All site parking is accessed from a centralized access aisle located between the bulkhead aloe
Mattituck :Inlet and the buildings. The aisle has a minimum width of 24 feet and is often more
generous than that. The site circulation plan is adequate for the intended purpose:
POTENTIAL
MITIGATION
MEASURES
Potential Use of Barges<to Haul Material from Site
An alternate means of removing the excavated material from the site was evaluated. Linder this
alternative included an alternative method of material removal to eliminate the use of roadways for
truck transport of materials off-site, As part of this review, SYC undertook consultations with four
barging companies to determine if such method is a feasible alternative for the proposed action. A
indicated in the correspondence from H&L Contracting dated June 24, 2021 (see a copy of the
correspondence in the Appendix of this report entitled Supplemental Data), each of the four barging
companies advised that the depths of Mattituck Inlet are not adequate for the types of barges required
for material removal. Specifically, the barges heed a:minimutn of 10 feet draft at low tide to avoid
hitting the inlet floor bottom and damaging the barge and potentially blocking the inlet to boat traffic..
As indicated in Section 2.2.1 of the DEIS and illustrated in the Mattituck Inlet soundings performed
for SYC (see Appendix M of the ICI ),the average depth of draft at low tide is five (S)-to-seven (
feet. Additionally, the existing sharp S turns upon entering the Inlet on the first and second corner
bends are very tight and would not allow the width or depth necessary to safely;navigate these areas.
Accordingly, the barging of material is not a viable alternative for the proposed action.
Alternate Ruti f Haul Material
An Alternate Truck route has been developed that will reduce the impact of trucks hauling material
from the site. This alternative split arriving empty tracks from departing trucks carrying excavated
material on the south segment of Cox Neck road. Arriving trucks would follow the original Truck:
Route plan, making a left turn from east bound Sound Avenue onto north.. bound Cox fleck
Road/Wet Mill Toad Departing trucks hauling material from the site would utilize "west Mill
Road/Cox,beck Road and then tarn west onto Bergen Avenue to Sound Avenue This alternate truck
route is shown in Figure 23, Alternate Construction Truck route.
The advantage of the proposed Alternate Truck route Plan is that it halves the number of truck trips
on Cox Deck load where there are more residential homes fronting; on the road. The departing trucks
will use Bergen Avenue which has less than half the number of homes fronting;the road. It reduces
the number of truer trips on Cox Neck Road but does increase the number on Bergen Avenue.
A data collection effort was undertaken in August of 2022 to collect data to evaluate the Alternate
Route segment. Seven-day Automated Traffic Count was collected on Bergen Avenue. Intersection
turning movement counts were collected at Bergen Avenue at Sound Avenue and Bergen Avenue at
Cox deck load. pedestrian observations were made at the intersection of Bergen Avenue at Coopers
Road. The additional data collected to evaluate the Bergen Avenue routing can be found in the
Appendix of this report in the section entitled Supplemental Data. Summary volume figures were
previously presented showing the 2022 spring existing traffic volumes (Figure ), and 2024 o
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Build Spring Traffic Volumes (Figure 16). Figure 24, Site Generated Truck Traffic'Volumes at Phase
1 —Excavation—Alternative shows the number of site generated trucks'utilizing the alternative truck
route, Figure 25, 2024 Build Spring Traffic Volumes at ease 1 — Excavation -- Alternative Truck
Route shows the composite 2024 traffic volumes with the site generated truck traffic utilizing the
alternate truck route®
Utilizing the capacity analysis methodology previously described the three intersections would be
directly impacted by the Alternate Truck Route were analyzed to determine if there would be any
traffic impacts resulting from the Phase 1:and 2 Excavation. These intersections included.
Sound Avenue/County Road 48 at Cox Neck load
Sound Avenue at Bergen Avenue
Bergen Avenue at Cox Neck Road
The results of this analysis are provided in the Appendix of this report in the section entitled Capacity
Analysis Sununaxies and the detailed printout of each analysis can be found in the section entitled
Detailed Capacity analysis The results of these analyses indicate that the trucks generated by the
project can be accommodated at each of these intersection with good levels of service. The level of
service at each of the study intersections under the Build Alternative remained at Level of Service A
or B under all conditions and movement delays either were not affected at all or had minor changes
of less than a second.
Pedestrian and bicycle observation were also made on Bergen Avenue at Cooper Road similar to the
pedestrian observations made along Cox fleck Road/West hill Road, During the 1 -hour weekday
observation period, b pedestrians walked along Bergen Avenue and 4 pedestrians crossed Bergen
Avenue. luring the same 1 -hour observation period, 8 bicycles were noted riding along Bergen
Avenue. luring a 12-hour period on a Saturday, 9 pedestrians were observed walking along Bergen
Avenue and two crossed Bergen Avenue; Ten bicycles were observed riding along Bergen Avenue
during a 1 -hour period on a Saturday. Based on the observations, bicycle and pedestrian activity
along Bergen Avenue is love during the weekday period when trucks may use the road. It is also low
on Saturdays when project related trucks will not be using the road.
Truck turning movement studies were performed along the alternative route utilizing Bergen Avenue.
Those studies indicated that trucks would need assistance from flag ers in making the right turn from
Cox- Neck Road. to Bergen Avenue; and at the 90-degree curve in Bergen Avenue north of Sound
Avenue and in making the right turn from Bergen.Avenue onto Sound Avenue.
90
Build Spring Traffic Volumes (figure 16). figure 24, Site Generated Truck Traffic Volumes at Phase
l —Excavation—Alternative shows the number of site generated trucks utilizing the alternative truck
route. figure 25, 2024 Build Spring Traffic Volumes at Phase 1 — Excavation — Alternative Truck
Refute shows the composite 2024 traffic volumes with the site generated truck traffic utilizing the
alternate truck route.
Utilizing the capacity analysis Methodology previously described the three intersections would be
directly impacted by the Alternate Truck Route were analyzed to determine if there would be any
traffic impacts resulting from the phase 1 and? Excavation. These intersections included:
Sound Avenue/County load 48 at Cox Neck Road
Sound Avenue at Bergen Avenue
Bergen Avenue at Cox Neck Road
The results of this analysis are provided in the Appendix of this report in the section entitled Capaeity
Analysis Summaries and the detailed printout of each analysis can be found in the section:. entitled
Detailed Capacity Analysis. The results of these analyses indicate that the trucks generated by the
project can be accommodated at each of these intersection with good levels of service. The level of
service at each of the study intersections under the Build Alternative remained at Level of Service
or B under all conditions and movement delays either were not affected at all or had minor changes
of less thana second..
Pedestrian and bicycle observation were also made on Bergen Avenue at Cooper Road similar to the
pedestrian obsen ations made along Cox Neck Road/Nest Mill Road. During the 1 -hour weekday
observation period, 6 pedestrians walked along Bergen Avenue and 4 pedestrians crossed .Bergen
Avenue. During the sane 1 -hour observation period, 8 bicycles were noted riding along Bergen
Avenue. During a 1 -hour period on a Saturday, 9 pedestrians were observed walking along Bergen
Avenue and two crossed Bergen Avenue. Ten bicycles were observed riding along Bergen. Avenue
during a 12-hour period on a Saturday. Based on the observations, bicycle and pedestrian activity
along Bergen Avenue is low during the weekday period when trucks may use the road. It is also lore
on Saturdays when project related trucks will not be using the road:
Truck turning movement studies were performed along the alternative route utilizing Bergen Avenue.
Those studies indicated that trucks would geed assistance from flagers in snaking the right turn.from
Cox beck load to Bergen Avenue, and at the 9 -degree curve in Bergen Avenue north of Sound
Avenue and in making the right turn from Bergen Avenue onto Sound Avenue.
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Retention vat trial on Site
This construction alternative would retain 13,500 cubic yards of material excavated to allow for the
construction of the proposed buildings. The material would be spread to a depth of approximately 1
inches in the western portion of the site adjacent to Vest Mill Toad. The potential environmental
impacts of spreading the excavated material on site is fully discussed in the Draft Environmental
Impact Statement. The advantage of spreading the material on site is that it reduces the number trips
necessary to remove material from the site by 45 trips to the site and 450 trips from the site. A total
of 900 trips,
Potential raffia Calming Measurescorm r cti
on
Prior to the commencement of project construction, it is recommended that Cox Neer Road/West
Mill Road be restriped with shoulder edge lines defining the edge of 10-foot travel lanes. The edge
lines will better define the road adding safety. The ten-foot travel lanes defined by the edge lines will
provide the motorist with the appearance of narrower roadway while providing and area for
pedestrians. High grass d any brush should 'lie mo' ed and re ove providing a alkable surface
where feasible.
It is suggested ,that, during the construction period, the speed limit be reduced along Cox Neck
Road/'Test Mill load. The current speed limit is 35 miles per hour could be reduced to 30 or
even 25 miles per hoar for the duration of the construction activity. The speed limit change would
require approval of the NYSD T or the Southold Town board depending on the`l`o 's ability to set
speed limits.
Other Construction Mitigation Measures
The applicant, as noted previously will undertake the following specific mitigation measures:
During the construction period, Cox Neer Road/West Mill load will be monitored daily to .
detect any rough surfaces or potholes that develop. The; roadway imperfections will be;
corrected by forces employed by the applicant,
All truckers delivering material to the site or removing,material from the site will be
instructed to drive Cox Neck Road/Nest Mill Road at no more than 30 miles per hour
regardless of the existing speed limit of 35 miles per hour. Should the posted speed limit b
changed, drivers will comply with the speed limit but in no case drive faster than 30 miles per
hour.
Fla gers will be uses for Maintenance and Protection of Traffic at locations where severe
3
curves in the truck route or at intersections where turns are being made by project trueks that
may require crossing of the yellow double barrier lines,
9
CONCLUSIONS
Our study and traffic engineering analysis have led us to conclude that, the adjacent highway and
street system will be able to accommodate the proposed atrong's Yacht Center Project. Although
there will be a minimal increase in traffic from the development of the project, the development of
the site, as proposed, will not cause a significant negative impact on traffic conditions. The following
points should be recognized:
1 a The proposed access plan;has been designed to adequately provide for the projected traffic
entering,and exiting the access driveway to assure the pudic safety and to minimize traffic
congestion.
2. The additional site-generated traffic resulting from tlae -proposed trong's Yacht Center
project can be expected to add only I I entering and 2 exiting trips during the weekday
morning pear hour.: During the weekday P.M. peak hour, the site-generated volumes are
anticipated to be I l exiting and 2 entering vehicle trips.. These trips will be generated by new
employees at the site arriving in the morning and departing in the evening. Other random
trips will occur during the day, but the number of these trips will be low and in the range of
none to one or two in an hour.
. The intersection capacity analyses conducted to measure the impact of the new site generated
traffic on the surrounding street and highway network indicate the new traffic can be
accommodated with negligible traffic impact.
. The amount of construction traffic the project will generate during each phase of construction
was determined and the potential impacts examined;utilizing intersection capacity analyses.
The intersection capacity analyses indicated that the construction generated traffic wound have
minimal impact on the capacity of the road network.
5. Five years of accident data were obtained or Cox Neck load West Mill :road and the
intersection of Cox beck Toad at Sound Avenue/West Mill load. In addition to accident
data obtained from. the NY DOT, three years of accident data was also obtained from the
Town of Southold Police Department, There are no demonstrative conditions along the road'
that would indicate that the project volumes would increase the potential for additional
accidents. Accidents occurring at the intersection of Cox Neck load at Sound Avenue forth
Road were typical of those occurring a similar signalized intersections with similar traffic
volumes.
. An alternative project has been developed that includes the construction of two boat storage
buildings of 52,500 F and 49,000 F to support the,smaller boat storage operations of the
trong"s Yacht Center, along with elevating the roof heights of three existing buildings to
accommodate larger vessels. As such, this alternative would still require I I new employees
working Monday thru Friday as does the proposed. action. The alternative will generate the
same amount of traffic as does the proposed action during the hours of analysis: The primary_
difference with respect to traffic impacts once the project is completed, is the new buildings
render the alternative will be used for the storage of significantly smaller boats them would the
9
buildings constructed under the proposed action. The proposed action would store boats of
sixty feet or more, while the buildings constructed under alternative would store tip to 300
smaller boats. Boats more than sixty feet cannot be t ailered to the site and must arrive via the-
water. Smaller boats, as are anticipated to be stored in the project alternative, can readily be
transported to and from the site by trailer. It is anticipated the half the smaller boats stored at
the site will arrive and depart by trailer* The boats being transported to the site will arrive
September and. through November, a period of two months. They will be transported from
storage in April and May, a period of two months.
7. Counts of pedestrian and bicycle usage along Cox Neck Road/Mill Road indicated only
minimal usage by pedestrians and bicycles. The accident study revealed only one accident
involving bicycles or pedestrians. Despite the relative narrowness of the road the small
numbers of additional vehicles the project will generate during construction and after
completion should not increase the hazards to bicycles and pedestrians also rising the road.
Motor vehicles operating on any public roadway within New York State must share the
roadway with bicycles and pedestrians using the same road. As such any motor vehicle will
have to give way to pedestrians and bicyclists using the road. In most cases they will be able
to move over and pass the slower moving bicycles and pedestrians. In some uses, they may
have to slow and allow a vehicle traveling in the other direction to pass before moving over to
pass the bicycle or pedestrian. This is a common occurrence on the relatively narrow eastern
Lang Island roadways and is currently occurring on Cox Neck Road/West Mill Road,but with
fewer trucks. The minor increase in truck trips in unlikely to cause any additional problems.
. Cox Neck Road/West Mill'Road, particularly the section north of Breakwater Road have
generally light traffic volumes so the combined small vehicle and large vehicle traffic even
with the additional truck loading from site generated construction should be tolerated by the
existing road structure. The applicant is committed to correcting any damage that is done by
construction activities. A survey of the pavement condition will be done prior to the
commencement, of construction and the roadway will be resurveyed following the completion
of the prject. In concert. with Town of Southold highway Department, the before and after
surveys will be reviewed, and if damage did occur due to the construction, the appropriate
measures will be taken to correct it.
The proposed Site Plan which provides 57 total parking spaces with 4 handicapped spaces
will adequately meet the parking needs of SYC. All site parking is accessed from a
centralized access aisle located between the bulkhead along Mattituck Inlet and the buildings.
The aisle has a minimum width of 24 feet and is often more generous than that. The site
circulation plan is adequate for the intended.purpose ,
10. There will be no offsite staging areas utilized during any phase of the p oject's construction.
All construction material will be delivered to the site directly from suppliers via the
designated truck route. Excavated material from the site will be transported directly to the
material handler via the designated truck route. Construction materials and excavated
97 '
materials removed from the site will not be transported on weekends. No roadways other than
designated truck route will be used for transportation of project materials.
11. The constriction of the project will generate a substantial anlount of trick traffic. A
designated route has been proposed to carry the increased truck traffic for the construction
period. The designated track route utilizes the Long Island Expressway (1-44 ) to County
Road 5 Old Country load) to'County load 43 (Northville Turnpike) to Sound Avenue to
Cox Neck Road to West Mill load. The route is within the capacity of the roadways to carry
the truck traffic.
12. The potential of the increased truck traffic resulting from the project's construction to cause
vibrations adjacent to the roadway was evaluated. It was determined that the project trucks
would not cause vibrations that wouldimpact adjacent historical structures or residential
homes,
1 . An alternative ative was evaluated which would have hauled the material excavated from the site
via barges brought to the SYC. That alternative proved infeasible. The Mattituck Inlet did
not have sufficient depth to allow the barges to operate. 1n addition, the inlet channel has
significant curvature that further prohibits navigation of the waterway by barges.
14. A series of potential mitigation measures have been suggested, including retaining
approximately 10 percent of the; required excavation material on an unused residentially
zoned portion,of the site, monitoring and repairing damage to Cox deck Road/West Mill
Road during the construction period, and making traffic control improvement to the
roadways.
As a result, based upon traffic engineering considerations it is recommended that the proposed
Strong's Yacht Center project be approved.
9
APPENDIX