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Home My WebLink AboutLong Island Railroad East End Trans. Study Sept 2000 I I I I I I I I I I I I I I I I I I I Long Island Rail Road East End Transportation Study September 2000 Prepared by: Allee King.Rosen & Fleming, Inc. 222 Middle Country Road, Suite 314 Smithtown, New York 11787 Submitted to: Long Island Rail Road Jamaica, New York 11435 I I I I Acknowledgments I I The completion of this study would have not been possible without the assistance of many individuals. Each, in their respective area of expertise, demonstrated their commitment and dedication to maintaining the uniqueness and quality of life on the East End of Long Island. Each of these individuals extended their services to ensure an environmentally responsible means of meeting the transportation needs on the Eastern End of Long Island. It is impossible to name all of the dedicated professionals that were involved in the development of this study, however, we would like to recognize the Long Island Rail Road, the East End Transportation Council, the five East End Towns and nine Villages, New York Metropolitan Transportation Council, New York State Department of Transportation, Suffolk County Department of Public Works, Suffolk County Transit, Suffolk County Planning Department, East End private transportation providers, Eng-Wong Taub Associates, JAC Planning Corp., and STV, Inc. Finally, we would like to thank the East End residents for their willingness to interact with the project team and their demonstrated concern for the preservation of the East End's quality of life. I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I Table of Contents Executive Summary ....................................................... S-I Chapter I: lutroduction .................................................... I-I Chapter 2: Summary Of Relevant Studies .................................... 2-1 Chapter 3: Stakeholder Public Participation .................................. 3-1 3.0 Stakeholder Public Participation ....................................... 3-1 3.1 Stakeholders Committee. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. 3-1 3.2 Meetings .......................................................... 3-2 3.3 Formal Work Plan And Mailing List.................................... 3-2 3.4 Summary Of Interviews/Survey Questionnaires. . . . . . . . . . . . . . . . . . . . . . . . . .. 3-3 Chapter 4: Existing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . 4- I 4.0 Existing Conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 4.1 Study Area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1 4.1.1 Location And Community Profile ................................. 4-1 4.1.2 Demographics ................................................. 4-2 4.1.3 Roadway Network-Access Limitations. . . . . . . . . . . . . . . .. . . . . . . . . . . . . . 4-8 4.1.4 Traffic Generators ............................................. 4-10 4.2 Transportation Services ............................................. 4-10 4.2.1 Long Island Rail Road ........... . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . 4-10 C. Station Locations. . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17 D. Ridership ......................................................... 4-24 E. Parking CapacIty And Utilization. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-25 4.2.2 Bus ServIce. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-26 4.2.3 Taxi, Car And Limo Services .................................... 4-28 4.2.4 Ferry ServIce ................................................. 4-29 Chapter 5: Summary Of Public Participation Results .......................... 5- I 5.0 Summary Of Public Participation Results ................................ 5-1 5.1 Stakeholders Meeting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1 5.l.l General On-Going Improvements Being Made By the LlRR ............ 5-1 5.1.2 General Characteristics Of North Fork Stations. . . . . . . . . . . . . . . . . . . . . .. 5-2 5.1.3 General Characteristics Of South Fork Stations. . . . . . . . . . . . . . . . . . . . . .. 5-2 5.1A General Station Near-Term Recommendations Based On . . . . . . . . . . . . . . . 5-3 Ones That Are Applicable To All StatIOns: 5.1.5 Other Issues DIscussed At The Stakeholders Meeting ................ 5-4 5.2 RFP For Sustainable Development Study ............................... 5-5 Chapter 6: Transportation Issues. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1 6.0 Transportallon (ssues ................................................ 6-1 6. I LlRR CapacIty And Crowding ..............................,.......... 6-1 I Long Island Rail Road East End Transportation Study I I 6-1 I 6-1 6-2 I 6-2 6-2 6-3 I 7-1 7-1 I 7-1 7-1 7-1 I 7-2 7-3 7-4 I 7-4 7-4 7-5 8-1 I I I I I I I I I I I 6.2 Intermodal ConnectIvity ............................................. 6.3 Traffic Congestion. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.4 Interhamlet Mobility ................................................ 6.5 L1RR Station ServIces ........................... . . . . . . . . . . . . . . . . . . . . 6.6 Unserved East End Generators ........................................ 6.7 Growing Demand. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chapter 7: Transportation Recommendations. . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . 7.0 Transportation Recommendations. . .. . . . . . . . . . . . . . . . . . . . . ... . . . . . .. . . . . 7.1 Transportation Improvements......................................... 7.1.1 Near-Term Improvements ....................................... A. Transit Information ........................................... B. Interconnecting Service ........................................ C. Customer Conveniences. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D. Land Use Improvements ....................................... E. Education And Promotion Of Services ............................ 7.1.2 Medium-Term Improvements.................................... 7.1.3 Long-Term Improvements....................................... Chapter 8: Bibliography. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .. .. . . . . . . . Appendix A: Relevant Studies Appendix B: Stakeholder Participation Program Appendix C: Traffic Generators Appendix D: Ridership Appendix E: East End Transportation Network Appendix F: Station-Specific Recommendations Appendix G: LIRR Bicycle Permit Regulations 2 I I I I I I I I I I I I I I I I I I I List of Tables 4-1: HIstorical And Current Population, East End Towns, 1950-1999 ........ . . . . . . 4-2 4-2: Population Projections By Town, 2000-2020 ... . . . . . . . . . . . . . . . . . . . . . 4-3 4-3: East End Population By Age . . . . . . . . . . . . . . . . . . . . . . . . 4-3 4-4: Estimated Peak Seasonal Population ....................................... 4-4 4-5: Year-Round And Seasonal Homes: East End Towns .......................... 4-4 4-6: East End Towns Place Of Work . .. . . . . . . . . . . . . .' ........ . . . . . .. . . . . ... . . . . 4-5 4-7: Means Of Transportation To Work 1990 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6 4-8: Total Employment (Number Of Jobs): 1970-2000 ............................4-7 4-9: Total Employment (Number Of Jobs): 2005-2020 ............................ 4-7 4-10: Total Civilian Labor Force In Suffolk County, 1990 To 2020 ..................4-7 4-11: Morning Peak Commuting By Lirr Branch, 1998 East Of Jamaica . . . . . . . . . 4-11 4-12: Regular L1RR South Fork Service...... ..............................4-13 4-13: L1RR South Fork Service (Summer) .................................4-14 4-14: Regular L1RR North Fork Service . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-15 4-15: L1RR North Fork Service (Summer) ..................................4-15 4-16: L1RR East End Arrivals By Station, Typical Summer Friday (August 1999) .....4-24 4-17: Existing Parking Capacity at East End L1RR Stations .......................4-26 5-1: Stakeholders Public Participation Suggestions ............................... 5-7 3 List of Figures I I I I I I I I I I I I I I I I I I I I-I 1-2 4-1 4-2 4-3 4-4 4-5 4-6 4-7 4-8 4-9 4-10 4-11 4-12 4-13 4-14 4-15 4-16 4-17 4-18 4-19 4-20 4-21 4-22 Long Island, New York Study Area East End Employment Centers Existing Roadway Network Major Area Traffic Generators East End Transportation Network LIRR Network LIRR East End Train Stations Speonk Station Westhampton Station Hampton Bays Station Southampton Station Bridgehampton Station East Hampton Station Amagansett Station Montauk Station Riverhead Station Mattituck Station Southold Station Greenport Station East End Bus Stops - Hampton Jitney and Sunrise Express Hampton Jitney Stops - Manhattan Sunrise Express Stops - Manhattan Suffolk County Transit Bus Routes and Stops 4 I I I I Executive Summary I A. PROJECT DESCRIPTION I PROJECT OVERVIEW I The Long Island Rail Road, the nation's largest commuter railroad, provides rail service to the East End of Long Island along its Montauk Branch and the Ronkonkoma Branch. The Montauk Branch terminates on the South Fork providing service to Speonk, Westhampton, Hampton Bays, Southampton, Bridgehampton, East Hampton, Amagansett, and Montauk. Running on the North Fork, the Ronkonkoma Branch provides service to Riverhead, Matti- tuck, Southold, and Greenport. Together, these lines serve residents, businesses, and visitors in the Towns of Southampton and East Hampton on the South Fork and Riverhead and Southold on the North Fork. I I I Transportation services to the East End communities are a vital public issue and the Long Island Rail Road is a key element in the transportation infrastructure. In addition to providing a limited year-round commuter service into New York City for residents of the East End and intermediate con nections along the Main Line in Suffolk and Nassau Counties, the LIRR is one of the important services accommodating the seasonal and weekend travel peaks, which is one of the defining characteristics of the East End. However, as the population has grown and economic activity increased, transportation services, particularly traffic on the roadways of the East End, have become increasingly strained. In this context, it is important that the LIRR and the surrounding communities carefully examine opportunities for improving and integrating their transportation services, including traditional commuter, weekend, and seasonal functions, along with the feasi bility of using LIRR service as an element in addressing travel demand internal to the East End communities. The local communities have recognized the importance of a coordinated approach through the formation of the East End Transportation CouncIl, a community organization estab Iished in 1996 by the East End Supervisors and Mayors Association for the purpose of creating a platform for the East End Towns to work together in addressing their transportation concerns. I I I I Chapter 2, "Summary of Revelvant Studies," presents a summary of background planmng studies relevant to transportation issues on the East End of Long Island. Generally, these studies identify issues and recommendations for the entire East End transportation network including mass transit (bus and rail), ferries, traffic and roadways, and pedestrian and bikeway access. Each study emphasizes the importance of reducing East End traffic congestion through increased use of public transportation. A detailed summary of these studies is included in Appendix A. I I I Chapter 3, "Stakeholder Public Participation Plan," discusses the program used to solicit input for this study. The program, which was initiated during the early stages of this project, included the formation of a Stakeholders Committee consisting of representatives of the New York State Legislature, East End Towns, mcorporated villages. county and state agencies, private transportation proVIders. and local mterest groups. The purpose of this committee was I I Sol I Long Island Rail Road East End Transportation Study I to ensure that the concerns of the East End communities were incorporated into the overall planning process. The Stakeholders Public ParticIpation Program also included a survey questionnaire and one-on-one interviews with representatives of each Town. The purpose was to discuss Town transportation initiatives that are currently underway or in the planning process. Specific details and results of the Stakeholder Participation Program are provided in Chapter 5, "Summary of Public Participation Results," and Appendix B. Overall, the Stakeholder Participation Program formed the basis for the Long Island Rail Road East End Transportation Study. I I I Chapter 4, "Existing Conditions," relates to demographic profiles and trends which characterize the East End. This information is important in that it depicts the growth in population and the potential transportation markets and characteristics that define the North and South Forks. It is important to note that the two forks are different in character and demographics-the North Fork is characterized as a rural farming, wine producing, and com- mercial fishing area, while the South Fork is marked by quaint hamlets and world renowned pristine beaches. These areas, although different in character, encounter similar transportation challenges. Existing transportation conditions and services, as well as primary transportation issues affecting LIRR services (e.g., track configuration and operation limitations) to the East End are discussed in this chapter as well as in Appendix E. I I I Chapter 5, "Summary of Public Participation Results," summarizes the transportation issues identified during the public participation process described above. Primary focus is placed on the Stakeholders meeting held on April 6, 2000 at the North Ferry office in Shelter Island. The purpose of the meeting was to establish a regional consensus, not only for the Long Island Rail Road, but for all the transportation providers, agencies, municipalities, business communities, and residents that have a role in the East End transportation planning process. Based on this information, issues and recommendations are provided for potential improvements related to train service and operations, station services and amenities, and connectivity with other modes. The recommendations focus on near-term and more complex medium- and long-term measures. While the primary focus of this study is the role the L1RR can play in improving service to and within the East End, opportunities for improvements that could be provided by the above-referenced entities are also considered. These issues and recommendations are identified m Chapters 6, "Transportation Issues," and 7, "Transportation Recommendations," respectively. I I I I I B. STAKEHOLDER PUBLIC PARTICIPATION I A Stakeholders Participation Program was developed to identify the public and private Stake- holders in the East End and identify methods by which to solicit their input. A Stakeholders Committee was formed to ensure that the concerns and input of the East End communities were part of the planning process. A Stakeholders meeting was held on April 6, 2000 to solicit input and to work toward a consensus opinion regarding planning, resources, and linkages between the study and local municipal transportation objectives. The meeting was held with the members of the East End Transportation Council, many of whom are also Stakeholders, as part of their scheduled meeting. The ultimate goal was to develop a common set of strategies that have regional support and can be implemented. As such, the Stake- holders participation and support in thIS process was essential to ensure the success of this ef- fort. In addition to the April 6, 2000 Stakeholders Meeting discussed above, there were two other meetings held earlier in the process. These meetings were held to explain the study's goals and processes, and to obtam valuable mput from those involved in the plannmg for the I I I I 5.2 I I I Executive Summary I East End. The objective was to create an open channel for two-way communicallon between the community, business leaders, and the study principals. Appropriate methods and tech- niques were developed to encourage public awareness of the study's progress and decisions, as well as to prioritize critical issues and concerns. I I It should also be noted that L1RR personnel have met monthly with the East End Transporta- tion Council to solicit input regarding East End transportation issues and potential opportuni- ties to be addressed in the EETS. I Interviews were also held during February and early March 2000 with representatives from each of the Towns of Shelter Island, Southampton, Riverhead, Southold, and East Hampton to discuss the current status of implementation of their Town plans and any changes which may have occurred since the plans had been prepared. I C. EXISTING CONDITIONS I DEMOGRAPHICS I Based on the Long Island Population Survey 1999 (prepared by the Long Island Power Authority), the five East End towns have a combined population of 114,161 persons (1999 estimate). Of this, there are a total of 17,204 persons in East Hampton; 48,609 persons in Southampton; 24,982 persons in Riverhead; 20,996 persons in Southold, and 2,3 70 persons on Shelter Island. The East End population is expected to increase by 19.9 percent, or 23,202 persons by 2020. I I A defining characteristic of the East End of Long Island is the tremendous increase in popula- tion during the summer months of June, July, and August. The tourist season traditionally begins on Memorial Day and ends on Labor Day; however, for various reasons, the season has been extended in recent years. The figures from the United States Census Bureau indicate that in 1990 the Seasonal plus Year-Round Population of the East End reached 288,758 persons, more than doubling the year-round population of 106,593 persons in that year. I I On the East End, there are a total of 42,924 dwelling units occupied year-round and more than half that amount, 28,361, occupied as seasonal homes. The relatively large number of seasonal homes is reflected in the large increases in seasonal population. I With the exception of Riverhead, the majority of the East End population work WIthin their home town. This may be attributed to the fact that Riverhead is geographically situated (i.e., it is the western-most East End town) such that residents have more commuting options WIth respect to their place of work. Additionally, Riverhead is considered the transportation hub of eastern Long Island, providing yet more flexibility to its residents from a commuting stand- point. In the Town of Southampton, which represents the greatest number of persons living and working in the same town, 12,125 residents of the 20,993 both live and work in the town. This may be attributed to the relatively large number of employees working at Southampton College. Only a small percentage of the population (1.7 percent) work off of Long Island. I I I Journey-to-work figures indicate that the majority of East End residents (76.8 percent) drive alone to work. The second most popular means of transportation is carpooling. The number of East End residents using public transit is relatively low, ranging from 1.5 percent In Southold to 5.7 percent in East Hampton. In fact, the number of people that walk to work and/or work from home exceed the number of people using publIC transit. I I S-J I Long Island Rail Road East End Transportation Study I In the 25-year period (1970 to 1995), the total employment in Suffolk County increased from 287,400 jobs to 586,100 jobs. It is expected that Suffolk County will experience a projected 32.4 percent increase in the number of jobs from 2005 to 2020. As a whole, Long Island is expected to experience a 19.3 percent Increase in the number of jobs over the same period of time. I I ROADWAY NETWORK-ACCESS LIMIT A nONS I Primary access roads to the East End of Long Island are the Long Island Expressway [Interstate 495 (LIE)], Sunrise Highway (Route 27), Montauk Highway (Route 27 A), and Route 25 (See Figure 3). Within Nassau and most of Suffolk Counties, both the LIE (which terminates in Riverhead) and Sunrise Highway are limited access six-lane highways. Sunrise Highway, the primary east-west roadway on the South Fork narrows down to a two-lane road forcing traffic to slow down considerably, particularly through Village centers. During peak summer travel periods, these two routes accommodate 20,000 to 24,000 vehicles per day in each direction. I I Between the North Fork and South Fork, there are multiple connector routes that allow access to East End communities. These connector routes include Westhampton-Port Jefferson Road (County Route 111), Riverhead - Quogue Road (County Route 104), and FlanderslRiverhead- Hampton Bays Road (NYS Route 24) which all merge in Riverhead. Westhampton-Port Jefferson Road IS generally a four-lane roadway, while the other two connectors are two-lane roadways. Similarly, daily summer traffic volumes on County Route III are twice as high (approximately 20,000 vehicles per direction) than that on the other two routes which average 7,000 to 10,000 vehicles per day per direction. I I I Once traffic reaches the East End, the capacity of the roadways diminish. Traffic moves from the limited-access facilities to collector roads and then to local roads that provide less throughput, but more access to the adjacent land uses. The primary roadway through the South Fork is Montauk Highway (Route 27A). Montauk Highway is predominantly one lane In each direction, but widens into two lanes (or turn lanes at intersections) as it passes through local towns. Entering the East End at the Shinnecock Canal, daily summer traffic volumes along Montauk Highway average 10,000 to 11,000 vehicles per day per direction. I I The North Fork has two primary roadways that run parallel from the end of the LIE to its eastern tip. The northern roadway (County Route 48/Sound AvenuelMiddle Road) and the southern roadway (Route 25) are primarily two-lane routes. These two roadways approach Mattituck and the northern route becomes a four-lane highway. The parallel roads are con- nected by a number of north/south streets forming a grid pattern along the North Fork. Ap- proaching the North Fork, these roadways average 5,000 to 7,000 vehicles per day per direc- tion during the summer months. I I I The East End is a major summer recreational destination and traffic volumes vary according to the time of year. Overall, traffic volumes are over 25 percent higher during the months of July and August compared to the average travel month, May. Moreover, traffic volumes during the summer months are 60 percent greater than the winter months of January and February. I I I S-4 I I I Executive Summary I TRAFFIC GENERATORS I A traffic generator is a place or event that draws a slgmficant number of people either on a daily basis or at vanous times of the year. Some major traffic generators on the East End, which serve or may serve to attract new LIRR riders include museums, wineries, hIstorical landmarks, village shopping districts, recreational facilities, beaches, raceways, major retail outlets, and major employment centers. Annual events on the East End which are considered traffic generators include festivals, county fairs, parades, tournaments, "u pick" fruits and vegetables, marathons, and seasonal shows. Each Village, hamlet, or downtown area is also a destination, as each has its own special charactenstics that visitors and residents enjoy. There are also a multitude of sporting and recreatlOnal opportumties on the East End that generate traffic. These include fishing, hiking, bike riding, beach volleyball, tennis, and golf. Major East End attractions are provided in Appendix C. I I I TRANSPORT A nON SERVICES I The East End of Long Island is served by a comprehensive transportation network that includes bus and rail service, ferry service, highways, and airports. Lack of connectivity was recognized as the one major limitation to consumer use of the existing transit system. I LONG ISLAND RAIL ROAD I SOUTH FORK (REGULAR SERVICE) I The LIRR provides a total of seven weekday trains between Penn Station and the South Fork of Long Island. The average travel time for Montauk-bound trains other than the "Cannon- ball", which is an express train, is approximately 3 hours and 10 minutes. In the reverse direc- tion, there are four weekday westbound trains between Montauk and Penn Station. I Weekend service between Penn Station and the South Fork is provided on five trains. There are four weekend trains that leave Montauk for Penn Station. I SOUTH FORK (SUMMER SERVICE) I The LIRR summer schedule leaving Penn Station for the South Fork segment of the Montauk Branch (effective May 22, 2000) is similar to the LIRR's regular schedule for this area with the following exceptions: there are two additional eastbound trains serving the area and there is expanded service on the "Cannonball" (i.e., in addition to Fridays, the "Cannonball" also runs on Thursdays in the Summer). Expanded weekday summer train service is also provided in the westbound direction, with one additional train. I I Weekend train service to and from the South Fork is also expanded during the summer months. Specifically, there are two additional trains departmg Montauk. In general, train ser- vice IS provided from the Montauk LIRR station every 1-2 hours between 1:24 PM and 8: 12 PM. Overall, there are five weekend trains between Penn Station and the South Fork and eight weekend trains between the South Fork and Penn Station. I The LIRR offers a special "Hamptons Reserve" (fonnerly Parlor Car Service) servIce on selected trains servmg the Hamptons and Montauk dunng the summer season. This servIce provides for reserve cars and a comfortable environment with at seat beverage service. In ad- ditIOn, LIRR practice is to right-SIze service to the prevIOus year's customer demand. I I S-5 I Long Island Rail Road East End Transportation Study I NORTH FORK (REGULAR SERVICE) I The LIRR schedule for the Ronkonkoma Branch provides train service to the North Fork where relative patronage is significantly lighter than the South Fork. There are two weekday trains from Penn Station to Greenport and three weekday trains from Greenport to Penn Station. Weekend train service to Greenport is provided with two Saturday and two Sunday trains in either direction. Average travel time between these two locations is generally 2 hours 45 minutes. I I NORTH FORK (SUMMER SERVICE) I The LIRR summer schedule for the North Fork segment of the Ronkonkoma Branch is simi- lar to the LIRR's regular schedule for this area with the exception of one additional train which leaves Penn Station at 3:55 PM (arrives in Greenport at 6:41 PM). I TRACK CONFIGURATION AND OPERATIONAL LIMITATIONS Several significant limitations constrain existing LIRR rail service to the East End. Spe- cifically, the Ronkonkoma Branch between Ronkonkoma and Greenport and the Montauk Branch between Sayville and Montauk consist of a single track with no signal "system" per se. Signaling and multiple tracks (or tracks with passing sidings) are essential to support fre- quent train service. I I Railroad tracks which lack signaling devices are known as "dark territory," and this term applies to both the Ronkonkoma and the Montauk Branches. All LIRR tracks are subdivided into "blocks" and for safety reasons, operating rules permit only one train at a time to occupy a given block in dark territory. In the western half of LIRR service (from Ronkonkoma and Babylon to New York), entry into the blocks is controlled by electronic or electro-mechanical wayside signal systems which support frequent train operation. I I In the East End territory, which is dark territory, the situation is different. Since both the Ron- konkoma and the Montauk Branches are single track, some blocks are furnished with passing sidings to permit two trains to pass. The passing sidings on the East End are furnished with hand-thrown turnouts (switches), instead of remotely controlled power switches found on the western halfofthe railroad. The time-consuming procedure of written train orders and getting off the train and throwing switches by hand requires opposing trains to occupy a passing siding. I I I In practical terms, the limitations imposed by the single-track alignment, the lack of a signal "system" to control train movement (in lieu of the manual technique), and the lack of remotely controlled sidings, results in essentially uni-directional peak flows. These peak flows are routinely scheduled on Friday evenings in the summer, when the infrastructure capacity of the Montauk Branch is fully utilized, and on Sunday afternoons/evenings in the summer. I I A more subtle limitation is the capacity of the East River tunnels and Main Line tracks between Penn Station and Jamaica. Friday evening traffic patterns to eastern Long Island in the summer coincide with peak period commuter traffic. The daily commuter trains already strain the capacity of the infrastructure, leaving no available operational time slots to be filled by new trains to the East End. The resulting competition between the two markets for space on the trams often results in serious overcrowding. I I S-6 I I I Executive Summary I These limitations, while adequate for the movement of day-to-day traffic, are apparent during the summer peaks of Friday and Sunday evenings. Operations easily become unstable, re- sulting in lengthy delays. I I These limitations have long been recognized by the LIRR and steps have been taken to program capital improvements which will ease their constraining influences. Chief among these improve ments is the planned implementation of a Communications Based Train Con- trol (CBTC) signal system. Relatively new to the railroad passenger field, CBTC may be compared with the methods employed to control commercial airline flights. The LIRR has initiated a staged approach to planning, designing, testing, and installing CBTC as a system- wide capital improvement. Current plans envision using a segment of the Montauk Branch between Babylon and Speonk as a test bed for the new technology. (This segment was chosen as being sufficiently representative of LIRR operations without imperiling other, more heavily trafficked segments.) The pilot implementation of the CBTC system, as noted, is cur- rently included in the 2000-2004 capital program. I I I I Another limitation to be addressed is the control of the switches and a Central Traffic Control System that access passing sidings. Current plans call for the installation of power-operated switches that are to be operated from a centralized location. This capital improvement, which will significantly reduce the time elapsed in entering and leaving the sidings, will supplement the benefits of CBTC. This will be implemented beginning in the 2000-2004 program and will continue into the next five year program as well. I RIDERSHIP I I For the most part, LIRR peak hour trains operate at or near capacity throughout the year. During the peak summer season this situation becomes exacerbated (depending on weather conditions) as the eastbound trains from Penn Station to the East End of Long Island become crowded, particularly on Friday afternoons and Sunday afternoon/evening departures. Satur- day peak ridership levels are generally approximately 25 to 40 percent of the Friday and Sun- day peaks.[It should be noted that overall commuter ridership declines in the summer due to vacations and extended weekends]. LIRR ridership counts were perforrned at each of the East End stations on the weekend of August 13-15, 1999, as well as a sampling of ridership counts taken at three of the busier sta- tions on the July 4th holiday weekend. Appendix D provides a detailed tabulation of the ridership count data on the holiday weekend and the "typical" August weekend. The single busiest train to the East End is the 4:0 I PM from Penn StatIOn, which is referred to as the "Cannonball" In the summer, the Cannonball leaves from Jamaica on Thursdays and Fridays With its first scheduled arrival at Westhampton at 5:39 PM. It subsequently stops at Southampton at 5:59 PM, Bridgehampton at 6:07 PM, East Hampton at 6: 17 PM, and Mon- tauk at 6:38 PM. On Friday, August 13, 1,021 riders gOI off at the threc busiest stations, which are Westhampton, Southampton, and East Hampton; on Friday, July 2, 1,290 got offal these three stations, approximately 26 percent higher than the "typical" August Friday. The busiest of the East End stations is East Hampton, followed by Westhampton, Bridgehampton, and Southampton. I I I I I I The automobile IS the primary mode of access to and from the East End statIOns. Although the modal spltt percentages (auto, taxi, and walk) vary station to station, In general, ap- proXimately 80 to 90 percent of all l.IRR riders get to/from their East End stations by auto I 5-7 I Long Island Rail Road East End Transportation Study I pickup/dropoff. TaxI service is the second most popular access/departure mode, generally 10- 15 percent, with walking being the remainder. Many of the East End URR stations are not served at all by connecting buses, while others are not well served. Additionally, several of the URR stations are a significant distance from the central parts of town. I I Despite increases in East End summer train ridership, it is important to keep in mind that the URR primarily serves the commuter market. A 1999 ridership analysis provided by the URR indicates that 64 percent of their total ridership consists of daily commuters. The non-com- muter population represents 36 percent of the URR ridership market. Furthermore, station based passenger counts conducted by the URR in 1998 indicate that typical daily train rider- ship to/from the East End is minimal, at best. For example, there were only a total of 18 west- bound AM peak passengers boarding the train at the four North Fork stations compared to 6,015 passengers boarding the train at the Ronkonkoma Station. By comparison, there were approximately 600,000 Suffolk County Transit bus passengers on the East End in 1999. Thus, it can be concluded that the most prevalent form of public transportation on the East End is bus transit. Overall, it is anticipated that future demand for expanded bus service will outpace the demand for increased train service due to the dispersed land use patterns that characterize the East End. I I I I BUS SERVICE I The East End of Long Island is served by three bus operators-Hampton Jitney, Sunrise Ex- press, and Suffolk County Transit. Although the Hampton Jitney and Sunrise Express provide inter-hamlet transportation services, their primary function is to provide daily coach pas- senger service between the South Fork of Long Island and New York City. Specifically, the Hampton Jitney, which operates seven days a week, 365 days a year, makes 14 stops on the South Fork of Long Island. Sunrise Express makes five East End stops (Greenport, Southold, Cutchogue, Mattituck, and Riverhead). I I Suffolk County Transit, which provides passenger service to the entire County, serves the East End of Long Island with II distinct bus routes. However, it should be noted that Suffolk County Transit service to the East End of Long Island is somewhat limited. Specifically, there is no Sunday service, there are frequencies of service of one to two hours, there is no direct bus service to the East End URR stations, and there is no late night bus service. I I FERRY SERVICE I The East End of Long Island is served by four ferry service providers. These include Cross Sound Ferry, Inc., Viking Ferry, North Ferry Company, and South Ferry, Inc. The Cross Sound Ferry is the largest ferry service on the East End providing year-round daily service between Orient Point and New London, Connecticut. Crossmg time is approximately I hour and 20 minutes. The Cross Sound Ferry also offers the only high-speed ferry passenger-only service between Long Island and Connecticut, making the 16-mile crossing in just 40 minutes. I I The Viking Ferry provIdes ferry servICe between Montauk Point and New London, Connecticut and between Montauk Point and Block Island. Rhode Island. In contrast to Cross Island Ferry service, Viking Fcrry does not carry passenger vehicles. Ferry service between Block Island and Montauk Point operates from mid April through mid-October, while ferry I I S-8 I I I I I I I I I I I I I I I I I I I I Executive Summary Service between New London and Montauk Point is from late May through early September. Crossing time for each ferry is approximately I hour and 45 minutes each way. The North and South Ferry Companies provides daily year-round ferry service between the Village of Greenport (on the North Fork) and Shelter Island, and between North Haven (on the South Fork) and Shelter Island. Travel time is approximately 5-7 minutes each way. A government-operated ferry service is provided to Plum Island on a restricted basis. The Island, which is located approximately 2Y, miles east of Orient Point, is home to the Plum Island Animal Disease Center. Morning ferry service to Plum Island is pro- vided on an hourly basis. Travel time to the Island is approximately 15 minutes. D. TRANSPORT A nON ISSUES Major transportation issues identified and addressed include: . Capacity and crowding issues on LIRR trains on summer weekends; . Lack of intermodal connectivity between LIRR, bus and ferry services; . Summertime traffic congestion; . Lack of mobility for inter-hamlet travel; . LIRR station services and amenities; and . Growing demand. E. TRANSPORT AnON RECOMMENDA nONS Transportation recommendations have been subdivided into LIRR improvements; near-, medium-, and long-term, and improvements by others and are summarized as follows: NEAR-TERM IMPROVEMENTS TRANSIT INFORMATION . New York State Department of Transportation (NYSDOT) should provide trailblazer signs (with directional arrows) directing customers to the individual LIRR stations. . Local chambers of commerce, in cooperatIOn with the LIRR, should provide area infor- mation at East End LIRR stations, including local destination maps that show places of interest, lodging, restaurants, retaIl shops, recreation, and other services. . The LIRR should continue to update statIOn inforrnation boards with the latest schedules, maps and fare information. . Future printings of LIRR maps should include street locations, where feasible, to help passengers locate the stations. INTERCONNECTING SERVICE . Suffolk County Transit should evaluate other markets including the tourist market to better meet the needs of local residents and VIsitors. They should consider extending their S-9 I Long Island Rail Road East End Transportation Study I hours of service (i.e., late night service), providing Sunday service, increasing frequency of service, improving coordination with other modes of transportation, and providing new bus routes, where appropriate. · The County and local municipalities should review inter-hamlet bus shuttle service and demand responsive services (i.e., dial-a-ride) to meet the special needs of local residents and visitors by providing linkages from LIRR stations to local destinations. Local municipalities should continue to seek funding for new and/or expanded public transpor- tation services (e.g., new shuttle services) that provide alternatives to single occupancy vehicles. . Local lodging establishments should provide shuttle service to and from local train sta- tions and major area destinations. . The County and local municipalities should encourage waterborne transportation services. I I I I I CUSTOMER CONVENIENCES I . To the extent practicable, LIRR station waiting rooms should be kept open during extended Friday to Sunday peak travel periods in the summer months, as well as on Mon- days of summer holiday weekends. Currently, only East Hampton, Southampton and Westhampton stations are open Sundays and Mondays. More seating should also be con- sidered at all stations. . Additional public pay phones should be provided at all East End stations, perhaps with a direct link to local taxi companies. . A human presence should be provided at the LIRR stations to provide a greater sense of security and convenience to waiting passengers, especially during extended Friday to Sunday peak travel periods in the summer months, as well as on Mondays of summer holiday weekends. This could be accomplished by leasing the station buildings to various vendors for the following year-round uses: chamber of commerce, tourist information center, bicycle vender, museum, art gallery, limited retail, and a convenience food establishment. . Consideration should also be given to expanding LIRR service to the East End by lengthening or increasing the frequency of the existing trains serving the East End during the peak summer months. The LIRR has accepted delivery of a new fleet of 134 bi-Ievel railcars. These cars provide a modest increase in capacity over the older push-pull railcars they replace (approximately 144 seats in a bi-Ievel railcar versus about 118 seats in the old push-pull railcars), but with a 2 by 2 seating configuration, they provide greater cus- tomer comfort. I I I I I I I . Concurrent with the delivery of a new fleet of bi-level railcars, the LIRR is also taking delivery of a fleet of 23 dual-mode locomotIves which will be used to propel the bi-Ievel railcars. Dual-mode locomotives enable the LIRR to provide (for the first time in decades) a one-seat ride between Penn Station and the East End. Dual-modes operate off the electric third rail departing Penn Station; then, past the East River Tunnels, they operate as traditional diesel locomotives. The ability to provide a one-seat ride on selected trains to the East End WIll permit the LIRR to offer more competitive travel times and a more convenient servIce against existing competItors-the automobile and the bus. I I I S-IO I I I Executive Summary I LAND USE IMPROVEMENTS I . The County and local municipalities should support Transit Oriented Development (TOO) at local train stations. The TOO concept incorporates a mixture of land uses in the vicinity of existing bus or train stations in a well planned, aesthetically pleasing and pe- destrian friendly environment. . The County, towns, and villages should encourage transit and pedestrian friendly design in their review of local site plan development proposals. . New York State Department of Transportation (NYSDOT), the County and local munici- palities should consider the installation of bicycle and pedestrian lanes in all future road improvement projects. Abandoned railroad rights-of-way, where applicable, should also be converted to bike/pedestrian pathways. . The County and NYSDOT should consider the establishment of park and ride lots west of the Hamptons. I I I I EDUCATION AND PROMOTION OF SERVICES I I . The local chambers of commerce and planning departments should educate local resi- dents as to the advantages of using mass transportation. . Local transportation operators should advertise and promote their transit services and special excursions through use of public service announcements, newsletters, government access cable channels, and postings at major employment sites, libraries, high schools, colleges, and train stations. I MEDIUM-TERM IMPROVEMENTS I I . The LIRR should provide a public address announcement to include next train and other pertinent information at East End stations to advise waiting passengers of the status of their expected train. . The LIRR should continue to simplify the special Hamptons/Montauk timetables, par- ticularly for those who do not ride the LIRR on a regular basis. . The LIRR should continue to evaluate operating additional train service on summer Fri- day afternoons. This depends on the availability of operational slots from Penn Station to Patchogue and the availability of unassigned locomotives and coaches. I LONG TERM IMPROVEMENTS I . Development of a new signal system is needed to safely introduce more frequent bi-di- rectional train service to and from the East End. I . To fully realize the benefits of a new signaling system, the existing manual system of hand- thrown switches to enter sidmgs must be modernized by mstalling remotely con- trolled, motorized switches at the passing side locations. The combination of the track signaling, interlocking and siding mechanical switch machines would then be controlled by an operator at a centralized locatIon. . The LIRR is currently conductmg mitial studies for a new centralized train control sys- tem (to be controlled from Jamaica) and for the feaSIbility of utlllzmg Communication Based Train Control (CBTC) for the entire LlRR system. CBTC IS a relatively ncw con- I I I 5-11 I Long Island Rail Road East End Transportation Study I cept for commuter railroads, but it offers the prospect for an expedited signal installation when compared to traditional forms of railroad signaling systems. . New Types of Rolling Stock: There are at least two types of railcars that LIRR could pro- cure to provide additional rail service to the East End. These are: conventional trainsets consisting of bi-Ievel railcar and locomotives; or self-propelled diesel multiple-unit (DMU) railcars. However, recent designs of DMUs have not been manufactured to Federal Railroad Administration (FRA) standards. . Parking Facilities: The parking lots located at LIRR stations vary in size and capacity but are consistent with the current commuter traffic demand. During the summer at certain East End stations, because parking supply is limited in the local communities, many LIRR station parking facilities are continuously occupied by vacationers staying in the several hamlets, but who do not use the L1RR. In spite of the current adequacy of parking spaces, the introduction of more frequent rail service for inter-hamlet travel could intro- duce a need for many more spaces. The provision of additional parking spaces requires purchasing additional parcels of land-an expensive proposition. . L1RR Service into Grand Central: Another long term service initiative is the L1RR's in- tention to serve Grand Central Terminal, which is a convenient origin point for many East End customers. A substantial portion of the L1RR's current customers work in of- fices which are closer to Grand Central than to Penn Station, which is comparatively dis- tant. Thus, the prospect of train service from Grand Central to East End destinations could be an attractive marketing or selling point towards enticing more East End travelers to use the L1RR. I I I I I I I I The aforementioned capital improvements should incrementally enable the LIRR to mitigate many of the operating constraints which limits their ability to deliver more frequent service to the East End. Taken collectively, these capital improvements will help transform the eastern half of L1RR infrastructure to the more modem standards of the western half of the railroad. I Operation of light rail shuttle service over the L1RR's tracks is not a feasible option since shared operation between light rail vehicles and conventional (heavy rail) passenger and freight trains on the same set of tracks is not permitted by the Federal Railroad Administra- tion. Provision of a shuttle service between East End hamlets and villages must be the respon- sibility of local bus operators; bus service has the flexibility to better interconnect and serve customers seeking to shuttle between local villages, shopping areas, beaches, etc. than does heavy rail LIRR service. I I I I I I I S-/2 I I I I I Chapter 1: Introduction I 1.0 INTRODUCTION I I The Long Island Rail Road (LIRR), the nation's largest commuter railroad, provides rail ser- vice between Manhattan, Brooklyn, Queens, and Long Island (Figure I-I). The LIRR com- missioned the East End Transportation Study to develop implementable recommendations and solutions for the transportation system on the eastern end of Long Island. The study area for this report encompasses the five East End Towns-Riverhead, Southold, Southampton, East Hampton, and Shelter Island (see Figure 1-2). I Transportation services to the East End communities are a vital public issue and the Long Is- land Rail Road is a key element in the transportation infrastructure. Besides providing a limited year-round commuter service into New York City for residents of the East End and intermediate connections along the Main Line in Suffolk and Nassau Counties, the LIRR is one of the important services accommodating the seasonal and weekend travel peaks, which is one of the defining characteristics of the East End. However, as the population has grown and economic activity increased, transportation services, particularly traffic on the roadways of the East End, have become increasingly strained. [n this context, it is important that the LIRR and the surrounding communities carefully examine opportunities for improving and integrating their transportation services, including traditional commuter, weekend and seasonal functions, along with the feasi bility of using LIRR service as an element in addressing travel demand internal to the East End communities. The local communities have recognized the importance of a coordinated approach through the formation of the East End Transportation Council, a community organization established in 1996 by the East End Supervisors and Mayors Association, for the purpose of creating a platform for the East End Towns to work together in addressing their transportation concerns. I I I I I I Chapter 2, "Summary of Relevant Studies," presents a summary of background planning studies relevant to transportation issues on the East End of Long Island. Generally, these studies identify issues and recommendations for the entire East End transportation network including mass transit (bus and rail), ferries, traffic and roadways, and pedestrian and bikeway access. Each study emphasizes the importance of reducing East End traffic congestion through increased use of public transportation. A detailed summary of these studies is included in Appendix A. I I Chapter 3, "Stakeholder Public Participation Plan," discusses the program used to solicit input for this study. This program, which was initiated during the initial stages of this project, included the formation of a Stakeholders Committee consisting of representatives of the New York State Legislature, East End Towns, incorporated villages, county and state agencies, private transportation providers, and local interest groups. The purpose of this committee was to ensure that the concerns of the East End communities were incorporated into the overall planning process. The Stakeholders Public Participation Program also included a survey questionnaire and one-on-one mterviews with representatives of each Town. The purpose was to discuss Town transportation mitlatIves that are currently underway or in the planning I I I I-I I Long Island Rail Road East End Transportation Study I process. Specific details and results of the Stakeholder Participation Program are provided in Chapter 5, "Summary of Public Participation Results," and in Appendix B. Overall, the Stakeholder Participation Program formed the basis for the Long Island Rail Road East End Transportation Study. I I Chapter 4, "Existing Conditions," relates to demographic profiles and trends that characterize the East End. This information is important in that it depicts the growth in population and the potential transportation markets and characteristics that define the North and South Forks. It is important to note that the two forks are different in character and demographics~the North Fork is characterized as a rural farming, wine producing, and commercial fishing area while the South Fork is characterized by quaint hamlets and world renowned pristine beaches. These areas, although different in character, encounter similar transportation challenges. Existing transportation conditions and services as well as primary transportation issues affecting LIRR services (e.g., track configuration and operating limitations) to the East End are discussed in this chapter, as well as in Appendix E. I I I Chapter 5, "Summary of Public Participation Results," summarizes the transportation issues identified during the public participation process described above. Primary focus is placed on the Stakeholder meeting held on April 6, 2000 at the North Ferry office on Shelter Island. The purpose of the meeting was to establish a regional consensus, not only for the Long Island Rail Road, but for all the transportation providers, agencies, municipalities, business community, and residents that have a role in the East End transportation planning process. Based on this information, issues and recommendations are provided for potential improvements related to train service and operations, station services and amenities, and connectivity with other modes. The recommendations focus on near-term measures and more complex medium- and long-term measures. While the primary focus of this study is the role the LIRR can play in improving service to and within the East End, opportunities for improvements that could be provided by the above-referenced entities are also considered. These issues and recommendations are identified in Chapters 6, "Transportation Issues," and 7, "Transportation Recommendations," respectively. I I I I I I I I I I I 1-2 I I I I I I I I I I I I I I I I I I I I L1RR East End Transportation Study New York City and Long Island, New York Figure 1-1 'c\)t ect\ Co"" ~ c::r Island Sound Long ~ ~ f ~ ~ HUNTINGTON OYSTER BAY ISUP BROOKHA VEN LEGEND (l) OCe3(\ 'C p.\\3(\\\ D Town/County Boundary o , 5 10 15 Miles , ------------------- LIRR EAST END TRANSPORTATION STUDY Study Area - Figure 1-2 OF DETAIL r ~ mt o }O "0 Miles , ~o c"OV ~O \",\'b O~9; V <<\"efnead e'b~ or; ~r; -v.'b~ ~ LEGEND <i) .. Town Boundary o 4 8 Miles I I I I I I I I I I I I I I I I I I I I Chapter 2: Summary of Relevant Studies 2.0 SUMMARY OF RELEVANT STUDIES This section highlights the conclusions of relevant transportation related studies prepared by the five East End Towns and the Blueprint for Our Future prepared by The East End Eco- nomic & Environmental Task Force of Long Island, New York. These studies discuss trans- portation issues, analyze the transit system, and make recommendations related to the trans- portation network on the eastern end of Long Island. More detailed summaries of these reports, as well as the Long Island Rail Road Study, the Long Island Bus Study, Long Island Regional Planning Board Journey to Work, and the Long Island Transportation Plan 2000 are provided in Appendix A. THE TOWN OF EAST HAMPTON COMPREHENSIVE PLAN TRANSPORTATION ELEMENT (I 997) This report includes recommendations to improve intermodal connections and limit mobility deficiencies such as providing a shuttle bus service to and from the beaches, shopping dis- tricts, motels, restaurants, transfer points between the South Fork railroad stations, Villages, and satellite parking sites. LIRR service improvements such as frequent intra-South Fork ser- vice, and amenities at the railroad stations, including waiting areas, restrooms, newspaper stands, and snack facilities are also suggested. TOWN OF RIVERHEAD MASTER PLAN (I 973) Transportation elements of the plan address improving highways and the circulation system and creating bicycle paths. The plan is dated and a new Master Plan is being prepared at this time. ANALYSIS OF THE OPPORTUNITY FOR THE REVITALIZATION OF THE MAIN STREET CORRIDOR RIVERHEAD, NEW YORK (1993) The report includes the goals of the Business Improvement District to upgrade and reorient the focus of the downtown around the riverfront; encourage new trade in the retail market that is more closely associated with the tourist economy; and renovate culturally and historically significant buildings. SHELTER ISLAND COMPREHENSIVE PLAN (I 994) The focus of this plan is to improve accessibility for those without cars, i.e., seniors, youth, hotel, and boat visitors; to improve bicycle and moped safety on the Island; to develop an aviation policy for the Town; and to manage development to minimize the need for widening streets, reconstructing intersections, or installing traffic signals. Specific items that are discouraged include operating an all-night ferry service and a bridge connecting the Island to the North and/or South Forks. 2-1 2-2 I I I I I I I I I I I I I I I I I I I Long Island Rail Road East End Transportation Study FINAL GENERIC ENVIRONMENTAL IMPACT STATEMENT: SHELTER ISLAND COMPREHENSIVE PLAN (1994) This plan highlights promoting the use of transport modes supplemental to the individual auto mobile, including jitney and bicycle, and continuing to study means of reducing long summer lines of idling cars at the North Ferry. TOWN OF SOUTHAMPTON COMPREHENSIVE PLAN UPDATE (1997) A goal of the update is promoting intermodal services, e.g., buses and private bus operators could have bike racks and school parking lots could be used for remote parking for the beach, with shuttle bus and routes marked out. There is a recommendation to upgrade the Town's train stations into low-key transit hubs, featuring bike rentals, public restrooms, Hampton Jitney and bus stops, and in some cases car rentals. Recommendations for the LIRR include improving rail service, promoting use of rail for trips to and from New York City, promoting rail usage for recreational local trips, and providing rail facilities that contribute to the "town and country" image of Southampton. To promote New York City ridership, the plan recommended that the LIRR consider the following: . Extend "high season" service to May through October; . Increase the number of trains, not just their size. "Part-time" residents and visitors now work in their Southampton home except for a few days a week, or regularly take three- day weekends, or have business colleagues join them in Southampton. More frequent ser- vice is needed to accommodate this greater variety of life- and work-styles; . Establish small-scale "Park and Rail" facilities. Westhampton Airport and Shinnecock Hills near Southampton College are two possible locations (the airport location is of particular interest); . MT NLIRR should consider bicycle storage areas on both conventional and possible summer season shuttle trains; . Provide easy (and permit-free) use of trains by bicycle users within Southampton (and perhaps East Hampton too); . Provide summer season "shuttle trains" such as those used at some resorts to transport summer residents and visitors. In time, the service may be used by residents and visitors to get to and from hamlet centers; and . Establish more train stations; existing stations should be manned by personnel to the maximum extent practicable. THE SOUTHAMPTON TOMORROW COMPREHENSIVE PLAN UPDATE IMPLE- MENTATION STRATEGIES (1999) This report highlights better management of existing roadway infrastructure rather than the creation of new arterials; create a bicycle and pedestrian fiiendly environment, improved train and long distance bus service; build infrastructure to increase local public transportation (inter-hamlet/village service); intermodal service transfers (bus/train, train/bicycle, car/train, etc.); vehicular, bicyclist/rollerbladers, and pedestrian safety; reduced need for automobile trips to village and hamlet centers, improved scenery along all transportation routes for all I I I I I I I I I I I I I I I I I I I Chapter ??: Enter Name Here modes of travel; and, finally, collaboration with other agencies to deal with these regional transportation issues. THE SEA VIEW TRAILS OF THE NORTH FORK: SOUTHOLD TOWN'S ALTERNA- TIVE TRANSPORTATION INITIATIVE, A TRAIL SYSTEM INCLUDING BICYCLE AND KAYAK ROUTES, AND WALKING TRAILS (AUGUST la, 1995) This study recommended development of a transportation system to facilitate travel to and from wineries, hamlet business centers, marinas, beaches, festivals, and special events. The plan included implementation of a mini-bus system to service the designated transportation hubs of Mattituck, Southold, Greenport, and Orient. Furthermore, the development of inter- modal services such as rail, surface transit, park-and-ride, bicycle/pedestrian, ferry, creation of new/expanded transit services, and development of a network of bicycle trails linking des- tinations oflocal and tourist interest for hikers and bicyclists were priorities of the initiative. THE LONG ISLAND BUS STUDY TECHNICAL MEMORANDUM TRA VEL DEMAND BY MARKET (1997-PRESENT) This report discussed demographic and trip origin data to provide a summary assessment of the market potential for new or additional services on a macro and micro level. THE BLUEPRINT FOR OUR FUTURE (1994) The assessment, prepared by The East End Economic & Environmental Task Force of Long Island, New York, provided several transportation objectives including construction of a "Park and Rail" plan for residents and visitors to the East End, implementation of a shuttle rail service to run between villages, and creation of a network of bike paths. Furthermore, it recommended establishing new LIRR stations adjacent to Westhampton Airport, Shinnecock Hills (near the College, between the railroad and East Hampton Airport) and increased parking at Montauk Station. These stations would be served by special "Park and Rail" trains on Friday and Saturday eastbound, and Sunday and Monday westbound from mid-May to early October. In addition, suggestions included the use of existing LIRR tracks as a shuttle (or series of shuttles) to operate between hamlets when there are no commuter trains running and developing a plan to provide bike paths adjacent to the LIRR corridor. 2-3 I I I I I I I I I I I I I I I I I I I Chapter 3: Stakeholder Public Participation 3.0 STAKEHOLDER PUBLIC PARTICIPATION The LIRR initiated this East End Transportation Study to identify short- and long-term oppor- tunities to maximize transit services, thereby improving the overall transportation network on the East End of Long Island. An important reason for conducting this study is to give the LIRR an opportunity to consider new service options for its East End stations. However, before the LIRR moves forward with any new short- or long-term service initiative, it is equally important that East End Stakeholders agree on a common vision for LIRR service de- livery and related connecting services. A Stakeholder Participation Program was developed to identifY the public and private Stakeholders on the East End and to identify methods by which to solicit their input. A Stakeholders Committee was formed to ensure that the con- cerns and input of the East End communities were part of the planning process. A Stake- holders meeting was held on April 6, 2000 to solicit input regarding what the LIRR was exploring in the study and to work toward a consensus opinion regarding planning, resources, and linkages between the study and local municipal transportation objectives. The meeting was held with the members of the East End Transportation Council, many of whom are also Stakeholders, as part of their scheduled meeting. The ultimate goal was to develop a common set of strategies that have regional support and can be implemented. As such, the Stake- holders participation and support in this process was essential to ensure the success of this effort. 3.1 STAKEHOLDERS COMMITTEE A Stakeholders Committee was formed to provide concerns, issues, and ideas to be incorpo- rated into the study. The Stakeholder Committee was composed of representatives of the following: . New York State Legislature - Long Island District NO.3 . Towns Town of East Hampton Town of Riverhead Town of Shelter Island Town of Southampton Town of South old . Incorporated Villages Dering Harbor East Hampton Greenport North Haven Quogue 3-1 Long Island Rail Road East End Transportalion Study I I I I I I I I I I I I I I I Sag Harbor Southampton Westhampton Beach Westhampton Dunes . Agencies MTA Long Island Rail Road New York State Department of Transportation Suffolk County Planning Department Suffolk County Department of Public Works . Others Cross Sound Ferry Hampton Jitney, Inc. North Ferry Peconic Community Council, Inc. South Ferry Sunrise Express Lines, Inc. 3.2 MEETINGS In addition to the April 6, 2000, Stakeholders Meeting discussed above, there were two other meetings held earlier in the process. These meetings were held to explain the study's goals and processes, and to obtain valuable input from those involved in the planning for the East End. Previously, on July 28, 1999, a meeting was held between the LIRR and the New York State Department of Transportation (NYSDOT). The purpose of the meeting was to coordinate the efforts of these two agencies. The NYSDOT was performing data collection and analysis as part of its Long Island Transportation Plan 2000 (LITP 2000) and its North Fork Recreational Needs component of LITP 2000. The information from these studies was utilized in the LIRR's EETS, as available and appropriate. (The LITP 2000 study has a much longer time- frame than the EETS and was still on-going at the completion of the EETS.) On August 5, 1999, the LIRR's EETS was discussed at the East End Transportation Council's regularly scheduled meeting as part of its formal agenda. The project team was introduced, a project overview was provided along with a task summary and schedule, and interagency coordination, as agreed at the July 28, 1999 meeting was discussed. It should also be noted that LIRR personnel met monthly with the East End Transportation Council to solicit input regarding East End transportation issues and potential opportunities to be addressed in the EETS. 3-2 I I I I 3.3 FORMAL WORK PLAN AND MAILING LIST A formal Work Plan was developed for the EETS Stakeholder Participation Program and is included in its entirety in Appendix B. The Work Plan defines the approach envisioned to solicit input from individuals and groups that best reflects the interest of the East End communities. I I Chapter 3: Stakeholder Public Participation I The report identified methods for involving Stakeholders with the planning process to help shape the EETS's goals, objectives, and input into the ultimate recommendations for more ef- fective transportation service on the East End of Long Island. Implementation of these strate- gies resulting from this study have the potential to affect all East End residents. Therefore, it was important to incorporate Stakeholder input into the process. The Work Plan focused on methods to include Stakeholder participation throughout the study to ensure the concerns and input of the East End communities are solicited, considered, and documented in the planning process. I I I This Work Plan is a working document that can be amended, as appropriate, throughout the study, and is sufficiently flexible to accommodate contingencies. It identifies key participants and ways for East End Stakeholders to provide input, share their perspectives, help resolve conflicting viewpoints in order to reach a consensus on a plan of action, and learn what could be accomplished. I I The objective was to create an open channel for two-way communication between the com- munity, business leaders, and the study principals. Appropriate methods and techniques were developed to encourage public awareness of the study's progress and decisions, as well as to prioritize critical issues and concerns. I This Work Plan was centered around three goals: . Establish effective two-way communication regarding the study and its goals and objectives; . Determine public sentiment; and . Develop consensus on a workable plan of action for improved service options. I I I A project mailing list of the public and private Stakeholders, including transportation pro- viders and elected officials, is included in Appendix B as part of the Stakeholders Participation Plan. This mailing list contains entities who desire and/or should be encouraged to participate in the on-going process. The mailing list drew from existing databases from transportation studies including LITP 2000. I 3.4 SUMMARY OF INTERVIEWS/SURVEY QUESTIONNAIRES I Interviews were held during February and early March 2000 with representatives from each of the Towns of Shelter Island, Southampton, Riverhead, Southold, and East Hampton to dis- cuss the current status of implementation of their Town plans and any changes which may have occurred since the plans had been prepared. Current strategies to meet the many trans- portation challenges were discussed and summarized in memoranda that are included in Ap- pendix B. A survey questionnaire was also sent to the Stakeholders who did not take part in the interviews. These results were presented at the April 6, 2000 Stakeholders meeting and are included in Appendix B. Generally, the two most common requests were for a transit sys- tem within and connecting the Towns and VIllages and a connected pathway system for bi- cyclists, in-line skaters, or pedestrIans. I I I I I 3-3 I I I I I I I I I I I I I I I I I I I Chapter 4: Existing Conditions 4.0 EXISTING CONDITIONS 4.1 STUDY AREA 4.1.1 LOCA TION AND COMMUNITY PROFILE Long Island stretches from the New York City Boroughs of Brooklyn and Queens, its westernmost point, through Nassau and Suffolk Counties to Montauk Point, its easternmost point (see Figure I-I). At the Town of Riverhead, the Island splits into two peninsulas that are referred to as the North and South Forks. These tail shaped areas, with a 28-mile long North Fork and a 44-mile long South Fork, are separated by the Peconic Bay, Gardiner's Bay, Shelter Island, Gardiner's Island, and Robins Island. Lying within Suffolk County, the North and South Forks comprise the 360.5 square miles that are known as the East End, the focus of this study (see Figure 1-2). Accessibility to the East End is provided via road, rail, water, and air. Major access routes in elude the Long Island Expressway ([LIE] Interstate 495), Sunrise Highway (NYS Route 27), Route 25, the Long Island Rail Road (LIRR), ferry service between Shelter Island and the North and South Forks, as well as between Connecticut and Orient Point on the North Fork, bus service provided by both County and private operators, and flights by private planes to any of the five area airports. The North Fork, primarily agricultural in nature, borders on the Long Island Sound. Its vast expanse of farmlands produces a variety of fruits and vegetables as well as an array of wineries. Bordering on the Atlantic Ocean, the South Fork is known for its beautiful white sandy beaches. A trip along the extensive miles of beaches, with their many dunes and cliffside bluffs, reveals a myriad of dwellings ranging from simple beach houses to luxurious homes. Visitors and local residents enjoy a wide variety of seasonal activities, such as swimming, fishing, golf, hiking, and boating. From Splish Splash Water Park to the Hampton International Film Festival to pumpkm picking, from lunch or dinner cruises, to the Hampton Classic Horse Show with more than 1,200 competitors, the East End provides an array of endeavors. Visitor accommodations range from inns, motels, and cottages to camping m parks or on beaches, and residents and VIsitors alike enJoy the many area restaurants. However, the seemingly endless benefits have exacted a price in the form of crowded roads and, often, limited parking facilities. Therefore, in July 1996, the East End Transportation Council (EETC) was formed for the purpose of creating a platform for the East End Towns and Villages to work together addressing the challenges of transportatIOn. 4-1 I Long Island Rail Road East End Transportation Study I 4.1.2 DEMOGRAPHICS I The demographic data presented below includes an analysis of the East End population and employment trends, journey to work information, and related socioeconomic characteristics. Such in formation provides input to understand the population to be served, their travel needs, and the assessment of the potential opportunities for new and expanded service. I A. Year-round Population-Historical. Current. and Projections I Suffolk County is comprised of 10 townships, 5 of which make up the East End of Long Island: East Hampton, Southampton, Riverhead, Southold, and Shelter Island. Based on the Long Island Population Survey 1999 (prepared by the Long Island Power Authority), these five town ships have a combined population of 114,161 persons (1999 estimate). Of this, there are a total of 17,204 persons in East Hampton; 48,609 persons in Southampton; 24,982 persons in River head; 20,996 persons in Southold, and 2,370 persons in Shelter Island (see Table 4-1). I I Istonea an urrent opu atlOn, East nd Towns, - Population Population Increase Increase ponulation bv Decade 1950-1990 1990-1999 Town 1950 '..0 1970 1980 1990 1999* Number Percent Number Percent ast Hamoton 6,32 8.62 10,980 14,O2!: 16,132 17,204 9,807 155.0 1,07 6. oulhamolon 17,01 27,09 36,154 43,146 45,351 48,609 28,338 167. 3,258 7. iverhead 9.97 14,51 18,909 20,24 23,011 24,98 13,038 131.0 1,971 6. outhold 11,63 13,29 16,804 19,17 19.836 20,'" 8,204 70. 1,16 S. helter Island 1,144 1,31 1,644 2,071 2,26 2,370 1,119 97.8 107 4 asl End Towns 46,087 65,048 84,491 98,661 106,59 114,161 60,506 131. 7,566 7.1 uffolk Coun 276.1 666.784 1,127.030 1,284.231 1,321,864 1,372.39 1,045,73 379. 50.530 3. ate: , 1999 LlPA Estimate. Isources: U_S_ Bureau ot the Census. Census ot Population and Housing, 1990 Lona Island Pooulation Survev 1999, L1PA. H' de p I ' E Table 4-1 1950 1999 I I I I I The East End has experienced tremendous growth in population over the past 40 to 50 years, As shown in Table 4-1, between 1950 and 1990, the year-round population increased by more than 130 percent. The large increase in population was experienced by every town: Southampton, 167 percent; East Hampton, 155 percent; Riverhead, 131 percent; Southold, 70 percent; and Shelter Island, 98 percent. During the period from 1990 to 1999, this growth tendency continued as the population of the East End grew 7.1 percent from 106,593 to 1/4,161 residents (1999 estimate). I I Population projections were made for the East End towns to the year 2020. As shown in Table 4-2, population increases are projected to range from 17.2 percent in the Town of Southold to 25,1 percent in the Town of Shelter Island. Overall, the population of the East End towns is expected to increase by 19.9 percent, or 23,202 persons. During this same period it is anticipated that Suffolk County's population, as a whole, will increase by 9.0 percent, or 125,919 persons. I I I I 4-2 I I I Chapter 4: Existing Conditions I I Population ProlectlOns by own, - Population Increase POl ulation Pro'ections 2000-2020 Town 2000 2005 2010 2015 2020 Number Percent East Hamoton 17,511 18,704 19,926 20,685 21,214 3,703 21.1 Southampton 49,605 52,943 55,850 57,826 59,279 9,674 19.' Riverhead 26,116 28,214 29,817 30,903 31,695 5,579 21.4 Southold 21,192 22,287 23,377 24,220 24,833 3,641 17.2 Shelter Island 2,405 2,585 2,735 2,889 3,010 605 25.1 East End Towns 116,829 124,733 131,705 136,523 140,031 23,202 19.9 Suffolk County 1,399,444 1,449,056 1,484,633 1,507,958 1,525,363 125,919 9.0 Sources: U.S. Census 1990. Lon9 Island Power Authority. Lona Island Reaional Plannina Board. T Table 4-2 2000 2020 I I I I As shown in Table 4-3, the following age cohorts were created for the purposes of this study: 1-17 years of age which represents the non-driving segment of the population; 18-64 years of age which generally represents the driving segment of the population that commutes to work during the regular peak travel hours, and 65 and over which represents the retirement age cohort. Overall, the towns are generally similar In the distribution by age, although Shelter Island has the highest percentage of persons over 65 years of age. I I I ast n opu atlOn )y lee Pooulation Aoe East Hamoton Southamoton Riverhead South old Shelter Island -17 3,140 8,901 5,224 4,014 374 18-64 10,100 27,474 13,059 10,962 1,231 65-0ver 2,892 8,601 4,728 4,860 658 otal 16,132 44,976 23,011 19,836 2,263 Sources: U.S. Census 1990. Lana Island Reaional Plannina Board. E E d P Table 4-3 b A I I I B. Seasonal Population and Homes I A defining charactenstlc of the East End of Long Island IS the tremendous Increase In populatIon during the summer months of June, July and August. The tourist season traditionally begins on Memorial Day and ends on Labor Day; however, for vanous reasons, the season has been extended In recent years. The figures from the United States Census Bureau indicate that In 1990 the Seasonal plus Year-Round Population of the East End reached 288,758 persons, more than doubling the year- round populatIon of 106,593 persons In that year. I I The lodging options of the East End's seasonal population are detaIled in Table 4-4, which shows seasonal homes as the predominant use. Seasonal population is much greater on the South Fork than the North Fork, WIth the Town of Southampton havIng the largest seasonal home populatIon (60,849 persons). The camping populatIon IS greatest In Riverhead, WIth 2,088 campers, while the smallest camping population occurs In Shelicr Island, with only 100 I I 4-3 I Long Island Rail Road East End Transportation Study I campers. Motel capacity, rather than motel population, is noted because it is assumed that the motels are operating at full capacity during the peak season. East Hampton, with capacity for 8,144 persons, and Southampton, with capacity for 5,506 persons, possess the largest motel population. Shelter Island has the lowest capacity-562 persons. Overall, Table 4-4 indicates that Southampton has the largest number of people either living in or visiting the area on a seasonal basis and Shelter Island has the smallest seasonal population of all East End Towns. I I I stlmate ea easona ODU atJon Seasonal Total Peak Camping Home Motel Guest Seasonal East End Town Pooulation Population Capacity Pooulation Pooulatlon East Hamoton 1660 35,516 8,144 8066 53 386 Southamotan 300 60,849 5,506 18,277 84,932 Riverhead 2.088 5,970 1,187 3,580 12,82E Southold 688 17,296 1,310 6,209 25,503 Shelter Island 100 3,591 562 1,266 5,519 otal 4.836 123,222 16,709 37,398 182,165 Sources: U.S. Census 1990. Lana Island RAClional Plannina Board. E . dP kS Table 4-4 I PI' I I I I On the East End, there are a total of 42,924 dwelling units occupied year-round and more than half that amount-28,36 I-occupied as seasonal homes (see Table 4-5). Of the East End towns, Riverhead is notable for its relatively low percentage of seasonal homes. The relatively large number of seasonal homes is reflected in the large increases in seasonal population. In 1990, for example, there was a year-round population of 106,593 residents in the East End towns compared to a total peak seasonal population of 182,165 persons, an increase of 75,572 persons or a 70 percent increase in the number of residents. The Table also indicates that, with the exception of East Hampton, the East End towns contain more occupied year-round households than seasonal occupied homes. Shelter Island has approximately the same number of seasonal and year-round households. I I I I Table 4-5 Year-Round and Seasonal Homes East End Towns I Occupied Year-Round Seasonal East End Town Households Homes East End Homes East Hamntan 6,882 8.886 Southamntan 18.164 12.971 Riverhead 8,736 1,334 Southold 8.125 4,152 Shelter Island 1,017 1,018 East End Towns 42,924 28,361 Sources: U.S. Census 1990. Lana Island Reaional Plannina Board. I I I I 4-4 I I I Chapter 4: Existing Conditions I C. Place of Work and Means of Transportation I Table 4-6 shows the place of work for the East End population. In general, the Table indicates that, with the exception of Riverhead, the majority of the East End population work within their home town. This may be attributed to the fact that Riverhead is geographically situated (i.e., it is the western-most East End town) such that residents have more commuting options with respect to their place of work. Additionally, Riverhead is considered the transportation hub of eastern Long Island, providing more flexibility to its residents from a commuting standpoint. I I Table 4-6 East End Towns Place of Work I Same Same Off Town Town County Long Island Long Island Tota'. East Hampton 5567 6,978 7094 870 7,964 Southampton 12,125 19,246 19,618 1,375 20,993 Riverhead 4,988 9,459 9,808 280 10,088 Southold 5,152 7,989 8,138 257 8,39 Shelter Island 650 905 930 105 1,035 he East End 28,482 44,577 45,588 2,887 48,475 Suffolk County 264,644 467,796 566,311 86,678 652,989 Note: . The total column reflects the East End population working on and off Long Island. For example, in East Hampton, there are 7,094 persons that work on Long Island and 870 persons that work off Long Island for a total of 7,964 persons. Source: 1990 US Census. Lona Island Reaional Plannina Board. I I I I I In the Town of Southampton, which represents the greatest number of persons living and working in the same town, 12,125 residents of the 20,993 both live and work in the town. This may be attributed to the relatively large number of employees working at Southampton College. Only a small percentage of the population (I. 7 percent) work off Long Island. I Figure 4-1 shows major employment centers on the East End. As the Figure indicates, the greatest concentration of these employees are located in Riverhead and Southampton. I Table 4-7 shows the means of transportatIOn to work for East End residents. As the table indicates, the majority of East End residents (76.8 percent) drive alone to work. Furthennore, the percentage of drive alone commuters is evenly distributed within the five towns, ranging from 70 percent in East Hampton to 80 percent in Riverhead. The second most popular means of transportation is carpooling. W,th the exception of Shelter Island, the percentage of carpoolers is also spread evenly WIthin the five towns ranging from 10 percent in East Hampton to 11.4 percent in Southold. The number of East End residents using public transit is relatively low, ranging from 1.5 percent in Southold to 5.7 percent in East Hampton. In fact, the number of people that walk to work and/or work from home exceed the number of people using public transit. I I I I I 4-5 I Long Island Rail Road East End Transportation Study I Means 0 Trans ortation to ork 19 Drive Car- Public Work at East End Town Alone % DOOr % Transit % Walk % Bicvcle % Other % Home ok Total East Ham ton 5540 70.0 820 100 457 57 48 60 39 05 112 1.4 514 6.4 7964 Southamoton 16,196 77.1 2,254 10.7 650 31 800 3.8 60 0.4 120 06 893 42 20.99 Riverhead 8,103 803 1,026 102 274 27 459 45 20 02 62 06 144 1.4 10,088 Soulhold 6,585 78.4 957 11.4 126 1.5 405 4.6 26 03 62 07 232 27 8.39' Sheller Island 765 75.8 61 59 45 4.3 49 4.7 6 D.. 3 03 86 83 1.03< clal 37,209 76.8 5,118 106 1,552 32 2,195 4.5 173 04 359 07 1,869 39 48.47~ Sources US Census 1990 Lona Island Reaional Plannina Board f Table 4-7 W 90 I I I An increase in the number of Long [sland based jobs has increased the number of reverse- peak and intra-county commuters. Between 1980 and 1990, the number of drive alone passenger cars traveling from Nassau to Suffolk County increased from 22,378 to 42, 318 cars, an increase of 89 percent; the number of passengers riding the bus increased from 205 to 610 passengers, an increase of 197 percent; and the number of passengers riding the train increased from 142 to 450 passengers, an increase of216 percent. Overall, between 1980 and 1990, the number of workers commuting from Nassau to Suffolk County increased from 34,816 to 48,205 workers, an increase of 38 percent. In addition, figures indicate that the number of persons commuting from Queens County to Suffolk County also increased between 1980 and 1990. I I I I A verage weekday transportation counts, conducted by New York State Department of Transportation (NYSDOT), along the Southern State Parkway, Northern State Parkway, and the Long Island Expressway (Interstate 495) at the Nassau /Suffolk line indicate that eastbound vehicular traffic is increasing at a faster rate than westbound vehicular traffic during the AM peak hours of travel. For example, the number of vehicles crossing into Suffolk County along the Southern State Parkway during the AM peak hour of travel rose from 3,550 vehicles in 1980 to 5,575 vehicles in 1993, an increase of 57 percent. The number of vehicles crossing into Suffolk County along the Northern State Parkway during the AM peak hour of travel rose from 1,240 vehicles in 1982 to 2,189 vehicles in 1997, an increase of 76 percent, while the number of vehicles crossing into Suffolk County along the Long Island Expressway (Interstate 495) during the AM peak hour of travel rose from 1,980 vehicles in 1982 to 3,234 vehicles in 1997, an increase of 63 percent. Conversely, westbound vehicular traffic from Suffolk County into Nassau County along the Southern State Parkway and the Long Island Expressway increased by only 44 percent and 26 percent, respectively. The westbound vehicular traffic along the Northern State Parkway actually decreased slightly, from 4,060 to 4,030 vehicles. I I I I I Based on journey to work forecasts, prepared by the New York Metropolitan Transportation Council, these trends will continue to the year 2020. It is projected that by the year 2020, there will be approximately 1.3 mrllion persons both residing and working on Long Island, a 35 percent increase from 1995. Of this, approximately 650,000 residents would both reSide and work in Suffolk County, an increase of 204,000 persons, or 45.9 percent increase from 1995. Overall, there will be approximately 1.4 million persons working on Long Island, a 33 percent increase from 1995. [Although reverse commutatIOn is also expected to increase on the LIRR and local bus transit, it will not be able to keep pace With the number of people commuting by way ofvehicleJ. I I I I 4-6 I LIRR EAST END TRANSPORT A nON STUDY East End Employment Centers - Figure 4-1 - v ~o So<S ~o \<;,\~ o~~ V e'l;~ 0" ~\(j ~'l;~ pi LEGEND <J) Cll L1RR Stations . Employers (50+ employees) . Employers (10+ Employees) /\I Major Roadways o 2 4 6 8 10 Miles I I I I I I I I I I I I I I I Chapter 4: Existing Conditions D. Labor Force In the 25-year period (1970 to 1995), the total employment in Suffolk County increased from 287,400 jobs to 586, I 00 jobs (Table 4-8). Between 1990 and 1995, there was a 4,400 decrease in the number of jobs, reflecting the nationwide decline in the economy. However, the number of jobs has risen since 1995 (Long Island Business News, Markel Facls, 1999, page 75) and the projection for the future is that total employment will continue to increase at least to the year 2020. As outlined in Table 4-9, it is expected that Suffolk County will experience a projected 32.4 percent increase in the number of Jobs from 2005 to 2020. As a whole, Long Island is expected to experience a 19.3 percent increase in the number of Jobs over the same period of time. Table 4-8 Total Emplovment (Number of Jobs ): 1970-2000 Year Job Increase County 1970 1980 1990 1995 2000 1970-2000 Suffolk 287.4 432.2 590.5 586.1 600.1 108.8% LI Total 862.6 1,093.2 1,320.1 1,310.6 1,357.3 57.3% Note: Figures in OOOs. Sources: NYMTC TMDI Technical Memorandum 7.1 (1970-1990). Urbanomics 11995-20201. Table 4-9 Total Emplovment (Number of Jobs): 2005-2020 Job Increase County Year 2005-2020 2005 2010 2015 2020 Suffolk 642.1 704.1 770.2 850.4 32.4% LI Total 1,428.9 1,516.5 1,602.8 1,705.0 19.3% Note: Figures in thousands. Sources: NYMTC TMDI Technical Memorandum 7.1 (1970-1990). Urbanomics 11995-2020). For the purpose of this report, employment figures pertain to the "civilian labor force." Table 4-10 shows that the Civilian Labor Force has been on the rise in Suffolk County since 1990. It is projected that a 41.2 percent Increase in the labor force will occur in Suffolk County by the year 2020, exceeding the 32.3 percent increase projected for Long Island as a whole. Table 4-10 I I I I Total Civilian Labor Force in Suffolk Countv, 1990 to 2020 Year Labor Force Increase County 1990 1995 2000 2005 2010 2015 2020 Percent Suffolk 698.7 700.0 721.8 770.4 838.9 909.8 986.7 41.2 Lana Island 1,388.8 1,419.1 1,463.0 1,536.6 1,634.0 1,732.0 1,837.8 32.3 Notes: Figures in thousands. Source: Urbanomics. 4-7 I Long Island Rail Road East End Transportation Study I With respect to future East End employment opportunities, the former Calverton site located in the Town of Riverhead is proposed for mixed use redevelopment that would include an industrial-business park; a theme park; aviation/aircraft use; commercial recreation; a public gol f course; open space; and infrastructure acreage. It is projected that this redevelopment could generate the equivalent of 2,980 full-time jobs in the next 20 years. The additional jobs created by this redevelopment would serve to increase congestion on arterials that are that already operating at or near capacity during peak travel periods. However, there appears to be an opportunity to alleviate this congestion by providing public transportation services to this site via rail and/or shuttle bus service from the Riverhead L1RR station. Public transportation could also be provided to Brookhaven National Laboratory, a major employer located south and west of the Calverton site. I I I I 4./.3 ROADWA Y NETWORK-ACCESS LIMITATIONS I Traveling by road, the East End of Long Island is accessible by the Long Island Expressway (LIE, Interstate 495), Sunrise Highway (Route 27), and Montauk Highway (Route 27 A), and Route 25. (See Figure 4-2). Within Nassau and most of Suffolk Counties, both the LIE and Sunrise Highway are limited access six-lane highways. However, points at which they service the North and South Forks, they narrow down to two-lane roads and travel through village main streets, slowing the speed of traffic considerably. During peak summer travel periods, these two high capacity routes accommodate 20,000 to 24,000 vehicles per day in each direction. (See Appendix F for traffic count data provided by the New York State Department of Transportation.) I I I High-occupancy vehicle (HOV) lanes (carrying vehicles with two or more people) are provided on the Long Island Expressway west of Exit 64, and HOV lane extensions are being constructed through Nassau County to the New York City line. However, unlike Nassau County, the East End of Long Island is less densely populated, has fewer commuters, and consequently there is less of a requirement for HOV lanes. I Between the LIE and Sunrise Highway, there are multiple connector routes that allow access to East End communities. These connector routes include Westhampton-Port Jefferson Road (County Route Ill), Riverhead-Quogue Road (County Route 104), and FlanderslRiverhead-Hampton Bays Road (NYS Route 24). Westhampton-Port Jefferson Road is generally a four-lane roadway, while the other two connectors are two-lane roadways. Similarly, daily summer traffic volumes on County Route III are twice as high (approximately 20,000 vehicles per direction) than that on the other two routes which average 7,000 to 10,000 vehicles per day per direction. I I I Once traffic reaches the East End, the capacity of the roadways diminish. Traffic moves from the limited-access facilities to collector roads and then to local roads that provide less throughput, but more access to the adjacent land uses. The primary roadway through the South Fork is Montauk Highway (NYS Route 27). Montauk Highway is predominantly one lane in each direction, but widens mto two lanes (or turn lanes at intersections) as it passes through local towns. Entering the East End at the Shinnecock Canal, daily summer traffic volumes along Montauk Highway average 10,000 to 11,000 vehicles per day per direction. I I The North Fork has two primary roadways that run parallel from the end of the LIE to its eastern tip. The northern roadway (Sound/Middle Avenue) and the southern roadway (NYS 25) are primarily two-lane routes. These two roadways approach Mattituck and the northern I I 4-8 I I I Chapler 4: Existing Conditions I route becomes a four-lane highway. The parallel roads are connected by a number of north/south streets forming a grid pattern along the North Fork. ApproachIng the North Fork, these roadways average 5,000 to 7,000 vehIcles per day per direction during the summer months. I I The East End is a major summer recreational destinatIOn and traffic volumes vary according to the time of year. According to the NYSDOT, Rcgion 10, traffic volumes are over 25 percent higher during the months of July and August compared to the average travel month, May. Moreover, traffic volumes during the summer months are 60 percent greater than the winter months of January and February. These vanations are shown in the chart below. I I The majority of the westbound or outbound trips from the East End occur on Sundays during the same 3 to 8 PM time period. One interesting travel finding from the traffic volume analyses is that Sunday vehicular volumes during the peak period are higher than either the Thursday or Friday inbound totals. This may mean that vacationers are more flexible in taking Friday off instead of Monday when leaving for a three-day weekend. This makes sense considering the popularity of "summer hours" where some businesses have half-days or are closed on Fridays during the summer. I I Overall, the roadway network approaching the East End gradually provides less mobility and capacity, as the limited access highways eventually lead to collector facilities and then lead to local streets. For eight or more months every year, this decline in capacity is adequate for the local traffic demand since the population density also declines proceeding eastward. During the peak summer months, however, the vehicular demand does not decrease at the same rate since vacationers travel further eastward to popular summer East End locations. Conse- quently, congestion develops on the primary East End roadways and some local roads (e.g., Montauk Highway) as the demand from the LIE and Sunrise Highway continues eastward to their local destinations. I I I 1998 Monthly Vehicular Traffic Volume Variations for the East End of Long Island I I ., E ::l 1.4 g 1.2 u 1 IE co 0.8 t= 0.6 .... 0.4 ~ ::l 0.2 .!'! 0 .r: ., > I I <I <I ".,~ ,,"'Ii .,<:,>'Ii ~'Ii ,'Ii ,,'li ." sf' '?' ."",4, ,,'li "'. ," _~-\ _,C} rQ ~ rb q} ,v ,,<t' f'<> ,,is' ,$S' f'<> ~ '!o..e.I OV ,4fli e"tQ <,/,'1 "",0 Q'li I Month Notc: A volume of 1.0 is the average month; 1.2 is 20 percent higher than the average month. I I 4-9 I Long Island Rail Road East End Transportation Study I 4./.4 TRAFFIC GENERATORS I A traffic generator is a place or event that draws a significant number of people either on a daily basis or at various times of the year. In order to identify the traffic generators on the East End, literature was obtained from sources such as Hamptons to Montauk Travel Guide, Long Island Convention and Visitors Bureau, the New York State Office of Parks, Recrea- tion, and Historic Preservation, the "1 Love New York Travel Guide," Newsday's Long Island Fun Book '99, and the 1999 North Fork Directory. I I Some major traffic generators on the East End, which serve or may serve to attract new LIRR riders include museums, wineries, historical landmarks, village shopping districts, recrea- tional facilities, beaches, raceways, major retail outlets, and major employment centers (see Figure 4-3). Annual events on the East End which are considered traffic generators include festivals, county fairs, parades, tournaments, "u pick" fruits and vegetables, marathons, and seasonal shows. Each Village, hamlet, or downtown area is also a destination, as each has its own special characteristics that visitors and residents enjoy. I I There are a multitude of sporting and recreational opportunities on the East End that generate traffic. These include fishing, hiking, bike riding, beach volleyball, tennis, and golf. The US Golf Open has been held three times at The Shinnecock Hills Golf Club, in Southampton. Every August, the Hampton Classic Horse Show is held in Bridgehampton. This event enter- tains more than 12,000 competitors. Water sports include canoeing, kayaking, jet skiing, sailing, surfing, and scuba diving. I I Events that may occupy the entire day include Splish Splash Water Park, fishing charters from Montauk Point, whale watching, and Marine World which is set to open in the summer of 2000. There are also lunch and dinner cruises along the Peconic River. A multitude of cul- tural facilities are located on the East End. These include museums which show exhibits ranging from art and history to farms and railroads. Major East End attractions are provided in Appendix C. I I I 4.2 TRANSPORTATION SERVICES The East End of Long Island is served by a comprehensive transportation network that includes bus and rail service, ferry service, highways, and airports (see Figure 4-4). Relevant data was collected for use in identifying and evaluating East End transit options. This included transit, parking baseline data and demand conditions, existing commuter parking conditions, train and bus ridership, and an inventory of local transportation providers on the East End. Lack of connectivity was recognized as the one major limitation to consumer use of the existing transit system. I I I 4.2./ LONG ISLAND RAIL ROAD A. Service Provided I The LIRR is the busiest railroad in North America, with an average total daily ridership of 269,400 passenger trips on 740 trains each weekday with a total annual ridership of 80.3 million passengers in 1998. Its 10 branches serve 365 route miles and 124 stations, covering the area from Montauk and Greenport on Eastern Long Island's South and North Forks, to its primary western termmal: Penn Station in Manhattan, approximately 120 miles away (see I I 4-/0 I ------------------- LIRR EAST END TRANSPORTATION STUDY Existing Roadway Network - Figure 4-2 v l>f\~ ~SO \'i>\~(i of\~ \.) ~r.~f\ ~~~ ~ LEGEND (j) /\I Major Roadways o 2 4 6 8 /0 12 Miles I I I Chapter 4: Existing Conditions I Figure 4-5). All branches (except Port Washington) run through JamaIca Station, a major LIRR transfer hub. I The vast majority of LIRR's morning commuters board at stations located in Nassau and Suf- folk Counties, and nearly three quarters use one of four branches: Babylon, Port Jefferson, Port Washington, or Ronkonkoma (see Table 4-11). I I Mornml! ea ommutml! JY ranc , ast 0 amalca AM Peak Weekday Percent of All AM Peak Branch Boardino Passenoers Boardino Passenoers Babvlon Branch 28,840 27 Port Jefferson Branch 19,860 19 Ronkonkoma IMain Linel Branch 17,970 17 Port Washinnton Branch 16,570 15 Lono Beach Branch 8,730 8 Hemostead Branch 4,910 5 Far Rockawav Branch 4,560 4 Montauk Branch least of Babvlon) 2,260 2 Ovster Bav Branch 1,800 2 West Hemostead Branch 1,720 2 ITOT AL 107,220 100 Source: MTA Lona Island Rail Road, Lona Island Fall 1998 Ridershin. P kC b LIRR B h 1998 E Table 4-11 fJ I I I I I East End Service I The LIRR has served the East End of Long Island for more than 100 years. In fact, the Main Line rail operation between Riverhead and Greenport along the North Fork was inaugurated in 1844. The existing service conditions and the infrastructure capacity to supply that service to the East End reflects the evolution of the passenger and freight markets during the inter- vening years. Currently the East End market supports a limited freight operation run by New York & Atlantic Railway and a modest amount of suburban passenger traffic. The weekday commuter traffic from the East End is limited due to the long distance to Manhattan. I I The East End is served by two LIRR branches-the Montauk Branch serves the South Fork and the Ronkonkoma (Main Line) Branch serves the North Fork. Specifically, the LIRR provides rail service to five stations in the Town of Southampton-Speonk, Westhampton, Hampton Bays, Southampton, and Bridgehampton; three stops in the Town of East Hampton-East Hampton, Amagansett, and Montauk; one stop in the Town of Riverhead- Riverhead; and three stops in the Town of Southold-Mattituck, Southold, and Greenport. Overall, there are twelve LIRR stations on the East End of Long Island (see Figure 4-6). Some travelers utilize the LIRR to avoid highway congestion. Others from New York City and other areas do not own automobIles and therefore use LIRR trains to get to the East End. I I I I I 4-11 I Long Island Rail Road East End Transportation Study I LIRR fares from Penn Station to the East End of Long Island are as follows: I Zone 1 loIfrom Zone 14 One Wa~-idouble for round-lrio tickets} Peak $15.25 Peak - J!2 Fare Child $7.50 Senior Citizen $7.SO Peoole with Disabilities Off .Peak $10.25 Off-Peak Y2 Fare child $525 ~ Multiole Ride Tickets I $251.00 I $78.00 Off-Peak Ten Trio I $92.25 Gmu Fares Adu" $8.25 Youth $5.50 Notes: Speonk URR Train Station is located in ZOne 12 and thus has a slightly lower fare structure than that of the other East End LlRR stations. which are located in Zone 14. There is an added cost for the "Hamptons Reserve- service in addition 10 the applicable one-way fare. Additional Eastbound charge. $17.50; Additional Westbound charge, $12.25. Source: lIRR Websile March 2000 I I I I I I South Fork (Rer!U/ar Service). Based on the most recent LIRR schedule for the Montauk Branch, effective November 15, 1999, there are a total of seven weekday trains that run between Penn Station and the South Fork of Long Island. The "Cannonball" provides express train service on Friday only to the Hamptons and Montauk, departing Penn Station at 4:0 I PM and arriving in Montauk at 6:38 PM (2 hours and 37 minutes). Additional "Cannonball" service is provided in the summer months (see South Fork Summer Service). The 4:21 PM train, which leaves only 20 minutes after the Cannonball, takes nearly one hour longer to reach Montauk (3 hours and 28 minutes). Overall, the average travel time for Montauk-bound trains other than the "Cannonball" is approximately 3 hours and 10 minutes. I I I In the reverse direction, there are four weekday westbound trains between Montauk and Penn Station. A 5:35 AM train departs from Montauk for those passengers needing to reach Man- hattan during the regular business hours and an II :25 AM train from Montauk arrives at Penn Station at 2:29 PM. I Weekend service between Penn Station and the South Fork is provided on five trains. The trunk portion of this service is provided on three of these trains (7:49 AM, 9:49 AM, and II :49 AM). The next train leaving Penn Station for the South Fork is nearly nine hours later (8:47 PM). The average travel time between these two locations is 3 hours and 7 minutes. There are four weekend trains that leave Montauk for Penn Station. The 6:45 AM train is the only westbound morning train departing from Montauk. The next train departs Montauk nearly 9 hours later (3:30 PM). I I I The train schedule for the South Fork segment of the Montauk Branch is provided in Table 4- 12. The South Fork stops include Speonk, Westhampton, Hampton Bays, Southampton, Bridgehampton, East Hampton, Amagansell, and Montauk. The average travel time between South Fork stops is approximately 10 minutes. I I 4-/2 I ------------------- LIRR East End Transportation Study Major Area Traffic Generators - Figure 4-3 ~ ~""ond ~ '00# S>-~ ,\9-~ V'~~ ampton CBD oce,<3-'O- _<--\\r;, ~~"'- LEGEND <l> . Major Destinations N Major Roadways 1\/ Towns o 2 4 6 8 10 Miles Note: A complete list of East End traffic generators is provided in Appendix C. I I Chapter 4: Existing Conditions I I epu ar out or ervice L1RR S~rvice to ~ontauk L1RR Service to Montauk weekdavs {weekendsl Leave Penn Arrive Leave Arrive Penn Leave Pen n Arrive Leave Arrive Penn Station Montauk Montauk Station Station Montauk Montauk Station 12:37 AM l':55 AM 12:52 AM' 4:09 AM 12:37 AM (3:51 AM 6:45 AM 10:02 AM 7:49 AM 11:00AM S:35 AM R:42 AM 7:49 AM 10:58 AM (3:30 PM :28 PM 11:52 AM' 1?-41 PM 11:25AM ?:31 PM :49 AM 12:58 PM 5:30 PM :28 PM "':01 PM' ~38 PM 10:36 PM 0:06 AM 11:49 AM' 3:06 PM :30 PM 10:28 PM "':21 PM 7:47PM :47 PM 11:46PM l<i:51 PM' !l:lOPM 18:30 PM' 11:57PM Notes: r;he 11 :52 AM train from Penn Station terminates at East Hampton Station. ~he 4:01 PM train from Penn Station only runs on Friday. ~here is a 3:16 PM train that leaves from East Hampton (weekdays) and arrives at Penn Station at 6:23 PM. Train passengers in Montauk and Amagansett would have to drive to the East Hampton lIRR station to board this train. , Requires a transfer at Jamaica Station. Requires a transfer at Babylon Station. ~ource: lIRR Schedule fMontauk Branchl, effective November 15,1999. R LIRR S Table 4-12 h F k S I I I I I I Soulh Fork (Summer Service!. The LIRR summer schedule leaving Penn Station for the South Fork segment of the Montauk Branch (effective May 22, 2000) is similar to LIRR's regular schedule for this area with the following exceptions: there are two additional east- bound trains serving the area (5: 10 PM and 7: II PM from Penn Station), the 11 :52 AM train is replaced with a 1:52 PM train, and there IS expanded service on the 4:01 PM "Cannonball" (i.e., in addition to Fridays, the "Cannonball" also runs on Thursdays in the Summer; generally from May 25 through September 7). Expanded weekday summer train service is also provided in the westbound direction, with one additional Monday train (7:02 AM). (See Table 4-13 for South Fork's summer train schedule.) I I I Weekend train service to and from the South Fork is also expanded during the summer months. Specifically, there are two additional trains departing Montauk between the hours of 6:45 AM and 8: 12 PM. In general, train service is provided from the Montauk LIRR station every 1-2 hours between 1:24 PM and 8:12 PM. Overall, there are five weekend trams between Penn Station and the South Fork and seven weekend trains between Montauk and Penn Station. I I I I I I 4-/3 I Long Island Rail Road East End Transportation Study I Table 4-13 I LIRR South Fork Service (Summer L1RR Service to Montauk L1RR Service to Montauk (weekdavs) (weekends) leave Penn Arrive Leave Arrive Penn Leave Penn Arrive Leave Arrive Penn Station Montauk Montauk Station Station Montauk Montauk Station 12:37 AM :55 AM 12:52 AM 1":09 AM 12:37 AM :51 AM :45 AM 10:02 AM :49 AM 11:00AM :35 AM ~:42 AM 7:49 AM 10:58 AM 1:19 PM 1":28 PM 1:52 PM>'< 14:45 PM 7:02 AM 10:03 AM 19:49 AM 12:58 PM 13:30 PM :33 PM :01 PM'" 16:38 PM 11:25 PM :31 PM 11:49 AM :58 PM 15:30 PM :28 PM :21 PM 17:47 PM 10:36 PM :06 AM 1R:47 AM 11:53 PM 16:39 PM :28 PM 15:10 PM . 18:31 PM 7:30 PM 10:28 PM ~:51 PM 9:10 PM tl:12 PM 11:06 PM 7:11 PM'" 10:08 PM 8:30 PM 11:57 PM Notes: With the exception of the 5: 1 0 PM train out of Penn Station, all weekday and weekend trains from Penn Station to the East End require a transfer at Jamaica Station or Babylon. Passengers riding the 12:52 AM train out of Montauk must transfer at Babylon to complete their trip to Penn Station. There is an 11 :52 weekday train out of Penn Station that terminates in East Hampton at 2:41 PM 1 Train runs Fridays only May 26 through September 8, 2000. Train ran on Fridays. Train also runs on Thursdays from May 25 through September 7 and Wednesday, November 22, 2000. Trains run on Fridays only May 26 through October 13. Fridayonly. ls Thursday and Friday only. 16 Monday and day after Hoiiday only. Source: L1RR Schedule Montauk Branch, effective Mav 22, 2000. I I I I I I I A review of the Hamptons and Montauk Summer Timetable (effective May 22, 2000) reveals that the LlRR will be offering special passenger service on selected trains serving the Hamp- ton's and Montauk. Specifically, the Hamptons Reserve Service, an offshoot of the former parlor car service, will be provided on the 4:0 I PM "Cannonball" out of Penn Station (Thurs- days May 25th-September 7th; and Fridays, all year) and on the 5:30 PM train out of Mon- tauk (Saturdays, Sundays, and holidays, all year). Generally, the reserve cars provide a comfortable environment with at seat beverage service provided by URR staff. To right-size service to last year's customer demand, two reserve cars will be added to the Cannonball. The added cost for eastbound service is $17.50 in addition to the applicable one-way fare; the westbound servIce IS $12.50 plus the applicable westbound fare. The Schedule information has also been simplified to include only the Hamptons segment (I.e., Westhampton to Mon- tauk) of the Montauk Branch timetable. For customer conveOlence, the timetable also Includes qUIck tIcket codes for the South Fork statIOns. I I I I I The following service strategies will also be Implemented on the Montauk Branch 10 the summer of 2000: I . ConsIsts will be nght-slzed to offer ample seating for non-holiday weekend customer loads. I . Addllional cars WIll be added to the early afternoon trams, If available, to accommodate increased holt day weekend ndershlP. I 4-/4 I ------------------- LIRR EAST END TRANSPORTATION NET STUDY East End Transportation Network - Figure 4-4 , j: I' #I "c, , h' , J/<F ' II" c::r B f . , "",,'" ~, "",.,..,'" ~~: .,...,' ", ,... ~j': .<~:........ "L . ~".., .. .. , '.-.--.u .. : -1.f8rtt."VllleY8fl1) >>~~ ~':,o \s\&(i o~~ V orP&~ tOG tb&(i ~ LEGEND I:EI L1RR Stations N Major Roadways ......... Ferry Terminal (j) N SCT Routes (L1TP) . SCT Stops (Timepoints) , . . , ' Ferry Routes 'D Town Boundary o 2 4 6 8 10 Miles ~1 LIRR EAST END TRANSPORTATION STUDY LIRR Network - Figure 4-5 I ~ I I I I I I v I I I I Riverbead I I Medford LEGEND (j) I LI RR Stations N L1RR Branches . I 6 I o 3 6 9 12 15 Miles I I I Chapter 4: Existing Condilions I . A dedicated connectton train will be provided out of Manhattan for the Cannonball to improve boarding and reduce congestion. . Dual Mode service, which is currently available on Train #2714 (departing from Penn Station at 5: 10 PM) will be extended to the Montauk Branch stations on Fridays. Pre Babylon stops will be removed to accommodate customer volume. I I I I North Fork (Reeu/ar Service). The LIRR schedule for the Ronkonkoma (Main Line) Branch, effective November 15, 1999, provides train service to the North Fork where relative patronage is significantly lighter than the South Fork. There are two weekday trains from Penn Station to Greenport and three weekday trains from Greenport to Penn Station. Weekend train service to Greenport is provided on two Saturday and two Sunday trains in either direction. Average travel time between these two locations is generally 2 hours 45 minutes. I The train schedule for the North Fork segment of the Main Line is provided in Table 4-14. The North Fork stops include Riverhead, Mattituck, Southold, and Greenport. The average travel time between North Fork stops is approximately 13 minutes. I egu ar or or ervlce L1RR Service to Greenport L1RR Service to Greenport (weekdavs) {weekendsl Leave Arrive Leave Arrive Penn Arrive Leave Penn Penn Arrive leave Penn Station Greenoort Greenoort Station Station Greenoort Greenoort Station 7:39 AM 10:25 AM 5:30 AM 8:20 AM 9:12AM' 12:01 PM 1:16PM 4:06 PM 5:41 PM 8:17 PM 11:39AM 2:31 PM 2:12 PM 5:01 PM 6:16 PM 9:06 PM 9:40 PM 12:29 AM Note: 'Requires a transfer at Ronkonkoma Station. Source: L1RR Schedule {Ronkonkoma Branchl. effective November 15 1999. R Table 4-14 LlRR N th F k S I I I I I North Fork (Summer Service). The LIRR summer schedule for the North Fork segment of the Ronkonkoma Branch (effective May 22, 2000) is similar to the LIRR's regular schedule for this area with the exception of one additional train which leaves Penn Station at 3:55 PM and arrives at the Greenport LIRR station at 6:41 PM. The train schedule for the Ronkonkoma Branch (Summer 1999) is provided in Table 4-15. Once again, the North Fork stations include Riverhead, Mattituck, Southold, and Greenport. Table 4-15 I LIRR North Fork Service (Summer L1RR Service to Greenport L1RR Service to Greenport (weekdavs) (weekends) Leave Arrive Leave Arrive Penn Arrive Leave Penn Penn Arrive Leave Penn Station Greenport Green port Station Station Greenoort Greenoort Station 7:39 AM 10:25 AM 5:30 AM 8:20 AM 9:12AM 12 noon 1:17 PM 4:06 PM 3:55 PM '.' 6:41 PM 11:09AM 2:01 PM 2:12PM 5 :00 PM 6:17 PM 9:06 PM 5:41 PM 8:17 PM 9:40 PM 12:29 AM Notes: 1 Requires a transfer at Ronkonkoma Station. 2 Fridays only. Source: L1RR Ronkonkoma Branch schedule Mav 22, 2000. I I I I 4-/5 I Long Island Rail Road East End Transporlalion Study I B. Track Configuration and Operational Limitations I Several significant limitations constrain eXIsting L1RR rail service to the East End. Specifically, the Main Line between Ronkonkoma and Greenport and the Montauk Branch between Speonk and Montauk consist of a single track with no signal "system" per se. Sig- naling and multiple tracks (or tracks with passing sidings) are essential to support frequent train service. In this respect, the LIRR can almost be thought of as two raIlroads; the well equipped, fully signaled railroad operating frequent service into New York from Ronkon- koma and Speonk, and the less frequent, less patronized East End of the railroad which fea- tures simpler track infrastructure. In contrast to the double, triple or even quadruple tracks which characterize the inner suburban service, L1RR tracks on the East End are single track. I I Railroad tracks which lack signaling devices are known as "dark territory," and this term ap- plies to both the Main Line and the Montauk Branches. All LIRR tracks are subdivided into "blocks" and for safety reasons, operating rules permit only one train at a time to occupy a given block in dark territory. In the western half of LIRR service (from Ronkonkoma and Speonk to New York), entry into the blocks is controlled by electronic or electro-mechanical wayside signal systems that support frequent train operation. I I I In the East End territory, which is dark territory, the sItuation is different. Since both the Main Line and the Montauk Branch are single track, some blocks are furnished with passing sidings to permit two trains to pass. Again, operating rules permit only one train at a time to occupy a track within a given block. However, in dark territory, instead of relying upon way- side signaling, train control is dependent upon frequent verbal communication and written authorization (clearance cards) between train crews and dispatching personnel. Thus a train must clear (vacate) a block before permission is granted to permit a following train to enter the block. The combination of the lengthy blocks (each 2.7 to 14.7 miles long) and the pro- cess to provide written approval takes time; this results in limiting the infrastructure capacity. This is especially the case in attempting to operate trains in the opposing direction. I I I The passing sidings on the East End are furnished with hand-thrown turnouts (switches), instead of remotely controlled power switches found on the western half of the railroad. The time-consuming procedure for opposing trains to occupy a passing siding requires stopping the train on the main track, unlocking and opening the switch, moving the train into the siding, closing and locking the switch behind them, and finally reporting "clear" to the dispatcher. In the case of unscheduled "meets," permission must be obtained from the dis- patcher to enter the passing siding which adds additional time to the process. A scheduled "meet" between opposing trains is therefore cumbersome and time-consuming, a condition that worsens if one or both trains are behind schedule and arrive late at the passing location. I I I In practical terms, the limitations imposed by the single-track alignment, the lack of a signal "system" to control train movement (in lieu of the manual technique) and the lack of remotely controlled sidings, result in essentially uni-directional peak flows. These peak flows are rou- tinely scheduled on Friday evenmgs in the summer, when the infrastructure capacity of the Montauk Branch is fully utilized, and, to a lesser extent, on Sunday evenings in the summer. I I For safety reasons, New York City law does not permit the L1RR to operate diesel powered trains into Penn Station; only electrically propelled trains are permitted. As the L1RR tracks in the East End are not electrified, until recently, all passengers traveling between Penn Station and the East End were required to change from an electric train to a dIesel powcred train to completc theIr Journey. Such train changcs usually take place in eIther JamaIca, I I 4-/6 I ------------------- LIRR EAST END TRANSPORTATION STUDY LIRR East End Train Stations - Figure 4-6 ~ c:j ~~~ ~so \i\<&(1 o~~ \l lOG ~~ ~<&(I ~ LEGEND <i) /\I Major Roadways l:El L1RR Stations /\I L1RR Branches o 2 4 6 8 10 12 Miles I I I I I I I I Chapter 4: Existing Conditions Babylon, or Ronkonkoma. Compared with competing bus service, which provides a one-seat ride between New York City and the East End, these train changes add to the travel time and are inconvenient, particularly if there are delays between connecting trains. The introduction of dual-mode locomotives will reduce, but not entirely eliminate, the number of trains that require a transfer. A more subtle limitation is the capacity of the East River tunnels and Main Line tracks between Penn Station and Jamaica. Friday evening traffic patterns to eastern Long Island in the summer coincide with peak period commuter traffic. The daily commuter trains already strain the capacity of the infrastructure, leaving no available operational time slots to be filled by new trains to the East End. The resulting competition between the two markets for space on the trains often results in serious overcrowding. I I I I I I I I I I I I These limitations, while adequate for the movement of day-to-day traffic, are apparent during the summer peaks of Friday and Sunday evenings. Operations easily become unstable, re- sulting in lengthy delays. Indeed, these operational limitations are the root cause of many for- mal complaints received by LIRR, MTA, and elected representatives. These limitations have long been recognized by the LIRR and steps have been taken to program capital improvements which will ease their constraining influences. Chief among these improvements is the planned implementation of a Communications Based Train Control (CBTC) signal system. Relatively new to the railroad passenger field, CBTC may be com- pared with the methods employed to control commercial airline flights. The LIRR has initiated a staged approach to planning, designing, testing, and installing CBTC as a system- wide capital improvement. Current plans envision using a segment of the Montauk Branch between Babylon and Speonk as a test bed for the new technology. (This segment was chosen as being sufficiently representative of LIRR operations without imperiling other, more heavily trafficked segments.) The pilot implementation ofthe CBTC system, as noted, is cur- rently included in the 2000-2004 capital program. Another limitation to be addressed is the control of the switches and a Central Traffic Control System that manage passing sidings. Current plans call for the installation of power-operated switches that are to be operated from a centralized location. This capital improvement, which will significantly reduce the time elapsed in entering and leaving the sidings, will supplement the benefits of CBTC. This will be implemented beginning in the 2000-2004 capital program and will continue into the next five year program as well. Finally, it is important to note that weather factors require that the LIRR perform their track maintenance operations during the spring and summer months, thus placing additional con- straints on peak season train service to the East End of Long Island. C. STATION LOCATIONS All East End LIRR stations were surveyed to identify existing station facilities, passenger amenities, surrounding land use, infrastructure, and aesthetic conditions. Station layout maps of LIRR stations in the study area from west to east are shown in Figures 4-7 through 4-18, which have been provided by the LIRR. Information contained in these figures include station locations, station area parking capacity, Suffolk County Transit routes with stops at or near LIRR stations, and taxi services. 4-17 I I Lon~ Island Rail Road East End Transportation Study I I I I I I I I I I I I I South Fork SfJeollk. The Speonk L1RR station is located one block north of Montauk Highway (Route 27 A), just west of North Phillips A venue (see Figure 4-7). It is generally located within a low density residential area, and is within walking distance to the Speonk commercial area along Montauk Highway. Speonk, which marks the easterly terminus of L1RR's commuter rail ser- vice, contains a rail storage yard at the former Speonk L1RR station, just east of North Phillips A venue. Speonk L1RR Station Westha11lfJ(()1I. The Westhampton L1RR station is located at the intersection of Station Road and Depot Road, approximately 0.25 miles north of Montauk Highway and just west of County Road 31 (Old Riverhead Road) (see Figure 4-8). It is located within a generally resi- dential area, approximately 2 miles northwest of Westhampton's core retail area. I I I I A. -I I Westhampton LIRR Station 4-/8 II II I I I I I I I I I I I I I I I I I Radius = 1/4 mile Owner CJ CJ L1RR Speonk Station MONTAUK HWY A. Operator Town Restrictions Fees Unrestricted None (Parking Program Agreement) L1RR future development Speonk Station Figure 4-7 D Parking Capacity ~ ADA Parking ~ Taxi iiiIiiI Bus, 5T Routes 590, Center Moriches - Riverhead D Long Island Rail Road 5/31/00 I I I I I I I I I I I I I I I I I I I Westhampton Station A ~F ~.----~--~1 -- ~. ~ 11 \ o ,... c ;0 <: m ;0 J: g ;0 c , (") ;0 '" - Radius = 1/4 mile Owner Operator Restrictions Fees L1RR Unrestricted Unrestricted None None (undeveloped) CJ L1RR CJ L1RR Town 5/31/00 D Parking Capacity ~ ADA Parking ~ Taxi '1.' . . 11 Bus, 5T Routes 590, Center Moriches - Riverhead 8 Long Island Rail Road Westhampton Station Figure 4-8 I I I I I I I I I I I I I I I I I I I Hampton Bays Station ~ .~ atol\ ~u~_,:!. t!..~ F~f:l;:J ~o~~.. G.. ~ Radius; 1/4 mile Owner Operator Restrictions Fees D Town D Private Town Private Unrestricted Unrestricted None None D Parking Capacity ~ ADA Parking ~Taxi '1.' , 'lY Bus, 5T Routes 592, GreenportlOrient - E Hampton 10D/E, Quogue - Hampton Bays e Long Island Rail Road Hampton Bays Station Figure 4-9 5/31/00 I I I I I ; I , I I I I I I I I I I I I I I I Southampton Station . to CR 39 ,z eRds~EC3 - +/-0.6 miles to Village Center t Radius = 1/8 & 1/4 mile Owner Operator Restrictions Fees c:::::J LI RR Town Unrestricted None D Parking Capacity ~ /IDA Parking ~ Taxi 't: . . I! Bus, ST Routes S92, GreenportJOrient - E Hampton 10A, Southampton - North Haven D Long Island Rail Road Southampton Station Figure 4- to 5/31/00 I I I I I I I I I I I I I I I I I I I Long Island Rail Road East End Transportation Study Brid~ehamlJ/oll. The Bridgehampton L1RR station is situated along Railroad A venue near Mitchell Lane/Halsey Lane, approximately a half-mile nonh of Montauk Highway where the core commercial area is located (see Figure 4-11). It is located adjacent to agricul- turaUindustrial uses and surrounded by a generally residential area. Bridgehampton L1RR Station East lIamlJ/oll. The East Hampton station is located at the non hem edge of the retail core area, approximately 0.2 miles nonh of Main Street/Montauk Highway (see Figure 4-12). East Hampton L1RR Station 4-20 I I I I I I I I I I I I I I I I I I I Bridgehampton Station Radius; 1/4 mile Owner Operator Restrictions Fees c:=:J L1RR L1RR Unrestricted None D Parking Capacity ~ ADA Parking ~ Taxi 't' , 'If Bus, 5T Routes 592, GreenportJOrient - E Hampton 10B, E Hampton - Springs D Long Island Rail Road Bridgehampton Station Figure 4-11 5/31/00 I I I I II East Hampton Station o ~ C/) ,Ill _52 ~~ J,.. B I : I I I I I I I I I I I I I I Radius = 1/4 mile Owner Operator Restrictions Fees Town Town Unrestricted None L1RR Town ADA, Short-term & L1RR None L1RR Town Unrestricted None D Parking Capacity ~ ADA Parking ~ Taxi 't' . . If Bus, ST Routes 592, GreenportlOrient - E Hampton 10B, E Hampton - Springs 10C, E Hampton - Montauk East Hampton Station Figure 4-12 5/31/00 D Long Island Rail Road I I Amagansett Station , I I I I I I I I I I I I I I I I I I I I I ~~ ~~. Y~ ~, '~ ~ ",':~... ~. '<. "((', ~" -v ..._. 'G" ......t/.) "~%.. ~ ~. c:::J L1RR Town Unrestricted None Radius = 1/4 mile Owner Operator Restrictions Fees D Parking Capacity ~ PDA Parking ~ Taxi 't'" Ul Bus, ST Route 10C, E Hampton - Montauk I) Long Island Rail Road Amagansett Station Figure 4-13 5/31/00 I i I I I I I I I I I I I I I I I I I I Montauk Station Radius; 1/4 mile Restrictions Fees Owner Operator Unrestricted None CJ L1RR Town D Parking Capacity ~ MJA Parking ~Taxi t' . . 11 Bus, ST Route 10C, E Hampton - Montauk D Long Island Rail Road Montauk Station Figure 4-14 \ \ , : 1 5/31/00 I I I I I I I I I I I I I I I I I I I Lon~ Island Rail Road East End Transportation Study North Fork Riverhead. The Riverhead LlRR station is located On the nonh side of Railroad Street between Osborne A venue to the west and Grifting A venue to the east (see Figure 4-15). The station is within walking distance (i.e.. 1 to 2 blocks) to the Suffolk County court system located along Griffing A venue and Court Street, and the core commercial retail area located along Main Street (NYS Route 25). ,,-- ~. , - -"'''~ 'hi.: Riverhead LlRR Station Mallituck. The Mattituck URR station is located one block north of Main Road (State Route 25) along Pike Street. between West ph alia A venue and Love Lane, in Mattituck (see Figure 4-16). The station is within walking distance (i.e.. one block) from Mattituck's core retail area, which is generally located along Love Lane and Main Road. Mattituck LlRR Station 4-22 I I I I I I I I I I I I I I I I I I I Riverhead Station r w~. MAIN s.,. . ~"'2S '", ,- Radius = 1/4 mile Owner Operator Town Restrictions Fees o L1RR Unrestricted None D Parking Capacity ~ /lDA Parking ~ Taxi 'l," . '\p Bus, 5T Routes 562, Hauppauge . Riverhead 590, Center Moriches . Riverhead 592, GreenportJOrient Point. E Hampton SA, Calverton - Riverhead a Long Island Rail Road Riverhead Station Figure 4-15 5/31/00 I I I I I I I I I I I I I I I I I I I I Mattituck Station A ~ ------------- NEW SUFFOLK"'V Radius = 1/8 mile Owner Operator Restrictions Fees c::::::J Town Town Unrestricted None c::::::J L1RR Town Unrestricted None D Parking Capacity ~ ADA Parking ~ Taxi 't' . 'If Bus, 5T Route 592, GreenportlOrient Point - E Hampton D Long Island Rail Road Mattituck Station Figure 4-16 5/31/00 I I I . I I I I I I I I I I I I I I I I Southold Station Radius = 1/4 mile Owner Operator Restrictions Fees CJ L1RR Town Unrestricted None D Parking Capacity ~ ADA Parking ~ Taxi 't' . . if Bus, 5T Route 592, GreenportJOrient Point - E Hampton e Long Island Rail Road South old Station Figure 4-17 5/31/00 I I I II I I I I I I I I I I I I I I I - ,. Ferry Service ./ Piers ~ :T CJl -4 Greenport Harbor A Radius = 1/8 mile Owner Operator Restrictions Fees CJ Village Village Unrestricted None CJ L1RR Town Unrestricted None D Parking Capacity ~ ADA Parking ~ Taxi t' . 'ty Bus, 5T Route 592, GreenportlOrient Point. E Hampton ;D Long Island Rail Road Greenport Station Figure 4-18 5/31/00 I I I I I I I I I I I I I I I I I I I Long Island Rail Road East End Transportation Study D. RIDERSHIP LIRR ridership counts were performed at each of the East End stations on the weekend of August 13-15, 1999, as well as a sampling of ridership counts taken at three of the busier sta- tions on the July 4th holiday weekend. Appendix D provides a detailed tabulation of the ridership count data on the holiday weekend and the "typical" August weekend. The single busiest train to the East End is the 4:0 I PM out of Penn Station. This train, which transfers at Jamaica at 4:25 PM, is referred to as the "Cannonball." In the summer, the Cannonball leaves from Jamaica on Thursday and Friday with its first scheduled arrival at Westhampton at 5:39 PM. It subsequently stops at Southampton at 5:59 PM, Bridgehampton at 6:07 PM, East Hampton at 6:17 PM, and Montauk at 6:38 PM. On Friday, August 13, 1,021 riders got off at the three busiest stations, which are Westbampton, Southampton, and East Hampton; on Friday, July 2, 1,290 disembarked at these three stations, approximately 26 percent higher than the "typical" August Friday. The busiest of the East End stations is East Hampton, followed by Westhampton, Bridge- hampton, and Southampton. Table 4-16 presents a tabulation of ridership per station (arrivals) on a typical summer weekend (August 13, 1999). Table 4-16 LlRR East End Arrivals by Station, Typical Summer Friday (Angust 1999 Total Average Peak Train No. of Trains Passengers Passengers Passengers Town Surveved Off Off Off SOOonk 2 68 34 4 Nesthamntan 6 755 126 382 Hamuton Bavs 5 209 42 56 Southamoton 6 362 60 154 Bridaehamoton 6 415 69 214 East Hamutan 5 764 153 48 Amaoansett 4 114 29 4 Montauk 6 266 44 111 LIRR ridership is sharply peaked over the course of the typical and holiday summer weekends. The most substantial trainloads occur on early Friday afternoons and Sunday mid- to-late afternoon departures. Saturday peak ridership levels are generally approximately 25 to 40 percent of the Friday and Sunday peaks. It should be noted that these increased ridership numbers vary depending upon the prevailing weather conditions during the sununer holidays and weekends. The automobile is the primary mode of access to and from the East End stations. Although the modal split percentages (auto, taxi, and walk) vary station to station, in general, approxi- mately 80 to 90 percent of all LIRR riders get to leave from their East End stations by auto pick-up/drop-off. Taxi service is the second most popular access/departure mode, generally 10-15 percent, with walking being the remainder. Many of the East End LIRR stations are not served at all by connecting buses, while others are not well served. Additionally, several of the LIRR stations are not within walking distance to the core commercial areas. 4-24 I I Chapler 4: Existing Conditions I Despite increases m East End summer tram ridership, It is Important to keep m mmd that the LIRR primarily serves the commuter market. A 1999 ridership analysis provided by the LIRR indicates that 64 percent of their total ridership consists of daily commuters. The non-com- muter population represents 36 percent of the L1RR ridership market. Furthermore, station- based passenger counts conducted by the L1RR in 1998 indicate that typical daily tram nder- ship to/from the East End is minimal, at best. For example, there were only a total of 18 west- bound AM peak passengers boarding the train at the four North Fork statIOns compared to 6,015 passengers boardmg the train at the Ronkonkoma Station. I I I I By comparison, there were approximately 600,000 Suffolk County Transit bus passengers (1999), over 500,000 Hampton Jitney passengers (l998) and nearly 80,000 Sunnse Express passengers (1998) on the East End. Thus, it can be concluded that the most prevalent form of public transportation on the East End is bus transit. Overall, it is anticipated that future demand for expanded bus service will outpace the demand for increased tram service. I Comparison Between Total, Commutation, Non-Commutation, On-train, and Other Passengers mTotal . Communative ONon-Communative OOn-train .Other I I 8,000 7,000 ~ 6,000 g 5,000 on il 4,000 f3. 3,000 .5 2,000 1,000 o ,g>"" )'/)~ I I .!J''''' ",< ~" ,0- ~'/) .~ sf' I" ~'/)" <-'" )" s" ~ ~c} ~ 'r'.J$ "",~ <,l' # ~ -1} "'~ u o~ " ~ "'~ Q<P Month I Jan Feb Mar Apr May Jun Jut Aug Sep Oct Noy Dec otal 6,35< 5,85 7,05 6,807 6,651 7,27 7,15 7,11 6,83 6.981 6.74 7,28 ammo 4.251 3.92E 4,79C 4,554 4.23 4.611 4,39 4,384 4,41 4.52f 4.24 4,61 Non Comm. 2.09 1,92 2.261 2,25 2.41 2,65, 2,76, 2,72; 2,42E 2,45 2.49 2.671 ::>n Train 72 61C 75 73 78 88E 931 91 80 83 83 92 ther 1 2 4 84 12 5 2 1 11 2 ouree: Long Island Rail Road. I I E PARKING CAPACITY AND UTILIZATION I Table 4-17 summanzes the amount of parkmg provided at each LIRR East End Station. Most stations have a modest amount of parking, With the exception of East Hampton, Hampton Bays, and Speonk. The parking lot at East Hampton is located near the heart of Its commer- cial core and is mainly used by shoppers. I I I 4-25 I Long Island Rail Road East End Transportation Study I Table 4-17 Existing Parking Capacity at East End LIRR Stations I Off-Street Station Capacity North Fork Riyerhead 22 Mallituck 71 Southord 20 Greenoort 111 South Fork Sneonk 180 Westhamoton 38 Hamoton Bays 190 Southampton 74 Bridaehamoton 8~ East Hamoton 373 Amaaansell 35 Montauk 60 I I I I I 4.2.2 BUS SERVICE The East End of Long Island is served by three bus operators-Hampton Jitney, Sunrise Express, and Suffolk County Transit. Although the Hampton Jitney and Sunrise Express provide inter-hamlet transportation services, their primary function is to provide daily coach passenger service between the South Fork of Long Island and New York City. Specifically, the Hampton Jitney, which operates 7 days a week, 365 days a year, makes 14 stops on the South Fork of Long Island. Sunrise Express makes five East End stops (Greenport, Southold, Cutchogue, Mallituck, Riverhead). Figure 4-19 shows the Hampton Jitney and Sunrise Ex- press bus stops on the East End. New York City stops for these two bus operators are pro- vided in Figures 4-20 and 4-21. The Hampton Jitney and Sunrise Express run local service under contract to Suffolk County Transit. I I I I Suffolk County Transit, which provides passenger service to the entire County, serves the East End of Long Island with II distinct bus routes (see Figure 4-22). However, it should be noted that Suffolk County Transit service to the east end of Long Island is somewhat limited. Specifically, there is no Sunday service, there are frequencies of service of one to two hours, there is no direct bus service to the East End LIRR stations, and there is no late night bus ser- vice. In most cases, passengers may only board a bus at a designated bus stop. However, in eastern Suffolk County, buses will stop for passengers at most comers along the route. I I The following charts show monthly passenger ridership numbers for each East End bus pro- vider. As the graphs indicate, passenger volumes exhibit high peaks during the summer months of July and August. I The Hampton Jitney, for example, experiences peak ridership in July and August with over 70,000 and 80,000 passengers, respectively. Sunrise Express and Suffolk County Transit also experience peak ridership in July and August. However, each bus provider maintains steady ridership in the spring and fall months and therefore extends the East End summer season to 5 months (May through September). I I Additional information on the East End bus system is provided in Appendix E. I 4-26 I ------------------- LIRR EAST END TRANSPORTATION STUDY East End Bus Stops - Hampton Jitney and Sunrise Express - Figure 4-19 OF DETAIL "" o 20 40Mi!es , ~(\?> ?>So \s\&(II o(\~ \.l (\ Oc# rOc ~&(\ ~ LEGEND (J) . Hampton Jitney Stop . Sunrise Express Bus Stop /\I Major Roadways o 4 8 Miles I ------------------- LIRR EAST END TRANSPORTATION STUD Hampton Jitney Stops - Manhattan Figure 4-20 AREA OF DETAIL o 20 40 Miles , LEGEND (j) Hampton Jitney Stops . dropoff ... pickup /\I Major Roadways o 0.2 0.4 0.6 Miles ------------------- LIRR EAST END TRANSPORTATION STUD Sunrise Express Stops - Manhattan Figure 4-21 AREA OF DETAIL o 20 40 Miles , LEGEND (j) Sunrise Express Bus Stops . dropoff .... pickup N Major Roadways o I Miles ------------------- LIRR EAST END TRANSPORTATION STUDY Suffolk County Transit Bus Routes and Stops Figure 4-22 v 1)(\6 6SO \s\$~ o(\~ V ~r. cf!""(\ ~$~ ~ LEGEND <l) /\I Major Roadways 1\/ SCT Routes (L1TP) . SCT Stops (Timepoints) o 4 8 Miles I I I I I I I I I I I I I I I I Chapter 4: Existing Conditions 90,000 Ul .... 80,000 ell Cl 70,000 c: ell Ul 60,000 Ul III 50,000 a. - 40,000 0 .... 30,000 ell .c 20,000 E :l 10,000 Z 0 ,g><;\~<;\ <0' ':J'b(;;l x0 ~'li Hampton Jitney ~ ~~ ~'li-'l ,,<:-0 ,~-'I j> .f #" .f .f ~ ~.;$$ ,-0~ o(} "of r!l 1998 'if'~ ~O <:JIJ 14,000 Sunrise Express Ul :u 12,000 Cl ; 10,000 Ul ~ 8,000 a. o 6,000 .... ell 4,000 .c E :l Z 2,000 o ~ ~ ,<5' ".,,'Ii ,,;>'Ii ~'$ ,'Ii <<qp ~~ ~<i ~'li4, eo ......l ~ ,,<.. ~ n\.. ....... ;:,(;:' )v"'-'" ~~ 'S)"" 'S)({) '$).... 'SJ'U ~ ,,"80~r!}00~0~ ~ ..l' 0 " c; 1998 c,'"' ~O <:)0 I I I I 4-27 I Long Island Rail Road East End Transportalion Study I Suffolk County Transit Bus Routes .S-92 .10A 010B OlOe .S-94 III 25,000 ~ .. '" c: 20,000 .. III III 15.000 .. 0.. - 10.000 0 ~ .. 5.000 .0 E ::I 0 Z r/j'" r/j'" ~O' "?-~~ ~'/)... ~'" ~ ,}~':sf :sf :sf ~" ~ ~'Ii ,,.cs ':,v ~ !$' ,-0 !$' !$' ':,'Ii <<{? "?-V ..'" OU ,>'" rJi 0"'~ ~o 0'" 1999 I I I I I I 4.2.3 TAXI. CAR AND liMO SERVICES I This section identifies taxi services available at the LIRR East End stations. A listing of the taxi companies and their addresses are provided in Appendix E (Table 9); an overview of each station and a tabulation of existing taxi service follow. I Westhamoton. This LIRR station is serviced by the following taxi companies: Elite Taxi, Hampton Coach, Jim's Taxi, Lindy's Taxi, Quogue Taxi & Limo Service, and Westhampton Beach Taxi. Approximately 15 percent of LIRR passengers, either arriving or departing, use available taxis. Westhampton Beach Taxi and Hampton Coach provide taxi service from Queens County in New York City to all villages from Westhampton to Montauk. I I Hamoton Bavs. This LIRR station has taxi service provided by the following taxi companies: Hampton Coach, Surf Taxi, V.I.P. Transportation, and Westhampton Beach Taxi. On average, 10 percent of LIRR passengers used available taxis at this station. I Southamoton. This LIRR station has taxi service provided by the following taxi companies: Atlantic Taxi, Hampton Coach, Kanes Cabs, Keri Van, and Westhampton Beach Taxi. Of LIRR passengers that use this station, an average of 10 percent arrive or depart by taxi. I Bridf!ehamoton. Taxi companies that service the LIRR station in Bridgehampton handle less than 5 percent of the LIRR passengers that arrive or depart this station. Westhampton Beach TaXI and Pink Tuna Taxi, Inc. serve this station. I I East HomO/on. Hampton Coach, Westhampton Beach Taxi, Quoque Taxi & Limo Service, and Pink Tuna Taxi, Inc. serve this station. Approximately 8 percent of the LIRR passengers used taxis. I Amaf!anselt. This LIRR station has taxi service provided by Amagansett Taxi. Of the LIRR passengers that arrive or depart stallon. 10 percent on average used taxis. I 4-28 I I I Chapter 4: Existing Conditions I Montauk. This LIRR station has taxi servIce supplied by the following taxi companies: Celtic Taxi and Pink Tuna Taxi Inc. Of the South Fork stations, Montauk had the highest percentage of LIRR passengers using taxis; approximately 20 percent of LIRR passengers used available taxis. I I Riverhead. This LIRR station is served by the following taxi companies: Keri Taxi, Moon- light Classic Limo, Up Island Connection Taxi, and Woodson's Taxi. Mattituck. This LIRR station is served by the Far East Pike taxi service. I Southold. This LIRR station is served by Maria's Taxi. Greenoort. This LIRR station is served by Maria's Taxi. I 4.2.4 FERRY SERVICE I This section of the study examines existing ferry service on the East End of Long Island. The information used for this analysis was, for the most part, gathered from private East End ferry operators and from travel guides published by various tourism agencies. Specifically, East End ferry service is examined in terms of type, frequency, and span of service, as well as connectivity to other modes of transportation. A. Ferry Service Providers I I I The East End of Long Island is served by four ferry service providers. These include Cross Sound Ferry, Inc., Viking Ferry, North Ferry Company, and South Ferry, Inc. The ferry lines are shown in Figure 4-4. I Cross Sound Ferrv. The Cross Sound Ferry is the largest ferry service on the East End. It provides year-round daily service between Orient Point, Long Island and New London, Con- necticut. There are six vessels in operation, five of which can accommodate automobiles, trucks, motor homes, and buses along with passengers. Travel time is approximately I hour and 20 minutes each way. The Cross Sound Ferry also offers high-speed ferry passenger-only service between Long Island and Connecticut, making the 16-mile crossing in just 40 minutes. I I The Cross Sound Ferry provides intermodal connections in both Orient Point and New London, located at the end of State Route 25 in Orient, offers ferry passengers the opportunity to connect to the Suffolk County Transit bus system, which then connects to the Long Island Rail Road located 9 miles from Orient Point, in Greenport. The New London Ferry terminal is located 200 yards from the Multi-Modal Transportation Center which offers Amtrak rail service, Shoreline East rail commuter service, transit bus service, and Greyhound Bus service. Year-round bus shuttle service to Foxwoods Casino is also available. I I I Current passenger and vehicle rates for the Cross Sound Ferry are as follows: autos, vans, and pickups, $32.00 each way; adult passengers, $9.00 ($14.00 round-trip); child passengers, $4.50 ($7.00 round-trip). There are also rates for passengers with motorcycles, trailers, trucks, tractor trailers, motor homes, buses, and campers. The high speed passenger service for adults is $14.00 one-way and $22.00 same day round-trip. Children ride for $7.00 one- way and $11.00 round-trip. Vehicle reservations are recommended. I I 4-29 I Long Island Rail Road East End Transportation Study I Vikinf! Ferrv. The Viking Ferry provides ferry service between Montauk Point and New London, Connecticut and between Montauk Point and Block Island, Rhode Island. In contrast to Cross Island Ferry service, Viking Ferry does not carry passenger vehicles. Ferry service between Block Island and Montauk Point operates from mid April through mid-.October, while ferry Service between New London and Montauk Point is from late May through early September. Crossing time for each ferry is approximately I hour and 45 minutes each way. Current passenger rates for the Viking Ferry are as follows: adult passengers, $23.00 ($40.00 round-trip); child passengers, $10.00 ($20.00 round-trip). No reservations are required. I I I Occasionally, Viking Ferry offers special excursions. For instance, on August 6, 2000, Viking Ferry will also offer I-day ferry service between Montauk Point and Martha's Vineyard. This ferry will depart Montauk Point at 6:00 PM and return at 9:30 PM on August 8, 2000. Approximate travel time is 5 Y, hours. Round-trip cost is $80.00 ($50.00 one-way). Viking Ferry also offers various cruise packages (e.g., wine tasting, whale watching, fall foliage, fireworks, casinos) and fishing excursions every Saturday and Sunday. I I Public transportation to and from Montauk Point is available by bus-the Hampton Jitney stops at the ferry terminal. The LIRR Montauk station is approximately two miles from the ferry terminal. Two Suffolk County Transit Routes (the S-94 (Summer only) and 10C) pro- vide bus service to Montauk Village, but do not serve the Ferry terminal directly. I North Ferrv Comoanv. The North Ferry Company provides daily year-round ferry service between the Village of Greenport on the North Fork of Long Island and Shelter Island Heights, in Shelter Island. This ferry service, which allows for the transport of passenger vehicles, operates four vessels between Greenport and Shelter Island. Travel time between the two terminals is 7 minutes each way. I I Convenient access to other modes of transportation is provided at the North Ferry Company Ferry terminal, in Greenport. These include the LIRR Greenport Station (located immediately adjacent to the Ferry terminal), and Sunrise Express bus service-which stops at the Green- port Station. Each provide daily service to New York City. The Ferry terminal is also served, although not directly, by Suffolk County Transit bus route S-92. This bus stops I block north of the Terminal, along NYS Route 25. I I Current passenger rates for the North Ferry Company are as follows: autos and passengers, $7.00 ($8.00 same day round-trip); passengers only, $1.00; commuter tickets, $18.00 (car and driver, two trips each oftive days, Monday through Sunday) and $21.00 (car and driver, two trips each of six days, Monday through Sunday). There are additional fees for heavier type vehicles (e.g., trucks, buses, trailer) that are transported on the Ferry. I I South Ferrv Comoanv. The South Ferry terminal, located at the northerly terminus of Route 114, provides daily year-round ferry service between North Haven (on the South Fork of Long Island) and Shelter Island. As with the North Ferry Company, the South Ferry Company operates four vessels and allows for the transport of passenger vehicles. Travel time between the two terminals is 5 minutes each way. I I The Hampton Jitney, which stops in Sag Harbor, is located 3 miles from the North Haven Ferry terminal. The closest train station is located in Bridgehampton, approximately 7 miles south of the ferry terminal. The South Ferry is, however, directly served by Suffolk County Transit Route lOA. It should be noted that this bus only stops twice at the South Ferry (10:25 I I 4-30 I I I Chapter 4: Elisling Conditions I AM and 4:05 PM, Monday through Saturday). Suffolk County Transit does not provide Sun- day service (Suffolk County Transit Bus Schedule, lOA-lOB, effectIve August 1999). I Current passenger rates for the South Ferry Company are comparable to the North Ferry Company rates. I Other Orient Point Ferrv Service. Government-operated ferry service is provided to Plum Island on a restricted basis. The Island, which is located approximately 2Y, miles east of Orient Point, is home to the Plum Island Animal Disease Center. The Disease Center, which is owned and operated by the United States Department of Agriculture, is the Island's major employer with 160 employees. Of this, approximately 60 percent, or 96 employees, are from New York and approximately 40 percent, or 64 employees, are from Connecticut (this infor- mation is based on March 7, 2000 telephone conversation with Disease Center staft). In general, morning ferry service to Plum Island is provided on an hourly basis. Travel time to the Island is approximately 15 minutes. I I I Additional information on East End ferry service is provided in Appendix E. I I I I I I I I I I I 4-31 I I I I Chapter 5: Summary of Public Participation Results I 5.0 SUMMARY OF PUBLIC PARTICIPATION RESULTS I 5.1 STAKEHOLDERS MEETING I A Stakeholder meeting was held on April 6, 2000 at the North Ferry office on Shelter Island. The meeting was attended by approximately 40 Stakeholders, the LIRR, and consultant team members. The Stakeholders represent the East End towns and other various agencies and transportation providers. The purpose of this meeting, which was conducted in a roundtable format, was to bring together "partners" to identify transportation issues and opportunities for the East End of Long Island. The emphasis was to establish a regional consensus, not only for the Long Island Rail Road, but for all of the transportation providers, agencies, munici- palities, the business community, and residents that have a role in the East End transportation planning process. I I I Overall, the meeting brought forth the vision that existing and future East End transportation solutions must be solved in a comprehensive manner with cooperation from all of the above- noted parties. A first step toward this vision was reached at the meeting as regional goals for the East End transportation system were defined and individual commitments required to achieve this vision were discussed. The agenda for the Stakeholders meeting is provided in Appendix B. Generally, the meeting included a Study overview, a discussion of data collection and findings, an open discussion of short- and long-term opportunities, and the next steps in the overall planning process. I I The following is a summary of major East End transportation issues discussed at the meeting: I 5././ GENERAL ON-GOING IMPROVEMENTS BEING MADE BY THE LIRR I . The LIRR has received delivery of a new fleet of 134 bi-level railcars. These cars provide a modest increase in capacity over the older push-pull railcars they replaced (approxI- mately 144 seats in a bi-level railcar versus about 118 seats in the old push-pull railcars), but with a 2 by 2 seating configuration, they provide greater customer comfort. . All 12 East End LIRR stations have been recently renovated with new platforms, decora- tive lighting, handicapped accessible ramps, passenger waiting areas, and landscaping. . The renovation/restoration of Riverhead Station. I I I . All stations have at least one public pay phone and most have two (Riverhead has three). Many, however, are not sheltered and at times the number of phones IS not sufficient during the peak summer months. . All East End LIRR stations have newspaper racks. . In the past few months, additional changes have been undertaken with the installation of new, modem bicycle racks. The bulletin boards are being updated With current LlRR I I 5-/ I Long Island Rail Road East End Transportation Study I maps and fare schedules. Station areas and bathrooms are better mamtained and generally cleaner than in the past. . The L1RR promotes One-Day Getaways on North and South Forks in summer and fall (Montauk Lighthouse, tour of wineries & Greenport, Shelter Island and Sag Harbor, Southampton and East Hampton shopping, and North Fork harvest time). All of these Getaways utilize East End L1RR stations and promote local attractions. A tour to the new Atlantis Marine World in Riverhead has been added to the LIRR 2000 Getaways Calendar. I I I 5./.2 GENERAL CHARACTERISTICS OF NORTH FORK STA TIONS I . Only Riverhead and Greenport have station buildings. However, both facilities are closed for ticketing and railroad purposes. . In Riverhead, a renovated building has been designed by the L1RR. This will result in a greater sense of security and convenience to waiting passengers. An automatic ticket vending machine will be located on the platform. . Greenport's station building was converted to the East End Seaport Maritime Museum. . Riverhead L1RR station is the only East End station with connecting Suffolk County Transit bus service. In Mattituck, Southold, and Greenport, the buses run along nearby streets with no signage directing passengers to the bus stops. Train passengers not familiar with these areas may have difficulty locating bus stop locations. It should be noted that the Sunrise Express does stop at the Greenport L1RR Station. . All of the North Fork stations are within walking distance to retail facilities. As such, there appears to be an opportunity to work with the town and local merchants to promote these facilities and services. I I I I I . None of the North Fork stations have restroom facilities, ticket vending machines, or station amenities for passengers, such as food concessions. I 5./.3 GENERAL CHARACTERISTICS OF SOUTH FORK STATIONS I . Westhampton, Southampton and East Hampton have station buildings that are used for railroad purposes. Ticket office hours and days of operation are limited and vary by sta- tion. Southampton Station, for example, is only open Sundays, Mondays and holidays. . The Montauk Station building was converted to a Community Arts Center, operated by Montauk Artists Association (open 1-6 PM daily). . Many of the station buildings are also historic buildings. . Westhampton, Southampton and East Hampton stations have restroom facilities. How- ever, the restrooms at Westhampton and Southampton are only open when the ticket of- fices are open. . East Hampton is the only station currently with a ticket vending machine. . The Speonk station building is ultlized as a food concession facility as well as a coffee shop that is open for breakfast and lunch. I I I I I 5.2 I I I Chapter 5: Summary of Public Participation Results I . In comparison to North Fork stations, many of the South Fork stations are not withm walking distance to retail areas (specifically Westhampton, Bndgehampton, and Montauk). I . There is a lack of feeder bus service and limited taxi service to the stations. I 5./4 GENERAL STATION NEAR-TERM RECOMMENDATIONS BASED ON THE ONE-ON ONES THAT ARE APPLICABLE TO ALL STATIONS. I Customer Conveniences I . Expand train service to the East End by adding more cars to the existing trains during the peak summer months. . Arrange for station waiting rooms to be open during expanded Friday to Sunday peak travel periods in summer months, as well as Mondays on summer holiday weekends. . Provide additional passenger seating areas that are sheltered from inclement weather con- ditions (Greenport and Montauk do not have sheltered waiting areas). . Provide additional public pay phones that are sheltered from the elements. . Promote limited retail or concessions that would provide a human presence, a sense of security, and a convenience to waiting passengers. I I I I Signage . NYSDOT should install trailblazer signs (with directional arrows) on area roads to direct drivers to the stations. Since many of these stations are not located on main arteries, trail- blazer signs should be posted in the villages, along major roadways, bus stops, schools, and major destination areas. Signage should be at two scales - one highway oriented, the other pedestrian oriented. I I I LlRR Information . Future printings of LIRR system maps should include the following: Street location next to the station name as a further means of identifying the station locations; Clear and concise schedule information for East End destinations. . Local municipalities should provide convenient, marked transfer/staging areas for taxis and buses. I I Area Information . Post neighborhood area maps at the stations to direct passengers between area destinations and the station. "YOU ARE HERE" should be designated on the map which shows the station, the local street network, areas destinations, and connecting transit information. Map should provide a scale and north arrow, with some indication of walking distances provided. . Station information boards should be updated frequently, have current train schedules and fare mformation, and display other pertinent transit and travel directory information (e.g., taxi companIes telephone numbers). I I I 5-3 I Long Island Rail Road East End Transportation Study I . Provide information kiosks at the stations for brochures of local attractions (e.g., winery tours) and facilities and services (such as dining, shopping, lodging). I Interconnecting Service . Encourage Suffolk County Transit and private bus operators to extend their routes to the LIRR stations and to coordinate their schedules with LIRR service. . Directional signs are needed to link the LIRR stations with bicycle routes. I I Station Improvements . Additional station parking and improvements to the existing parking lots are needed. Improve pedestrian safety and provide a more efficient flow within the station. Designated bus and taxi staging areas should also be provided. . Establish bicycle and car rental facilities at each of the stations. . Provide improved lighting in the station parking areas. I I 5.1.5 OTHER ISSUES DISCUSSED AT THE STAKEHOLDERS MEETING I Shuttle Bus Service . Southampton desires shuttle bus service between Southampton and East Hampton. . Cooperative funding to be sought from local and State agencies. . The responsible agencies will need to determine whether other funding sources are available. I I . East Hampton Village operated a shuttle bus service as a demonstration project last year. Funding was provided by New York State. Hampton Jitney will provide the service this summer (New York State received a $700,000 cut in funding for such projects). Free ser- vice was provided to the riders; 3,000 people used the service. One idea to increase rider- ship is to have a Shuttle Reward Service with a punch card for discounts with local mer- chants for frequent users. . There have been discussions about providing connecting shuttle bus service to area beaches. I I Parking on Main Street in Villages . Merchants should park in long-term lots that are located farther away from the main shopping district so as to allow shoppers the opportunity to park in the closer, more convenient lots and street parking spaces. . A shuttle bus Pilot Program could be implemented in other villages. Suffolk County Task Force to be Established . Suffolk County Transit will continue to make a commitment to public transportation, with bus transportation a priority. . A transportation task force is being established by the County to look at local transporta- tion issues. I I I I I . Task Force recommendations to culminate by the end of the year (Near-term). I 5-4 I I I Chapter 5: Summary of Public Participation Results I I . The County is considering expanded hours of bus service (e.g., 5-6 AM and 9-10 PM); Sunday service; and greater service frequency (e.g., bus service every 30 minutes where warranted). . Approximately 600,000 Suffolk County Transit bus passengers on the East End based on 1999 Figures. . Additional planning needed to understand key origins and destinations. . East-West LIRR Service Improvements: Patchogue; Ronkonkoma & connections to North Fork. I I 5.2 RFP FOR SUSTAINABLE DEVELOPMENT STUDY I The New York Metropolitan Transportation Council (NYMTC) is preparing an RFP for a Sustainable Development Study along with the East End Transportation Council. ISSUES I I . Land use changes may be necessary to increase public transportation efficiency (e.g., better inter-connectivity between modes). . Scope of work and consultant on board by the end of 2000 (18 month study). I TOWNS NEED TO START LOOKING AT LAND USES SURROUNDING THE LlRR STATIONS I . Staging areas for Suffolk County Transit and private operators. . Public-private partnerships need to be formed to provide shared parking services (e.g., a bank property in Southold may be used as a bus staging). . Towns can work with LIRR to identify these opportunities. I DEVELOPING A COMPREHENSIVE TRANSPORTATION NETWORK I . Intermodal connectivity is a prerequisite to a successful transportation system. . Transit services need to be convenient to attract people from their private automobiles. . Public Education campaign with residents is needed within the community. . One Fare System to provide seamless system of travel between LIRR, bus, and ferry: "smart card" technology, probably mid-term. . A list of taxi providers should include companies, telephone number, and fare structure. . Transportation for seniors to medical services can be provided via demand response service (i.e., Dial-A-Ride). However, the costs can be exorbitant. I I I REINVESTMENT IN DOWNTOWN AREAS I . Downtown revitalizationffransit-Oriented Development (TOD) is a new concept that in- corporates a mix of uses around a transit station/stop. . Cooperation of the chambers of commerce working together is necessary in each of the East End hamlets. I I 5-5 I Long Island Rail Road East End Transportation Study I SPRING 2001-S0UTH FERRY I . The South Ferry is proposing to operate passenger-only ferry service between Sag Harbor and Greenport. In addition, two 15-passenger vans would be provided to transport passengers from the Cross Sound Ferry in Orient Point to Greenport and back, and between points on the South Fork to Sag Harbor's Long Wharf and the passenger ferry. It is anticipated that the proposed vans would help alleviate local traffic congestion. The deployment of such service currently depends on support from the Greenport, Sag Harbor, and Shelter Island officials; Suffolk County, and Federal funding. I I LlRR I I . Improved service between Greenport and Riverhead is desirable. It needs the support of both Towns. GABRESKI AIRPORT PLAN . Develop a plan to boost economic development. . Airport Planned Development District - Flexible zoning in town I . Task force is currently being created I The Airport could potentially serve as a new transportation Hub: . air connection I . LIRR connection . service van (Suffolk County Veterans) . Hampton Jitney . parking available . car rental facilities . Peconic Council is involved in this process. I I As part of the round table discussion the Stakeholders were asked to review the presentation board and handout, entitled Common Suggestions of Recommended Improvements and identify the responsible partnering agencies. Table 5-1 includes the responsible agencies, as requested by the the Stakeholders. I I I I I I 5-6 I I I Chapter 5: Summary or Public Participation Results I I Table 5-1 I Stakeholders Public Participation SUl!:l!:estions Common Sugestions of Recomended imDrovements ParticiDatina ResDonsibie Aaencv QUALITY OF LIFE Preservation of town characteristics and East End's rural nature East Enders in Cooperation with Increase mobility among East End towns. especially between the North and - L1RR South Forks - DOT Encourage use of other modes of transportation over the aulo - Suffolk County - Bus - NYMTC - Bicycle - Cliff Clark South Ferry - Train - Suffolk County - Ferry Pedestrian Encourage TOM: - Telecommuting Modification of work schedules RAIL CONNECTIVITY Develoo strateoies for increasino use of existin L1RRtrains L1RR Look fOf opportunities to increase train frequency, not only during peak travel - Suffolk County Planning seasons Group for the South FOl'k Lonoer Term: L1RR ca "tal ro'ects des' oed to increase service canabilities MerchantsfChambers of Commerce Enhance links to other modes All East End TownsNiflages Public address svstem to alert customers of delavs or Ofoblems Private Sector/Businesses OTHER CONECTJVlTY MODES Paths linking stations and other activity centers for - Peconic Community Council - Bicyclists - Hampton Jitney - In-line Skaters - Sunrise Walkers Connections to services for - Elderly/disabled - Teenagers Non-drivers Creation of a "oint metrocard-tvnP\ ticket for mullinIP. lranSlVlrtation modes Create more rtunities for da .Iri rs to reach activjh;- Creation of inter-hamtel bus service URR STAnON IMPROVEMENTS Area maps displayed to direct Easl End residents and visitors tolfrom towns and - Bike rental shops transportation seMceS Trailblazers on area roads to identify URR station kx:ations Creation of a intermadal center 10 take passengers to - Chambers of Commerce - Services - Shopping - TownsNillages have to buy in on slation - Beaches services and improvements - Recreation Entertainment - URR Increase services and concessions at individual URR stations such as: - Reslrooms - DOT - Telephones - Food Concessions - Parking - Taxi/bus stands - Infonnation Booths Bike and Car Rentals Infonnation rael<. with brochures to display services and attractions in the area Condeme svslem at stations tor services Intercom system for emerOP.ndes linked to local law enforcement I I I I I I I I I I I I I I 5-7 ------------------- PE NK TAT I N CONSULTANT RECOMMENDATIONS ,( ,( EXPAND THE DESIGNATED AREAS FOR TAXI SERVICE AND PASSENGER PICKUP/DROPOFF PROVIDE IMPROVED LIGHTING FOR WAITING PASSENGERS PROVIDE ADDITIONAL PARKING WEST OF NORTH PHILLIPS AVENUE PROVIDE ADDITIONAL PAY PHONES PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS INST ALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION FROM MONT AUK HIGHWAY PROVIDE A STATION INFORMATION BOARD THAT LISTS TAXI PHONE NUMBERS FOR COMMUNITIES EAST OF SPEONK . . . . . OTHER RECOMMENDATIONS MADE 4/6/00 . VILLAGE CENTER SHOULD BE ADDED TO THE LIRR STATION MAP NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- WE THAMPT N TAT I N CONSULTANT RECOMMENDATIONS ./ ./ PAVE AND STRIPE THE GRAVEL AREA OF THE ST AnON PARKING LOT ASSIGN DESIGNATED TAXI AND BUS WAITING AREAS WITHIN THE GRAVEL PARKING AREA AFTER IT HAS BEEN PAVED REPAIR POTHOLES ON DEPOT ROAD LEADING TO THE STATION PROVIDE ADDITIONAL PAY PHONES PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION THROUGHOUT THE VILLAGE AT LOCAL BUS STOPS ALONG POPULATED STREETS AT GABRESKI AIRPORT AT AREA BEACHES ./ . . . NO ADDITIONAL RECOMMENDATIONS MADE AT 4/6/00 MEETING NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- HAMPT N BAY TAT I N CONSULTANT RECOMMENDATIONS ,/ PROVIDE ADDITIONAL LIGHTING ON GOOD GROUND ROAD, (THE STATION FRONTAGE ROAD) FOR IMPROVED PEDESTRIAN SAFETY AT NIGHT INST ALL A CROSSWALK ON GOOD GROUND ROAD WITH SIGNAGE DIRECTING PASSENGERS TO THE CROSSWALK INST ALL TRAILBLAZER SIGNS DIRECTING CUSTOMERS TO THE STATION THROUGHOUT THE VILLAGE ALONG LOCAL THOROUGHFARES AT LOCAL BUS STOPS AT LOCAL P ARK FACILITIES AT AREA BEACHES ,/ . . PROVIDE RESTROOM FACILITIES PROVIDE A TICKET VENDING MACHINE PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS PROVIDE DESIGNATED HANDICAPPED PARKING SPACES AS WELL AS MARKINGS FOR THE HANDICAPPED RAMP LEADING TO THE STATION PLATFORM . . . OTHER RECOMMENDATIONS MADE AT 4/6/00 MEETING . PROVIDE SIDEWALK CONNECTIONS TO BUSES (TOWN COOPERATION) IDENTIFY VILLAGE CENTER AND SHOPPING CENTERS ON LIRR MAP . NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- ,f ,f . . . . . ,f ,f ,f THAMPT N TAT I N CONSULTANT RECOMMENDATIONS INST ALL RUMBLE STRIPS TO DETER MOTORISTS FROM USING THIS STATION AS A "CUT-THROUGH" AND DRIVING AT EXCESSIVE SPEEDS THROUGH THE STATION IMPROVE LIGHTING FOR BETTER ILLUMINATION IN THE STATION PARKING LOT INSTALL APPROPRIATE SIGNAGE TO THE ENTRANCE/EXITS AT THE WESTERN END OF THE STATION PROVIDE ADDITIONAL SEATING WITH SHELTER FOR WAITING PASSENGERS PROVIDE ADDITIONAL RESTROOM FACILITIES FOR WAITING PASSENGERS PROVIDE ADDITIONAL TAXI SERVICE INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION WITHIN THE VILLAGE ALONG LOCAL THOROUGHFAREAS AND INTERSECTIONS AT SOUTHAMPTON COLLEGE AT LOCAL INDIAN RESERVATION AT SHlNNECOCK HILLS GOLF CLUB AT LOCAL BUS STOPS AT LOCAL BEACHES OTHER RECOMMENDATIONS MADE AT 4/6/00 MEETING LIST SITES OF INTEREST ON LIRR MAP SUCH AS: PARRISH ART MUSEUM HISTORICAL MUSEUM HALSEY HOUSE (CIRCA 1648) PELLETREAN SHOP MODIFY SCALE ON LIRR MAP SHOW COUNTY ROAD 39 ON THE LIRR STATION MAP NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- BRID EHAMPT N TAT I N CONSUL T ANT RECOMMENDATIONS ./ . THE P ARKlNG LOT SHOULD BE STRIPED TO CLEARL Y DIFFERENTIATE PARKING STALL AREAS FROM THE ROADWAY THAT PASSES THROUGHT THE STATION P AVE AND STRIPE THE GRAVEL AREA AT THE EASTERN END OF THE STATION TO ACCOMMODATE APPROXIMA TEL Y 20 ADDITIONAL CARS OR TO BE USED AS A T AXVBUS STAGING AREA PROVIDE ADDITIONAL LIGHTING FOR BETTER ILLUMINATION OF THE STATION PARKING LOT TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION THROUGHOUT THE VILLAGE AT LOCAL BUS STOPS AT LOCAL INTERSECTIONS AT AREA BEACHES ./ ./ OTHER RECOMMENDATIONS MADE AT 4/6/00 MEETING . IDENTIFY VILLAGE CENTER ON LIRR MAP NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- EA T HAMPT N TAT I N CONSULTANT RECOMMENDATIONS . PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS INST ALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION THROUGHOUT THE VILLAGE AT LOCAL BUS STOPS ALONG LOCAL THROUGH FARES AND INTERSECTIONS AT LOCAL BEACHES AT EAST HAMPTON AIRPORT . NO ADDITIONAL COMMENTS MADE AT 4/6/00 MEETING ------------------- AMA AN ETT TAT I N CONSUL T ANT RECOMMENDATIONS . CONSIDER COVERTING THE TWO ENTRANCE/EXIT WAYS AT THE STATION INTO AN ENTRANCE ONLY/EXIT ONL Y DRIVEWAY TO SIMPLIFY TRAFFIC MOVEMENTS PROVIDE A TICKET VENDING MACHINE PROVIDE RESTROOMS FOR WAITING PASSENGERS PROVIDE DESIGNATED TAXI AND BUS WAITING AREAS IN THE PARKING LOT CONSIDER CONVERTING THE UNUSED FREIGHT BUILDING INTO A FACILITY WITH STATION AMENITIES FOR W AITING PASSENGERS INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION WITHIN THE VILLAGE ALONG LOCAL THOROUGHFARES AND INTERSECTIONS ATNAPEAGUE STATE PARK AND HITHER HILLS STATE PARK AT LOCAL BUS STOPS AT LOCAL BEACHES . . . . . NO ADDITIONAL RECOMMENDATIONS MADE AT 4/6/00 MEETING ------------------- M NTA K TAT I N ./ CONSULTANT RECOMMENDATIONS PARKING LOT IMPROVEMENTS . REPA VE THE PARKING AREA TO FLATTEN AND FILL POTHOLES . STRIPE LOT IN ORDER TO CREATE PARKING STALLS . PA VE AND RESTRIPE THE GRAVEL AREA IN THE WESTERN END OF THE STATION LOT IF ADDITIONAL PARKING/DROP OFF AREA IS NEEDED . PROVIDE DESIGNATED HANDICAPPED PARKING SPACES . PROVIDE DESIGNATED TAXI AND BUS WAITING AREAS . PROVIDE ADDITIONAL AMENTITIES TO WAITING PASSENGERS PROVIDE A SHELTER ON THE PLATFORM TO PROTECT PASSENGERS FROM THE ELEMENTS PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION THROUGHOUT THE VILLAGE AT LOCAL BUS STOPS ALONG LOCAL THOROUGHFARES AND INTERSECTIONS AT LOCAL BEACHES AT MONTAUK LIGHTHOUSE AT MONTAUK STATE PARK AND MONTAUK DOWNS STATE PARK . . . . PROVIDE A TICKET VENDING MACHINE PROVIDE ADDITIONAL LANDSCAPING . NO ADDITIONAL COMMENTS MADE AT 4/6/00 MEETING NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- RIVERHEAD TAT I N CONSULT ANT RECOMMENDATIONS . PROVIDE ADDITIONAL STATION PARKING CLOSED STATION BUILDING HAS A RUN DOWN/ABANDONED APPEARANCE. RESTORATION OF THE STATION BUILIDING IS EXPECTED TO BEGIN SHORTLY INST ALL TRAILBLAZER SIGNS DIRECTING CUSTOMERS BETWEEN THE STATION AND COURT HOUSE COMPLEX ./ WITHIN LOCAL DOWNTOWN AREAS ./ ALONG LOCAL THOROUGHFARES AND INTERSECTIONS ./ NEAR TOURIST ATTRACTIONS SUCH AS: ./ SPLlSH SPLASH ./ TANGER OUTLET CENTER ./ AT LOCAL PARK FACILITIES . . . DIRECTIONAL SIGNS AND/OR MAPS SHOULD BE PROVIDED TO DIRECT PASSENGERS TO THE BUS ST AGING AREAS CREATION OF A TRANPORTATION HUB AROUND THE RESTORED STATION IN ORDER TO PROVIDE EASY ACCESS TO LOCAL ATTRACTIONS AND SERVICES SUCH AS: EIGHT NEW COUNTY COURTHOUSES AQUARlUM PECONIC PADDLEBOA T . . OTHER RECOMMENDATIONS MADE AT 4/6/00 MEETING ACCESSIBLE AND ATTRACTIVE BUS SHELTER NEEDED FOR PUBLIC BUS (COMMUNITY FUNDS) CONNECTIONS TO OLD GRUMMAN SITE . NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED ------------------- ATTIT K TAT I N CONSULTANT RECOMMENDATIONS . PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS PROVIDE ADDITIONAL PAY PHONES THAT ARE SHELTERED FROM THE ELEMENTS PROVIDE A TICKET VENDING MACHINE INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION . WITHIN THE VILLAGE . ALONG LOCAL THROROUGHFARES AND INTERSECTIONS . AT MA TTITUCK AIRPORT . . . . PROVIDE BETTER SIGNAGE DIRECTING PASSENGERS TO BUS STOPS ALONG ROUTE 25 NO ADDITIONAL COMMENTS MADE AT 4/6/00 MEETING ------------------- TH LD TAT I N CONSULTANT RECOMMENDATIONS . PROVIDE ADDITIONAL SEATING FOR WAITING PASSENGERS PROVIDE ADDITIONAL PAY PHONES THAT ARE SHELTERED FROM THE ELEMENTS PROVIDE A TICKET VENDING MACHINE INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION . WITHIN THE VILLAGE . ALONG LOCAL THOROUGHFARES AND INTERSECTIONS . AT LOCAL BUS STOPS . . . . REPAVE AND STRIPE THE PARKING AREA IMMEDIATELY SOUTH OF THE TRAIN TRACKS FOR A POTENTIAL 50-60 CAR PARKING LOT PROVIDE BETTER ILLUMINATION OF EXISTING PARKING AREAS INST ALL A NEIGHBORHOOD MAP DIRECTING PASSENGERS TO BUS STOPS ALONG ROUTE 25 . . NO ADDITIONAL RECOMMENDATIONS MADE AT 4/6/00 MEETING ------------------- NP TAT I CONSUL T ANT RECOMMENDATIONS PAVE AND STRIPE GRAVEL AREA FOR PARKING IMMEDIA TEL Y NORTH OF THE TRAIN TRACKS PROVIDE SEATING AREAS WITH SHELTER FOR WAITING PASSENGERS PROVIDE RESTROOM FACILITIES PROVIDE A DESIGNATED W ALKW A Y FROM TRACKS TO PARKING AREAS PROVIDE ADDITIONAL LIGHTING TO ILLUMINATE THE EXISTING PARKING AREAS PROVIDE ADDITIONAL PAY PHONES PROVIDE A TICKET VENDING MACHINE INSTALL TRAILBLAZER SIGNS TO DIRECT CUSTOMERS TO THE STATION THROUGHOUT THE VILLAGE AT LOCAL BUS STOPS AT ORIENT BEACH STATE PARK AT THE ORIENT FERRY ./ . . . . . . . ADDITIONAL COMMENTS MADE AT 4/6/00 MEETING . CORRECT CURRENT LIRR STATION MAP TO LOCATE: THE CORRECT FERRY SERVICE PIER THE MARITIME MUSEUM NOTE: CHECKED ITEMS HAVE ALREADY BEEN DESIGNED I I I I I I I I I I I I I I I I I I I Chapter 6: Transportation Issues 6.0 TRANSPORTATION ISSUES 6.1 LIRR CAPACITY AND CROWDING For the most part, LIRR peak hour trains operate at or near capacity throughout the year. During the peak summer season this situation becomes exacerbated (depending on weather conditions) as the eastbound trains from Penn Station to the East End of Long Island become crowded, particularly on Friday afternoons. [It should be noted that overall commuter rider- ship declines in the summer due to vacations and extended weekends]. Field observations performed on the July 4, 1999 weekend (an atypical weekend) revealed that the trains were crowded to the point that passengers were forced to stand or sit on the train floor for much of the entire 3-hour trip. There are several significant limitations that constrain existing LIRR service to the East End. Specifically, the Main Line between Ronkonkoma and Greenport and the Montauk Branch between Speonk and Montauk consist of a single track with no signal "system" per se. New signal systems or additional sidings would be needed to support more frequent train service during peak travel periods. Yet, there may be some opportunities for LIRR to provide additional service to accommodate peak demands in the peak season, al- though not within the peak of the peak period. Mentioned earlier, additional demands and constraints are placed on East End service due to weather factors that require all track mainte- nance work be performed in the spring and summer months. 6.2 INTERMODAL CONNECTIVITY A major disconnect exists between East End LIRR train stations and local transportation pro- viders-i.e., LIRR and local bus schedules and services are not complementary. A visitor to the East End who rides the LIRR would find it difficult to travel anywhere without a car once they arrive at an LIRR station. This is particularly discouraging being that the East End of Long Island is a major tourist destination attracting thousands of visitors each year. The bus stops are generally not located adjacent to the stations. Even where bus stops are near sta- tions, bus arrival times do not correspond to train arrival times. Since buses are better able to adjust their schedules to LIRR schedules, bus service should be flexible enough to adjust or frequent enough to reduce LIRR-to-bus transfer delays. There is a need to better integrate lo- cal connections between rail, bus, and ferry modes to meet the needs of both residents and tourists. 6.3 TRAFFIC CONGESTION Traffic congestion on the East End in the summer months has a significant impact on the area's existing roadway network. During peak summer travel periods, it is evident that this roadway net work can not accommodate the additional traffic demands placed upon it by East End visitors and seasonal residents. In addition to the strong seasonal demand, daily varia- tions in traffic volumes also occur during the peak summer months. Typically, the eastbound 6-1 I Long Island Rail Road East End Transportation Study I movement to the East End begins on Thursdays and continues through Friday and Saturday. The majority of the westbound or outbound trips from the East End occur on Sundays during the 3 to 8 PM time period. There is limited opportunity to increase the capacity of the East End's existing roadway network, particulary along Montauk HighwaylRoute 27 between Southampton and Montauk. I I 6.4 INTERHAMLET MOBILITY I Interhamlet travel is a necessity on the East End to meet the needs of local residents and/or visitors, especially those who make frequent trips between these villageslhamlets. Inter-ham- let travel occurs frequently since each village or hamlet provides a unique setting and offers distinct characteristics. For instance, basic services and amenities (e.g., grocery stores) may not be available in all hamlets. Although there are several bus operators serving the East End (Suffolk County Transit, Hampton Jitney, Sunrise Express), none provide the comprehensive service needed to enhance mobility between the villages, thus fostering extreme reliance on autos for these trips, resulting in persistent summertime congestion. I I Although Hampton Jitney and Sunrise Express provide passenger pick-up service between hamlets, they do not provide interhamlet service (i.e., they do not drop off westbound passen- gers between hamlets or pick-up eastbound passengers between hamlets). Their primary func- tion is to provide daily coach passenger service between the East End of Long Island and New York City. Suffolk County Transit, which provides passenger service to the entire County, serves the East End of Long Island with II distinct bus routes. However, Suffolk County Transit does not provide Sunday service, has frequencies of service of one to two hours on most East End bus routes, and does not provide direct bus service to the East End LIRR stations. I I I I 6.5 LIRR ST A nON SERVICES Even though several LIRR stations have been upgraded, services provided at stations are limited. Buildings are accessible from 6:00 AM to 2:00 PM daily. Restrooms and information services are available only during this time period. There are no retail uses available at the stations to ac commodate LIRR patrons waiting for their trains to arrive, with the exception of Speonk. Additional telephone service is also needed. During the summer months, the stations at East Hampton, Southampton, and Westhampton have LIRR ticket agents who are present on Sundays and Mondays. I I I 6.6 UNSERVED EAST END GENERATORS I There are many major activity generators on the East End that are poorly served by public transportation or connections with LIRR stations. For example, there is no connecting bus service to area beaches, one of the East End's major tourist destinations. There is no con- necting bus service between the LIRR Montauk Station and the Montauk Point Lighthouse and nearby parks. The S94 serves Montauk Village and the Montauk Point Lighthouse during the summer months, The Tanger Outlet Center, Riverhead-whose busiest days are Saturdays and Sundays-receives no bus service from Suffolk County Transit on Sundays. The same holds true for Splish Splash Water Park, also located in Riverhead. Additionally, summer hours for many events and activities extend beyond the hours of operation accommodated by local transportation. I I I 6.2 I I I I I I I I I I I I I I I I I I I I Chapter 6: Transportation Issues 6.7 GROWING DEMAND Based on population projections, the East End is expected to grow by 19.9 percent, or 23,202 persons by the year 2020. Additionally, the number of jobs in Suffolk County is projected to increase by 32.4 percent between 2005 and 2020, while the civilian labor force is projected to increase by 41.2 percent by the year 2020. As the East End continues to grow and develop, there will be increased demands placed upon the area's existing highway network. It is this highway network that is primarily responsible for transporting East End residents and visitors to employment sites, schools, shopping, and other major destinations. As employment grows and as the East End roadway network struggles with existing traffic congestion, not to men- tion the increased demands placed upon it in the peak summer months, there will be a pressing need to provide a more comprehensive, better-integrated public transportation sys- tem that can provide improved transportation to these traffic generators. 6-3 I I I I Chapter 7: Transportation Recommendations I 7.0 TRANSPORTATION RECOMMENDATIONS I I In an effort to establish a broad picture of the demand for new and additional transportation services on the East End of Long Island, it has become evident that the only way to alleviate traffic congestion in this area is to develop a fully integrated transportation system that pro- vides seamless connections between modes of transportation. With this in mind, the purpose of this chapter is to provide broad-based recommendations that will improve the entire East End transportation system. It is important to note that these recommendations must be ap- proached in a comprehensive manner with cooperation from state and county agencies, municipalities, public and private transit operators, community groups, the local business community, transportation management organizations, and local residents. As such, it can be safely established that all transportation solutions on the East End do not fall within the juris- diction of the L1RR or anyone entity. Many of these recommendations would require approval and implementation by one or more of these above-noted entities. I I I Improvements selected from this list for implementation should be considered based on the relative patronage of all the L1RR stations, with the most heavily used stations getting priority funding; however, there are several improvements that may not entail significant cost outlays that could be applied to the smaller, less utilized stations. Station-specific recommendations are provided in Appendix F. I I 7.1 TRANSPORTATION IMPROVEMENTS 7.1.1 NEAR-TERM IMPROVEMENTS I I The potential transportation improvements that could be implemented in the near-term are de- fined as those implementable within the next I to 3 years. A. TRANSIT INFORMATION I . The New York State Department of TransportatIOn (NYSDOT) should provide trailblazer signs (with directional arrows) directing customers to the individual L1RR stations. Based on field observations at each of the stations and adjacent areas, there are currently no trailblazer signs directing people to the East End train stations. These signs should be posted within East End villages, along major roadways, from local bus stops. and from major destmation areas. This will require cooperallon with Suffolk County Department of Public Works, local ordinances, Suffolk County Transit, private bus operators, and local villages and towns. Trailblazer signs could also be provided to guide bicyclists between local bike trails/paths and the train stations. . Local chambers of commerce, in cooperation WIth the L1RR, should provide area infor- mation at East End L1RR stations, includmg local destinatIOn maps that show places of mterest, lodging, restaurants, retail shops, recreation, and other services. This would help passengers reach their destination, particularly those who are not familiar With the area. A I I I I 7.1 I Long Island Rail Road East End Transportation Study I customer mformation center or kiosk is the best way to display this information. Information can also be posted on the Chamber of Commerce and the URR web sites. . The URR should continue to up-date station information boards with the latest schedules, maps, and fare information. Together with the community, they should also include a street map identifying where the station is located in relation to the community, as well as other pertinent transit and travel directory information. LIRR information should also be made available for use in such settings as village/community bulletin boards, local weekly newspapers, supermarket bulletin boards, and at other major gathering places. . Where feasible, street locations should be provided on L1RR maps to help passengers locate the stations. Visible and comprehensible train information could also be provided at Penn Station, Flatbush Avenue, and other stations for East End bound passengers, to help those who are required to transfer to another train (e.g., at Jamaica, Babylon, and Ronkonkoma) to facilitate these transfers during busy travel periods. Convenient, marked transfer/staging areas for taxis and buses should also be provided at the East End stations. I I I I I B. INTERCONNECTING SER VICE I . Suffolk County Transit should evaluate other markets including the tourist market to better meet the needs of local reSidents and visitors. They should consider extending their hours of service (i.e., late night service), providing Sunday service, increasing frequency of service, improving coordination with other modes of transportation, and providing new bus routes, where appropriate. These new routes may be served by smaller sized vehicles depending upon ridership demand and destinations served. In the event that bus routes are extended to these stations in the future, it is recommended that bus shelters be provided, especially if there are no other weather-protected areas. A current list of taxi company telephone numbers should also be posted at all stations. . The County and local municipalities should establish interhamlet bus shuttle service and demand responsive services (i.e., dial-a-ride) to meet the special needs of local residents and visitors by providing linkages from LIRR stations to local destinations. The Village of East Hampton has received past funding from the NYSDOT to operate local bus shuttle service during the peak summer months. This demonstration project, which was funded for two consecutive years, was considered extremely successful in alleviating local traffic congestion. Shuttle service will once again be provided in the Summer of 2000, but Will be funded by the Village of East Hampton. Local municipalities should continue to seek funding for new and/or expanded public transportation services (e.g., new shuttle services) that provide alternatives to single occupancy vehicles. . Local lodging establishments should be encouraged to provide shuttle service to and from local train stations and major area destinations. . The County and local municipalities should encourage waterborne transportation ser- vices. One imtiative that is currently being considered IS the proposed establishment of a ferryboat service between Sag Harbor and Greenport in the Spring of2001. South Ferry, Inc. would provide passenger-only ferry service from each village on a daily basis with some evening "Restaurant Cruises" whereby people would be ferried to various waterside restaurants in Sag Harbor, Greenport, and Shelter Island. In addition, two 15-passenger vans would be provided to transport passengers from the Cross Sound Ferry in Orient Point to Greenport and back, and between points on the South Fork to Sag Harbor's Long I I I I I I I I I I 7-2 I I I Chapter 7: Transportation Recommendations I I Wharf and the passenger ferry. It IS anllclpated that the proposed vans would help allevIate local traffic congestion. The deployment of such servIce currently depends on support from the Greenport, Sag Harbor, and Shelter Island officials; Suffolk County; and Federal funding. I C CUSTOMER CONVENIENCES I . To the extent practicable, LIRR station waiting rooms should be kept open during ex- tended Friday to Sunday peak travel periods in the summer months, as well as on Mon- days of summer holiday weekends. More seating should also be considered at all stations. Some stations, such as Montauk, have only a windbreak with no seating available; other stations have platform shelters with limited seating capacity (i.e., one bench with seating capacity for three people). . Additional public pay phones should be provided at all East End stations. The LIRR should ask the telephone company to install additional phones based on the patronage. All East End LIRR stations have at least one public pay phone, most have two. During peak times, such as the arrival of the "Cannon Ball" on summer Fridays, people line up to use the limited number of pay phones. Phones should be sheltered from the elements, where possible. . A human presence during hours of heavy station usage should be provided at the LIRR stations to provide a greater sense of security and convenience to waiting passengers, es- pecially during extended Friday to Sunday peak travel periods in the summer months, as well as on Mondays of summer holiday weekends. This could be accomplished by leasing the station buildings to various vendors for the following year-round uses: cham- ber of commerce, tourist information center, bicycle vender, museum, art gallery, limited retail, and a convenience food establishment. I I I I I I . Consideration should also be given to expanding LIRR service to the East End by lengthening or increasing the frequency of the existing trains serving the East End during the peak summer months. The LIRR has accepted delivery of a new fleet of 134 bi-Ievel railcars. These cars provide a modest increase in capacity over the older push-pull railcars they replace (approximately 144 seats in a bi-Ievel railcar versus about 118 seats in the old push-pull railcars), but with a 2 by 2 seating configuration, they provide greater cus- tomer comfort. As indicated in Chapter 4, "Existing Conditions," the LIRR will be implementing service improvements on the Montauk Branch in the Summer of 2000. . Concurrent with the delivery of a new fleet of bi-Ievel railcars, the LIRR is also takmg delivery of a fleet of 23 dual-mode locomotives which will be used to propel the bi-Ievel railcars. Dual-mode locomotives enable the LIRR to provide (for the first time in decades) a one-seat ride between Penn Station and the East End. Dual-mode operates off the electric third rail departmg Penn Station; then, past the East River Tunnels, they operate as traditional diesel locomotives. The ability to proVIde a one-seat ride on se- lected trains to the East End will permit the LIRR to offer more competitive travel tImes and a more convenient servIce against existing competitors-the automobile and the bus. . Seasonal tourist traffic would benefit from the installation of bicycle lockers at some of the stations: Montauk, East Hampton, Southampton, Bridgchampton, Amagansett. In using this approach, weekend residents may alleviate the need for long term parking as they return to their destination. Similarly, westbound commuters can access trams without ridesharing or parkmg a single occupant vehicle for extended periods. Excessive I I I I I I I 7-3 Long Island Rail Road East End Transportation Study crowding on trains precludes the storage of bicycles on the train during busy summer peaks. North Fork/Shelter [sland LIRR customers may also benefit from bike lockers at Greenport as it may displace the need to access the North Ferry with a vehicle for some Shelter [slanders and increase travel options for North Fork railroad customers. See Appendix G for the LIRR Bicycle Permit Regulations. D. LAND USE IMPROVEMENTS . The County and local municipalities should support Transit Oriented Development (TOD) atloca[ train stations. The TOD concept incorporates a mixture of land uses in the vicinity of existing bus or train stations in a well planned, aesthetically pleasing and pe- destrian friendly environment. This measure would not only allow for a more efficient use of the existing transportation network, but would help transform many of the East End stations into hubs of new activity. [n order to progress this new concept, it will be in- cumbent upon the local municipalities to evaluate their zoning codes to ensure that mixed use development is permitted in and around area train stations, and if necessary, amend their regulations to allow such development. . NYSDOT is developing a multi-use trail in cooperation with the Town of East Hampton adjacent to the LIRR on town property. NYSDOT will consider installation of sidewalk where generators exist along state highways when a community is willing to maintain it. . The County, towns, and villages should encourage transit and pedestrian friendly design in their review of local site plan development proposals. . The New York State Department of Transportation (NYSDOT) and the County and local municipalities should consider the installation of bicycle and pedestrian lanes in all future road improvement projects. Abandoned railroad rights-of-way, where applicable, should also be converted to bike/pedestrian pathways. . The County and NYSDOT should consider the establishment of park and ride lots west of the Hamptons. E. EDUCA TION AND PROMOTION OF SER VICES . The local chambers of commerce and municipal planning departments should educate local residents and merchants as to the advantages of using alternative means of transportation. . Local transportation operators should advertise and promote their transit services and special excursions through use of public service announcements, newsletters, government access cable channels, postings at major employment sites, libraries, high schools, col- leges, and train stations. 7.1.2 MEDIUM-TERM IMPROVEMENTS The potential transportation improvements that could be implemented in the medium- term are defined as those that could be achieved within the next 3 to 5 years. . The LIRR should provide a public address announcement to include "next train" and other pertinent information at East End stations to advise waltmg passengers of the status of their expected train. 7-4 -------- I I I I I I I I I I I I I I I I I I I ---- I I I I I I I I I I I I I I I I I I I Chapter 7: Transportation Recommendations . The LIRR should continue to simplify the special Hamptons/Montauk timetables, par- ticularly for those who do not nde the LIRR on a regular basis. It could include brief East End data In branch line and pocket timetables. It may also be possible to separate the present Montauk schedule into two schedules, one for service from the City Terminal Zone statIOns to Speonk which is the commuter segment of this schedule, and one that in- cludes the City Terminal Zone statIOns, Babylon, Patchogue, Speonk and then West- hampton through Montauk, which are the Hamptons segment of this schedule. Station timetables could be simplified to provide a schedule that clearly depicts weekend service. . The LlRR should continue to evaluate operating addlltonal train service on summer Fri- day afternoons. This depends on the availability of operational slots from Penn Station to Patchogue and the availability of unassigned locomotives and coaches. A potential new train could be operated to the South Fork, departing Penn Station at a time between 2:00- 4:00 PM and arriving at Montauk between 4:30-6:20 PM. The precise schedule for this express train will be subject to availability of operational "slots" from Penn Station to Montauk. (Note: The factor that limits the addition of a new train at this time of day is the availability of unassigned locomotives and coaches. Early afternoon is the time of day that trains are being marshaled for the evening peak period (4:00-8:00 PM) at Penn Sta- tion. It would be necessary to allocate two dual-mode locomotives and a suitable number of bi-Ievel coaches for the abbreviated summer peak of one day per week, three months per year. In addition to allocating scarce rolling stock, it will also be necessary to assign a crew ofa minimum of three operating personnel.) 7.1.3 LONG-TERM IMPROVEMENTS Earlier, this report discussed the physical limitations that affect LIRR operations. The capacity of the existing railroad infrastructure constrains the type, reliability, and frequency of the train service that LIRR is currently capable of delivering. The following discussion outlines some of the major capital improvements necessary to expand the capacity of the in- frastructure to the degree necessary to introduce safe, rapid, frequent, and reliable rail transportatIOn. . New Signal System: In order to safely Introduce more frequent bi-dlrectional train service to the East End, it will be necessary to introduce a reliable system of signals and interlocking controls. This system would consist of both trackside Signaling equipment as well as railcar-borne signaling equipment to control train movement. Such a system will greatly automate much of the current manual tracking of trains and their locations, and eliminate the current time.consuming method of calling In for track clearance, enabling more frequent train operations. . Remote-control Switches: To fully realize the benefits of a new Signaling system, the existing manual system of hand-thrown switches to enter sidings must be modernized by installing remotely controlled, motorized switches at the passing side locations. The combinatIOn of thc track Signaling, interlocking and siding mcchanlcal switch machines would then be controlled by an operator at a centralized locatIOn. . Communication Based Train Control (CBTC):The LIRR is currently conducting initial studies for a new centralized train control system (to be controlled from Jamaica) and for the feasibility of utilizing CBTC for the entire L1RR system. CBTC IS a relatively new concept for commuter railroads, but it offers the prospect for an expedited signal installation when compared With traditIOnal forms of railroad Signaling systems. The 7-5 I Long Island Rail Road East End Transportation Study I combination of centralized train control and CBTC will replace the existing "dark" territory serving the East End. I This is a long-term project. It will be several years before both concepts are proven to be feasible. Thereafter, the system must be designed, installed and tested before it enters ser- vice. We assume, however, that eventually both concepts will be found feasible and that capital funding for engineering design, equipment procurement, and construction will be granted. Given the probable procurement of centralized train control and CBTC, it is not economically reasonable to acquire and install a traditional signal system to control the segments of the Main Line and Montauk Branch that serve the East End. . New Types of Rolling Stock; There are at least two types of railcars that the LlRR could procure to provide additional rail service to the East End. These are; conventional trainsets consisting of bi-level railcar and locomotives; or self-propelled diesel multiple- unit (DMU) railcars. However, recent designs of DMUs have not been manufactured to Federal Railroad Administration (FRA) standards. I I I I In either case, to increase train frequencies, it might be necessary to acquire an additional number of railcars and locomotives. The concept of DMUs enjoys widespread acceptance in the United Kingdom, Europe, and Asia. Some manufacturers of DMUs are in the pro- cess of revising car body designs to meet the more stringent crash-worthiness require- ments of the Federal Railroad Administration (FRA). It is not known when these revised and FRA-compliant designs will become available. I I Another class of vehicle sometimes mentioned for inter-hamlet service on the East End is the electrically propelled Light Rail Vehicle (LRV). Somewhat analogous to a trolley car, the LRV is considered by the FRA to be incompatible with shared operation with conven tional (heavy) passenger and freight trains. This liability, along with the need to supply a system to deliver traction power (either via overhead wire or third rail) and associated sub station switchgear, precludes this type of railcar for further consideration on the LlRR. It should be noted that in Europe, LRVs do in fact safely share the same tracks as main line trains; the difference is that their regulatory agencies do not preclude intermingling LRVs and heavy railcars, as does the FRA. . Parking Facilities; The parking lots located at LlRR stations vary in size and capacity but are consistent with the current commuter traffic demand. During the summer at certain East End stations, because parking supply is limited in the local communities, many LlRR station parking facilities are continuously occupied by vacationers staying in the several hamlets, but who do not use the LlRR. I I I I I In spite of the current adequacy of parking spaces, the introduction of more frequent rail service for inter-hamlet travel could introduce a need for many more spaces. The pro- vision of additional parking spaces requires purchasing additional parcels of land-an ex- pensive proposition. . LlRR Service into Grand Central; Another long-term service initiative is the LlRR's ID- tention to serve Grand Central Terminal, which is a convenient origin point for many East End customers. A substantial portion of the LlRR's current customers work in offi- ces which are closer to Grand Central than to Penn Station, which IS comparatively dis- tant. Thus, the prospect of train service from Grand Central to East End destinations could be an attractive marketing or selling point towards enticing more East End travelers to use the L1RR. I I I I 7-6 I I I Chapter 7: Transportalion Recommendations I The aforementioned capital improvements should mcrementally enable the LlRR to mitigate many of the operating constraints, which limit their ability to deliver more frequent service to the East End. Taken collectively, these capital improvements will help transform the eastern half of the LlRR infrastructure to the more modem standards of the western half of the railroad. I I I I I I I I I I I I I I I I 7-7 I I I I I I I I I I I I I I I I I I I Chapter 8: Bibliography The following is a list of references cited for the preparation of the Long Island Rail Road East End Transportation Study: 1999 North Fork Directory, Members of the North Fork Promotion Council, Inc. Blueprint for Our Future, The East End Economic & Environmental Task Force of Long Island, New York, 1994. East Side Access, Preliminary Draft Environmental Impact Statement, December 1999, United States Department of Transportation Federal Transit Administration, Metropolitan Transportation Authority. ENR Engineering News-Record, February 14,2000. Hamptons to Montauk Travel Guide, Island-metro Publications, Inc., 1999. I Love New York, Long Island Travel Guide, Long Island Convention and Visitors Bureau, 2000. Journey To Work To Major Employment Centers, Nassau-Suffolk SMSA, October 1984, Long Island Regional Planning Board. Journey to Work to Major Employment Centers-I 984. Journey To Work, Executive Summary, March 1995, Long Island Regional Planning Board. Kelly, Tom; Schwartz, Lisa, Memo dated November 10, 1999 MTA Chairman Announces Horn Modification On New LIRR Locomotives. LIRR East Side Access Project, Draft Environmental Impact Statement, Draft Ridership Forecasting Results Report, July 13, 1999, Submitted by KPMG LLP, MTA Long Island Rail Road, Version l.l LIRR Riverhead Station Restoration design drawings. Long Island Population Survey 1999, Long Island Power Authority. Long Island Rail Road Station-Based Passenger Counts, Spring 1998, Prepared by: Macro International, Inc. Long Island Rail Road, Fall 1998 RIdership, Published by Customer Quality & Service Planning Department. Long Island Regional Planing Board. 8-1 8-2 I I I I I I I I I I I I I I I I I I I Long Island Rail Road Easl End Transportalion Study MarketFacts, Long Island Business News, Our 33rd annual almanac of life on Long Island, Sponsored by Nassau County Industrial Development Agency, 1999. Newsday's Long Island Fun Book '99. NYMTC TMDI Technical Memorandum 7.1 (1970-1990). Peconic Community Council, Inc. Transportation Resource Guide. Riverhead Transportation Element Site Plan, August 1999. Seaview Trails of the North Fork: Southold Town's Alternative Transportation Initiative, A Trail System including Bicycle and Kayak Routes, and Walking Trails, The Southold Town Transportation Committee, August 10, 1995. Site and Parking Improvements for East End Stations (from LIRR). Suffolk County-Detail of the Population of the Villages and Communities of Suffolk County. Town of East Hampton Comprehensive Plan, 1984. Town of East Hampton Comprehensive Plan, Transportation Element, August 1997. Town of Riverhead Master Plan, 1973. Town of Southampton Comprehensive Plan Update (3 volumes), 1997. Transportation Action Strategy for 1998, The East End Transportation Council, March 1998. U.S. Bureau of Census, 1990 Census of Population and Housing. Updated census and demographic data and short report on East End summer and year-round residents from Suffolk County Planning Department, 1998. Urbanomics (1995-2020). Village of Southampton Master Plan, 1970. Village of Southampton, Surveys and Analyses, Part I, 1970. I I I I I I I I I I I I I I I I I I I APPENDIX A RELEVANT STUDIES · Town of East Hampton Comprehensive Plan- Transportation Element (1997) · Town of River head Master Plan (1973) · Analysis of the Opportunity for the Revitalization of the Main Street Corridor Riverhead, New York, April 26, 1993 · Shelter Island Comprehensive Plan, January 13, 1994 · Final Generic Environmental Impact Statement: Shelter Island Comprehensive Plan February 8, 1994 · Town of Southampton Comprehensive Plan Update ( 1997) · The Southampton Tomorrow Comprehensive Plan Update Implementation Stategies (1999) · Seaview Trails of the North Fork: Southold Town's Alternative Transportation Initiative, A Trail System Including Bicycle and Kayak Routes, and Walking Trails, August 10, 1995 · Long Island Rail Road Studies · Long Island Bus Study · Long Island Regional Planning Board · Long Island Transportation Plan 2000 · Blueprint for Our Future (1994) I I I I Appendix A: Relevant Studies I TOWN OF EAST HAMPTON COMPREHENSIVE PLAN TRANSPORTA TION ELEMENT (/997) I In June 1997, LK. McLean Associates, P.c. prepared an update of the transportation element of the 1966 Comprehensive Plan for the Town of East Hampton. The Town has experienced significant growth m year round population and tourism, particularly during the summer season. This element addresses mobility deficiencies and potential solutions, rail and bus transportation, i.e., Suffolk County Transit and Hampton Jitney, and other modes of travel and regional considerations. I I Also discussed were the Long Island Rail Road servIce improvements to New York City; LIRR system constraints, e.g., East River track capacity; the East Side Access project; and dual mode trains. Shuttle-type service between South Fork stations, especially during sum- mer, and shuttle bus service to public beach facilities and downtown shopping districts from satellite parking sites are also examined. I I According to this plan, improvements to intermodal coordination should include existing and potential service from other modes of travel, i.e., bus (public and private); includmg shuttles (linking station and business districts); taxi; car (parking and drop-off); bicycle; and pedestrian. I I The following actions were recommended in this element: . Improve mobility for all Town residents and tourists; . Reduce congestion during summer season; . Reduce demand for parking in downtown areas and at public beaches; . Provide existing senior citizen transportation program for long term residents, i.c., Town residents; . Provide shuttle bus service to public beaches and shoppmg districts from satellite parking areas (schools, firehouses, libraries, etc.); . Provide feedcr buses to transport to and from railroad station, especIally during summer season; I I I I . ProvIde shuttle buses for guests to and from motels, restaurants, shopping areas and transfer points to Imk up with other modes of transport (SC Transit, LIRR); . Develop Town marketing/feasibility study to assIst m Town wIde Transit Development Program (TOP); I . Identify potential transit users and types of service that will be most effective in meetmg specific needs; . IdentIfy type, size, number of vehicles needed for each type of service; I I A-I I Long Island Rail Road East End Transportation Study I . Determine annual operating cost associated with service element and evaluate operating alternatives, Town operated vs. privately operated bus service; . Identify potential revenue and funding sources, including formation of Transport Im- provement Districts (TID's) whereby businesses which directly benefit from transit ser- vices help subsidize them through property tax base; . Analyze existing LIRR, bus, and new transit service as an alternative to car; . Evaluate East Hampton railroad station, with semi-commuter parking where people park during the week, take the train out, and use their cars on the weekend; . Provide shuttle-type service between the various South Fork railroad stations, particulary during the summer season; . Provide frequent intra-South Fork rail service since the LIRR stations are within commer- cial districts and other areas of interest; . The revised LIRR bike policy should incorporate means to facilitate transportation of bicycles on rail cars. As bi-Ievel coaches are in operation, scheduling improvements should be made; I I I I I I . Improve intermodal coordination with bus, including "shuttle" service linking rail sta- tions and business districts; taxi; automobile; bicycle; and pedestrian traffic; and . Provide amenities at the railroad stations, including waiting areas, restrooms, newspaper stands, and snack facilities. I The transportation element also discusses journey to work census data for the Town and Village. I Town of East Ham ton 80% of Town residents use car, truck or van to .oume to work. 10% car I 6% ublic trans rt bus or rail 4% other 1990 Census Villa e of East Ham ton 68% of residents use car, truck or van to at to work 11%ca I 8% use ublic trans ortation 10% other I I I The report states that, "Route 27 at the Southampton-East Hampton border carries about 29,000 vehicles on an average summer day, which is about 2V, times the traffic on Route 114 at the East Hampton-Village of Sag Harbor line." Also included in this report is a summary of a license plate study performed in the summer on a Saturday morning and Saturday mid-af- ternoon. Approximately 500 license plates of vehicles entering the East Hampton Business District were recorded during the two periods. The New York State Department of Motor Ve- hicles provided names and addresses of the people to whom the vehicles were registered, for those vehicles registered in New York State. I I I The table below compares data collected in 1996 to similar vehicle origin data collected in 1965. Motorist interviews were conducted to obtain the 1965 data. Table A-I indicates a sub- stantial decrease in trips originating within the Village of East Hampton, and increases in trips originatmg in New Jersey, the Westchester Area (Westchester and Rockland Counties), I I A-2 I I I Appendix A: Relevant Studies I and "Other" areas (Upstate New York, New England States, and states south or west of New Jersey). I Table A-I I Ori!!in of Eastbound Vehicles-Route 27 (East Hampton Villa!!e) August 17, 1996 August 17, 1996 AM Count PM Count Trip Origins August 14, 1965 (Percent) (Percent) Suffolk County 38.4 34.3% 31.9% New York City (5 boroughs) 24.3 20.2 21.3 Village of East Hampton 16.3 4.8 4.0 Nassau County 13.2 10.3 12.7 New Jersev 3.9 8.0 9.2 Westchester Area 2.6 6.5 6.9 Other 1.3 15.9 14.0 Total 100.0 66.0 1000 Source: Town of East Hampton Comprehensive Plan Transportation Element, August 1997, L.K McLean Associates P.C. I I I TOWN OF RIVERHEAD MASTER PLAN (1973) I The Town of Riverhead created a master plan wIth the mtentIOn to gUide the town in "orderly grow1h from its present state to full development." It is the goal of the town to improve the highways and therefore the circulatIOn system "especIally around areas of congestion or high safety hazard." Improvements shall also be made to the control of traffic along the edge of major highways. I I The road system that eXISts in the Town of Riverhead is comprised of three systems: an ex- press and secondary highway; a major street and local parkway subsystem; and a major street system inside the urbanized development band. I Local roadways are generally north of the Long Island Expressway (LIE), and are meant to "accentuate the open-space quality of the low density development band," and promote scenic roadsides. The majority of majOr streets and parkways are generally county or town roads. I As for secondary hIghways, the Plan recommends that better control of access, signs, and lighting in non-residential areas be established and that the appearance of roadways be Im- proved. Local and collector strccts will provIde CIrculation within residentIal and non-reSI- dential subdivisIOns. The Plan dIScusses roadway Improvements, proposcd rIghts-of-way, and draInage. It also suggcsts that "serIous conSIderatIOn be gIven to movmg the Long Island Rail Road's public access freIght tracks to a point in the vicimty of Kroemer Avenuc, provided that Kroemer Avenue is clearly available as a Town road. This would improve truck access to the facility and remove unnecessary truck traffic from the Rlverhead Business Center." I I I The Plan also descrIbes the Suffolk County ComprehenSIve BIkeways Plan. ConSIderatIOn will be gIven to subdIviSIOn and zonIng regulations, deSIgn and constructIOn standards In town specIficatIons, and detailed route planning of bicycle paths. I The goals for transportatIOn in the Town of Rlverhead are convemence and safety along with community apparency, protection of the environment, Improved recreation potential, eco- nomIc actiVIty, and general property values. I I A-3 I Long Island Rail Road East End Transportation Study I ANALYSIS OF THE OPPORTUNITY FOR THE REVITALlZA TION OF THE MAIN STREET CORRIDOR RIVERHEAD. NEW YORK. APRIL 26. /993 I This report, prepared by Yeiser, Tkacik & Associates, examines a market analysis of Rlver- head's downtown business district, and the revitalization of the central business distrIct from an economic and retail perspective. According to thIs report, the goals of the Business Im- provement District (BID) are to: upgrade and reorient the focus of the downtown area around the riverfront as its primary asset; encourage new trade in the retail market that IS more closely associated with the tourist economy; and, renovate existing buildings that are cul- turally and historically significant resources. I I The study analyzes the market for sources of both "natural" and "induced" demand. Natural demand refers to the demand for goods and services in downtown Riverhead. Induced de- mand is defined as the development of traffic generators in downtown Riverhead, creating demand for goods and services in the downtown area. I I References are made to historic villages throughout the United States, (e.g., Manteo, North Carolina, and Columbus, Indiana) where main thoroughfares are designated as historic corri- dors. These communities obtained state funding for extensive landscaping and repavmg programs, as well as passed signage ordinances to emphasize the downtown area's history rather than retail or gas station operations. In Riverhead, it is critical to improve and enhance the Route 25 corridor from the Long Island Expressway into the downtown area. I I Traffic generators, according to this plan, include three elements- a physical structure with associated capital investment, an ongoing activity program, and appropriate marketing sup- port. Riverhead's traffic generators are primarily governmental office functions, a few desti- nation retailers (i.e., Swezeys, Sears, and Shanes Marine), the riverfront, and the Peconie River Yacht Basin. The Town IS lackmg, but may not be able to support, significant private office buildings, residences, and hotels. "The commuter rail station...is too far removed from the target area to become a significant traffic generator." I I Also discussed are demographics, attractions, viSItorS, and parking. The report states that em- phasis should be placed on downtown Riverhead and a vehicle's ability to access these roads. Downtown roads were not created with vehicles in mind, therefore the infrastructure needs to be addressed. The report also suggests an improvement to Route 25 in Riverhead that WIll ease traffic from the Long Island Expressway to the downtown area. I I SHELTER ISLAND COMPREHENSIVE PLAN. JANUARY /3, /994 I The Shelter Island Comprehensive Plan addresses, among other environmental issues, trans- portation concerns facing Shelter Island. The Plan, prepared by the Shelter Island Compre- hensive Plan Committee, discusses access to Shelter Island using North or South Femes or private boat, and on-Island circula!lon. The Plan states that bicycling on the Island is a "senous concern." Another concem. accordmg to the Plan, is "support for travel by Islanders without cars. Two taxi companies serve the Island, but no affordable or public transport does so I I Shelter Island's overnight winter population, 2,300, increases to nearly 10,000 persons in the summer, plus approximately 1,000 daily VIsitors. Ferry traffic from 1982 to 1992 is indIcated in Table A-2. I I A-4 I I I Appendi. A: Relevant Studies I I errv t ers Ip Year South Ferrv North Ferrv Total 1982 282,000 380,000 662,000 1992 466,000 464,000 930,000 1982-1992 65% 22% 40% F Table A-2 R'd h' I Specific goals and objectives m the Plan are: . Improve accessibility for those without cars, I.e., semors, youth, hotel, and boat vIsitors; . Improve bicyele and moped safety on the [sland; . Develop aviation polley for the Town, including private landing strip usage, seaplane activity, and helicopter landing places; . Manage development to minimize the need for widening streets, reconstructing intersec- tions, or installing traffic signaling devices; and, . Manage transportation to minimize its intrusion into the Island quality of life (i.e., no all night ferry service, no bridges connecting the Island to the North and/or South Forks, control noise from various transport modes, keep traditional appearance of Shelter [sland in new facilities). I I I I I The Plan highlights actions to implement the transportation demands of Shelter [sland. These include seeking funding to broaden accessibility to and on the [sland; research examples of other islands in similar situations; adopt moped regulations; create an aviation study com- mittee; seek funding for bicycle path study and construction and create bicycle safety task force; conduct traffic studies; revise land use controls; maintain roads consistent with light traffic and rural character of Shelter [sland; and, continue to study ways to reduce waiting time and lines at the North Ferry. I I FINAL GENERIC ENVIRONMENTAL IMPACT STATEMENT: SHELTER ISLAND COM- PREHENSIVE PLAN FEBRUARY 8, /994 I This Plan, prepared by Philip B. Herr & Associates, in association with Sarah James & As- sociates, "examines impacts likely to result from adoption of the proposed Shelter Island Comprehensive Plan." The purpose of this Plan is to address change that is occurring withm the Town of Shelter [sland. A section of this Plan focuses on ways to promote forms of energy conservation. The report gives the following ideas to conserve energy by way of transportation: . Promote use of transport modes supplemental to the individual automobile, including Jitney and bicycle; . Promote bicycle use by Islanders and not only for Islanders and transients; . Revise road specificatIOns to require less energy-intensive road construction standards; and, . Reduce long ferry lines of idling cars. I I I I I I A-5 I Long Island Rail Road East End Transportation Study I TOWN OF SOUTHAMPTON COMPREHENSIVE PLAN UPDATE (/997) I The Town of Southampton Comprehensive Plan Update statcs that the Town rcsldents con- sistently emphasize that public transportation should be the primary way to reduce auto con- gestIOn. The plan suggests two populations should be targeted: first, for trips in and out of town-second-home owners whosc jobs and primary places of resldencc are in NYC; second, for trips within town-people going to and from the beach or bctwecn hamlct, villagcs, and othcr activity centers. "In both instances, public transportatIOn would be emphasizcd in sum- mer, when traffic peaks and thus when driving is most costly in time and frustration." Specific strategics include: . "The Town should enjoin public and private transportation serviccs to provide more fre- quent and better-timed service. Specifically, the LIRR should provide more frequent trains May through November (rather than June through September, as is now the case). Conventional bus service should be eschewed for a more flexible system that allows pickup and drop-off closer to or at home. Taxi and private bus operators should be re- cruited to provide daytime service between the beach and hamlet centers." . "The LIRR, Town, private enterprise, and others should promote intermodal services. For example, buses and private bus operators could include bike racks; and school parking lots could be used for remote parking for the beach, with shuttle bus and routes marked out. In particular, the Town's train stations should be upgraded into low-key transit hubs, featuring bike rentals, public restrooms, Hampton Jitney and bus stops, and in some cases car rentals. The LIRR is about to make a huge investment in ncw railroad stops to ac- commodate a new generation of rail cars; now is the time to build the mini-transit hubs, ideally with landscaping and design standards that harkcn to Southampton's rural and historic charm." I I I I I I I Residents may use their bikes to get to the train statIOn on a sunny day; or may walk to the village to buy goods; or may take a train or bus on a summer Saturday visit to a friend in another village. I I According to this plan, transportation problems on the East End are a direct result of decades of land use development with a primary focus on the private automobile as the principle means of travel. The plan suggests that the Town of Southampton pursue land use poliCies that promote compact development near hamlet centers and rail stations, not commercial and residential sprawl. It is stated that multiple automobile trips for shopping can eventually bc reduced, and residents will be more Inclined to walk and bicycle to shops and services only a few blocks away. I I This plan suggests the Town, LIRR, private bus operations, the County, and the Statc should all be considering strategies to relicve traffic congestion. Therc is thc need and opportumty for Southampton and East Hampton and other eastcrn Suffolk County towns to work in al- liance on these problems. The need for a regional outlook IS also evident in current proposals for regional malls, high-speed ferries, highway bypasses and rcuse of the LIRR tracks for tourist trains. I I Southampton year-round populatIOn IS 46,000 which swells to 130,000 during the summer scason. Likewise, traffic nearly doubles from Winter to summer. The high season which oncc compnsed July and August, now cxtends SiX months from May through October, and many I I A-6 I I I Appendix A: Relevant Studies I weekends dunng the rest of the year. The plan states that congestIOn problems have grown worse, and four types of problems were IdentIfied by Town official's and residents. . Congestion and delays (partJcularly on CR39 and Route 27); . Intersections requiring safety improvements (particularly along CR39 and North Sea/Noyack Roads); . Use of residential streets as bypasses (particularly m Water Mill and Bndgehampton); and I I I . ExcessIve speeds (particularly on Dune Road and North Sea/Noyack Roads). Bicycle and Pedestrian Routes I One of the plan's objectives is to create predictable and continuous bicycle routes-with bike racks and rentals in hamlet centers, beaches, schools, and other attractions-in order to fulfill an expectation of safety, security and convenience. I A major east-west bike route would run roughly parallel the entire length of the LIRR tracks (Called the "South Fork Bike Path"). In most instances, the bike route would consist of bike paths in the railroad rights-of-way or adjacent undeveloped land. In other instances-particu- larly in East Quogue and near the Shinnecock Canal-it would consist of bike lanes on parallel streets. I I The plan suggests bIke racks should be provided at LIRR stations, hamlet and village centers, schools, public parks and facilities, and especially access points to the beach. Bike ameni- ties-not limited to bike racks and signs as in other public plaees-should be focused at rail- roads. The LIRR could seek bike rental concessions, perhaps under one management, allowing bicyclists to leave their bicycle at a different station from where they started (not unlike river canoeists). The LIRR could also provide public restrooms (perhaps with showers) for the comfort of long-distance riders (especially those using the South Fork Bike Path) and day trippers who bicycle to the beach (rather than driving). Note that the LIRR upgraded their trains and stations, and that the new cars and platforms are designed to better accommodate wheelchairs and luggage, and thus also bIcycles. I I I According to this plan, the most heavily used stations are Bridgehampton, Southampton, and Westhampton. I Southampton residents believe that Improved rat! service to NYC offers the best prospect of reducing Southampton's traffic problems and will mcrease the use of trams by the Town's second home owners and visitors. More than y, (59 percent) of Southampton's full-time resi- dents said rail held the best prospect of improving transportation problems, a far highcr % (78 percent) of Southampton's part-lime residents concurred. The groundwork should be laId for the rail system to accommodate year-round weekday use and even local trips. I I Recommendations I The conSIderation of a toll on Route 27 should be updated by the State if and as traffic worsens. I Three goals should be adopted wIth regard to rat! servIce m Southampton: I. Promote use of rat! for tnps to and from NYC. I A-7 I Long Island Rail Road East End Transportalion Study I 2. Promote recreational use of rail for local trips. I 3. Provide rail facilities that contribute to the "town and country" image of Southampton. Wtth regard to promoting NYC ridershtp, the LlRR should consider the following: . Extend "high season" service to May through October; . Increase the number of trains, not just their size. "Part-time" residents and visItors now work in their Southampton home except for a few days a week, or regularly take three- day weekends, or have business colleagues join them in Southampton. More frequent ser- vice is needed to accommodate this greater variety of Iife- and work-styles; . Establish small-scale "park and rail" facilities. Westhampton Airport and Shinnecock Hills near Southampton College are two possible locations. The airport location is of particular interest; . The MT AlLlRR should consider bicycle storage areas, on both conventional and possible summer season shuttle trains: The new trains now being purchased by L1RR will have space for wheelchairs that can also accommodate bicycles; and the raised platforms will allow fast and safe movement on and off trains. Bicyclists could then take the train in connection with a ride to a friend's house, to the beach, or a day's outing; . Provide easy (and permit free) use of trains by bicycle users within Southampton (and perhaps East Hampton too); . Provide summer season "shuttle trains" such as those used at some resorts to transport summer residents and visitors. In time, the service may be used by residents and visitors to get to and from hamlet centers; and . Establish more train stations: Existing stations should be manned by personnel, to the maximum extent practicable. I I I I I I I I THE SOUTHAMPTON TOMORROW COMPREHENSIVE PLAN UPDATE IMPLEMENTA- TION STRATEGIES, TOWN OF SOUTHAMPTON. NEW YORK, MARCH 1999 I The transportation goal of this report is to "create a transportation system that works in tan- dem with land use to preserve a landscape of rural roads with distinct village and hamlet centers. " I I The 10 goals listed in the Plan include: better management of existing roadway infrastructure rather than the creation of new arterials; future traffic planning should acknowledge and in- corporate the use of streets by bicycles and pedestrians; create a bicycle and pedestrian friendly environment, initially for recreational use and ultimately for all purpose use; improve train and long distance bus service, especially to meet summer demand, to Increase ndership and satisfy riders as well; eventually build infrastructure to increase local public transporta- tion (inter-hamletlvtllage service); intermodal service transfers should be seamless (bus/tTain, trainlbicycle, car/train, etc.); vehicular, blcyclistlrollerblader, and pedestrian safety; reduce need for automobtle trIpS to village and hamlet centers, and emphasize pedestnan, not through-traffic; improve scenery along all transportation routes for all modes of travel for Southampton's reSIdents and VIsitors; and finally, collaborate with other agencies to deal with these regional transportation issues. I I I I A-8 I I I Appendix A: Relev.nl Sludies I SEA VIEW TRAILS OF THE NORTH FORK. SOU7HOLD TOWN'S ALTERNATIVE TRANS- PORTA TION INITlA TIVE, A TRAIL SYSTEM INCLUDING BICYCLE AND KA YAK ROUTES, AND WALKING TRAILS. AUGUST 10,1995 I The Southold Town Transportation Committee prepared this document to desCrIbe the imple- mentatIOn goals and benefits of broadening recreatiOnal opportunities within the Town. Pro- posed is an mteractive network of altemalive travel routes and trails for bicyclists, kayakers, and pedestrians. This study also discusses the transportatIon concerns of the North Fork. The local community IS anxious to preserve their rural way of Ii fe while continumg to allow for growth m the local economy. I I An Ad Hoc Transportation Committee (jointly established by the North Fork Planning Confe- rence and the Southold Stewardship Task Forces) developed a Transportation Core Concept which focuses on the following: I I I. Organize a transportation system to facilitate travel to and from wineries, hamlet business centers, marinas, beaches, festivals and special events. Establish with a private vendor a mini-bus system to service the designated transportation hubs: Mattituck, Southold, Greenport, and Orient. I 2. Develop a network of trails linking destinations of local and tourist interest to accommo- date hikers and bicyclists in a safe, envIronmentally friendly way. I 3. Organize a bicycle rental/repair/storage/transport system for private vendor operation and maintenance to make the use of recreational trails a convenient, attractive activity. I 4. Establish a lodgmg booking service at the major transportation hubs, and perhaps in other convenient locations throughout the Town. I 5. Up-grade dissemination of Southold tourist information: on the Cross Sound Ferry, at new visitor booths in New London and Orient, at Town marinas, at Chamber of Com- merce visitor booths, at the Greenport ferry/tram term mal and the other transportatIon hubs. I I This study contams a bicycle survey. Pertinent results are as follows: . Use non-vehicular routes I . VIsitors would return to the North Fork, but would need help finding the railroad . Consider leavmg cars at home and using thc LlRR or the SunrISC Express if all vacatIOn travel needs could be met wIth a transportation network on the North Fork (majorIty of people surveyed) . Use the L1RR to transport bicycles to the North Fork for weekend riding I f approprIate tram-cars and schedules were available (majOrity of people surveyed) I I This study recommends transportation planmng strategies to mitigate traffic congestion on the highway systcm in the Town of Southold, e.g., intermodal services (rail, surface transit, park-and-ride, bicycle/pedestrian, ferry), new/expanded transit services, and a parking management plan, among other suggestions. I I A-9 I Long Island Rail Road East End Transportation Study I This plan also describes goals for the Town of Southold, mcluding: . Maintain the quality of life. . Coordinate transportation plans and programs. . Comply with the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and the Clean Air Act Amendments of 1990 (CAAA). . Manage traffic congestion and public transportation facilities and equipment. . Improve transportation service and efficiency. . Develop Implementable Innovative Transportation Strategies. I I I I LONG ISLAND RAIL ROAD STUDIES I East Side Access Preliminary Draft Environmental Impact Statement. December 1999 According to the East Side Access DEIS, the need for improved transit service is clear. The East Side Access Project would contribute to relief of congested commutation conditions and decreased travel times for commuters to and from Long Island who could benefit from more efficient access to the east side of Manhattan. I The DEIS states the New York Metropolitan Area is the most transit dependent region in the United States. Ac-cording to 1990 Census journey-to-work data, some 2 million people travel to and from work in Manhattan each day, and the great majority arrive by public trans- portation: approximately 58 percent take subways or buses and 13 percent commute by rail from the suburbs. I I LONG ISLAND BUS STUDY I Long Island Bus Study Technical Memorandum Travel Demand by Market (1997-presenl) The New York State Department of Transportation is currently preparing the Long Island Bus Study. This technical memorandum discusses the extent to which existing bus service is meeting the demands of the public, identifies areas that are currently underserved/overserved, and estimates the potential for new services. Bus service is discussed further in another sec- tion of this study. I The report analyzes the travel demand by market using a six step approach. I I I. Analyzed 1990 Census data and previous studies to describe general travel movements on Long Island. I 2. Analyze population, population density, employment, and employment density data by census tract to determine a rationale for idcntifying micro travel markets. I 3. Identify major employment centers and major trip generators to dcnote locations outside each center that should be considered in the travel demand analysis. I 4. Locate map origin of people traveling to each major employment center as well as identi- fying modal use patterns of people travelmg to each center. I A-IO I I I Appendix A: Relevant Studies I 5. Compare orlgm destmatIon pattern of commuters to each employment center to the existmg transit network to deterlmne how mIcro markets arc served by transit. I 6. ProvIde summary assessment of the market potent131 for new or additional services on a macro and mIcro level. I Based on this study, RIverhead is the only major employment center on the eastern end of Long Island. The study indicates that there arc 12,65\ commuters who travcl to the Riverhead employment center each day. Approximately 98.8 percent (12,493) live wIthin Suffolk County. Most of these Suffolk County reSIdents live wIthm the same census tract as the cen- ter itself, and in the areas bordering the tract on the west (Calverton) and south (Flanders). There arc also large census tracts, wIth between 100 and 650 commuters, that are located to the east (Cutehogue, Southold, Greenport, etc.), west (Wadmg RIver, Shoreham), and south (Westhampton, Hampton Bays) of the center. ApproXImately 86.3 percent (10,913) of com- muters traveling to the Riverhead employment center drive alone, 11.2 percent (1,417) car- pool, 0.5 percent (68) take the bus, 0.1 percent (15) take the train, and 1.9 percent (238) use some other fonn of transportation. I I I LONG ISLAND REGIONAL PLANNING BOARD I The Long Island Regional Planning Board conducted two Journey to Work studies. One in 1984 followed by an update in 1995. I Journey To Work (/995) I In 1995, the Long Island Regional Planning Board prepared an update for the Long Island Rail Road to the 1984 Journey To Work report. ThIS five volume document summarizes research perfonned for the MT A Long Island Rail Road (LlRR) concerning Journey-to-work relationships between Nassau-Suffolk and New York City and within Nassau-Suffolk based on 1990 Census data. The census data presented m thIS report refer only to reported Journey- to-work trips made in the week prior to the 1990 Census survey. This study was never fonnally published, but includes Journey to work data for major employment centers on Long Island; commutation from New York CIty to Long Island; and commutation from Long Island to speCIfic areas m Manhattan, e.g., uptown and downtown. I I I Highlights of thIS study melude: . Journey-to-work trips from Nassau-Suffolk to New York CIty . An economic profile of work tfIpS between Long Island and New York City and between New York CIty and Long Island . Industry of employment I I . Occupations I . Pattern of work tfIpS to major employment centers . Mode of travel, travel times, and work trip dIStances I The report IdentIfied m 1990, approxImately 97,205 people from Nassau and 38,472 people from Suffolk commuted to Manhattan, down from 110,317 from Nassau and 35,547 from Suffolk in 1980; 68,213 people from Nassau and 26,605 people from Suffolk commuted to Queens, down from 58,791 and 24,124, respectIvely, m 1980; and approxImately 28,430 I A-II I Long Island Rail Road Easl End Transportation Study I people from Nassau and 9,730 people from Suffolk commuted to Brooklyn, higher than those in 1980,28,487 and 11,641, respectively. The study reports that Nassau-Suffolk residents em- ployed in Manhattan generally travel by rail. Carpooling and public transit utilization for Journey-to-work trips from Nassau-Suffolk to Queens and Brooklyn are underutilized modes of travel, and this and are partly the reason for the eXIsting road congestion during peak morning rush hours. The report suggests widespread carpooling and use of public transit sys- tems could alleVIate some of the congestion. I I Journey To Work (/984) In October 1984, the Long Island Regional Planning Board prepared The Journey to Work to Major Employment Centers, a report that summanzes the highlights of commuting between Nassau-Suffolk and New York City. I I This report describes job growth, industry of employment, and mode of travel to 32 major employment centers--employing more than 10,000 people-throughout Long Island. Also analyzed were the number of commuters to the Midtown Manhattan Central Business Dis- trict, which includes the area from 14th to 59th Streets from the East River to the Hudson River. Commutation from Nassau-Suffolk to New York City and vice versa was also ad- dressed. The report states that from 1970 to 1980, more than 22,000 Long Island residents used their cars as the principal mode of travel to midtown Manhattan. Despite this fact, rail- road ndershlp still increased during this period, especially with commuters whose destina- tions were within walking distance of Penn Station. I I I The report states that railroad improvements such as a third main line track are necessary to improve rail service and create a real possibility of reverse commutation to the 32 major em- ployment centers. I Other topics addressed include: . Mode of travel to work I . Travel time to work I . Carpooling I According to this report, ninety-percent of the work trips to Long Island employment centers are made by automobile. Less than 1 % of the workers in Nassau-Suffolk used the railroad to get to work and less than 3% rode the bus. Approximately 18% of commuters carpooled to work. I [n 1980, 64,175 New York City residents commuted to jobs on Long Island, representing a slight decline from a decade earlier. In 1980, 813,793 bi-county residents worked in Nassau- Suffolk and an additIOnal 275,575 commuted to New York City jobs (U.S. Census, 1980). Sixty-three percent ofbi-county commuters to Manhattan used rail in 1980. In 1970,61 per- cent used rail to Manhattan. Almost 75 percent of the Nassau-Suffolk residents who com- muted to Manhattan worked between 34th and 59th Streets or below Canal Street, a 24 per- cent increase of Long Island commuters in the last decade and a 9 percent gain, respectively. I I LONG ISLAND TRANSPORTATION PLAN 2000 I A revIew of the New York State Department of TransportatIOn (NYSDOT) LITP2000 Study reveals that most of the informatIOn that has been collected IS stIll being analyzed for the I A-12 I I I Appendix A: Relevant Studies I LlTP2000. The study is focused more on Nassau County and western Suffolk County, with less emphasis on the East End towns and villages. The ongmal LlTP2000 study area, which was bounded on the east by the Town of Brookhaven, was later expanded at the request of the NYSDOT to include the Towns of Riverhead, Southold, Southampton, East Hampton and Shelter [sland, for the purpose of including these areas in the integrated multi-modal transpor- tation system analysis model. I I Other then the completion of socio-economic data, there is no data available from the LlTP2000 Study specifically targeted for the East End towns. Data regarding Journey-to- work, vehicle occupancy and forecasts for person hours of travel delay, congested lane miles, vehicle miles traveled, etc. have been prepared more broadly for Nassau and Suffolk Counties. I I BLUEPRINT FOR OUR FUTURE (/994) I This report, prepared by The East End Economic and Environmental Task Force of Long Is- land, New York, focuses on the congested roadways and travel on the North and South Forks on the East End of Long Island. Three noteworthy recommendations in this section are: I 1. Construction of a park and ride lot for residents and visitors to the East End and other transportation improvements I 2. Implementing shuttle rail service to run between villages 3. Create a network of bike paths I This study discusses demand for travel and the cost of travel. In choosing a particular mode of travel, the travel compares the price of available alternatives. This price has several major components: . Money . Travel time I I . Access time and effort . Discomfort and disamenity I With the passage of the Federal Intermodel Surface Transportation Act (lSTEA) of 1991, new opportunities for relief may be provided to the East End's transportation problems. Under ISTEA, Congress has for the first time recognized that alternatives to automobiles as a principal means of moving people and minimizing congestion should be a major focus of future transportation initiatives. I I The transportation section discusses three recommendations to Improve transportation on the East End of Long Island. The first recommendation mvolves establishing new LlRR statIOns adjacent to Westhampton Airport, Shinnecock Hills near the College, between the railroad and East Hampton Airport and to increase parking space at Montauk. These stations would be served by special "Park and Rail" trains on Friday and Saturday eastbound, and Sunday and Monday westbound from mid-May to early October. This would encourage city reSidents who summer on the South Fork to bring their cars out at the start of the season, leave them out there, and return them to the New York City when they leave for the winter. I I I A-13 I Long Island Rail Road East End Transporlation Sludy I Under this recommendation, this study suggests the Governor should request the New York State Department of Transportation and the Metropolitan Transportation Authority, including the Long Island Rail Road, to implement improvements to the East End transportation sys- tem. This should be done in cooperation with the Supervisors and Mayors of the affected Towns and Villages. I I The second recommendation uses the existing LIRR tracks as a shuttle (or series of shuttles) to run between hamlet when there are no commuter trains running. I For peak summer travel days, time comparisons are shown below; Minutes B Train B Car 14 30 21 60 30 85 56 120 I I The shuttle concept would most likely require re-routing some buses to help move people from train and shuttle stations to other locations, and a bus shuttle from train stations to hamlets. I I The third recommendation is to develop a plan to provide bike paths adjacent to the LIRR corridor and thereby provide a safe and scenic alternative route for both transportation and recreation. I I I I I I I I I A./4 I I I I I I I I I I I I I I I I I I I I APPENDIX B STAKEHOLDER PUBLIC P ARTICIP A TION I I I I Appendix B: Stakeholder Public Participation I I I OVERVIEW OF STAKEHOLDER PARTICIPATION PROGRAM I This report is a formal Work Plan for involving Stakeholders Into the planning process to help shape the East End TransportatIOn Study's goals, objectIves and input into the ultimate recommendations for more effeclive rail service to the East End of Long Island. Implementation of the strategies resulting from this study have the potential to impact East End residents, the business community and Long Island Rail Road (LIRR) riders. Therefore, it is important to incorporate Stakeholder input into the process. This Work Plan focuses on methods to have their partIcipation throughout the study to ensure the concerns and input of the East End communities are solicited, considered and documented in the planning process. The involvement of Stakeholders is Incorporated in Task I of the study, entitled "Public Participation." This task will: a) identity the primary stakeholders, to include those individuals and groups that best reflect community interests and b) develop a process by which their Input will be solicited early in the process to ensure its inclusIOn in the final report and recommendations. The Work Plan for public involvement IS being prepared at the beginning of the study and presents an outline of the approach envisioned to solicit input from indIviduals and groups that reflect the interests of the East End communities. This Work Plan is a working document that may be added to, revised and updated, when appropriate, throughout the study and is sufficiently flexible to accommodate contingencies. It will identity key participants and provide a forum for East End residents, businesses, officials, LIRR riders and other parties to gather information, provide input, share their perspectives, help resolve conflicting Viewpoints in order to reach a consensus on a plan of action, and learn what can be accomplished. I I I I I I GOALS AND OBJECTIVES OF THE STAKEHOLDERS PARTICIPATION PROGRAM Goal! Establish effective two-way commUnicatIon with Stakeholders regarding the study, its goals and objectives, and the development of recommendations for Improved rail service on the East End. I Objectives: . Identify Stakcholders. I . Establish a public partiCIpation program Work Plan. Establish early and continUing opportunilies for input. Help the public to understand technical aspects of the study through education about the LlRR system, MTA-LIRR regulatory issues, and goals and objectIves of the study. PrOVide complete information to the public and updates concernmg the progress and findings of the study. . I . I I 8-/ I Long Island East End Transporlation Study I Given LfRR capabililies and constraints, develop short- and long-tenn solutIOns m the best mterest of the cOmmUnities, facility users and those potentially affected by any changes. I Goal 2 Detennine public scntiment. I ObjectIves: . Idcnti fy community issucs. deSires and concerns. . Ensure interim and final deCisions reflect serious considcration of the Stakeholders' mput. . Allow Stakeholders the opportunity to present their views and perspective. Goal 3 Develop consensus on a workable plan of action for improved service options. Objectives: I I I . I Establish EETC as core group of Stakeholders. Conduct meetings and focus group sessions with the EETC and Stakeholders to solicit input, identify common ground and implementable strategIes and develop a workable plan of action. . Sustain a consensus among the Stakeholders. . I . I Adopt a fiscally responsible, feasible, and acceptable East End Transportation Plan to Idenlify recommendalions and strategies for: intennodallmulti-modal projects at LIRR East End stations. East End mter-hamlet travel utilizing rail transit. - alternative uses for LIRR station buildings in Westhampton, Southampton, East Hampton, Montauk and Riverhead. - infrastructure improvements required for LIRRlCommunity Hub development. . Develop coordinated implementation and funding strategies. I I WORK PROGRAM FOR EAST END TRANSPORTATION STUDY I I The Public Participation Work Plan has the following elements (subtasks) which will be conducted as Task I of the East End Transportation Study scope of work: I. Identify Stakeholders 2. Develop Stakeholder Participation Program 3. Arrange Stakeholder Meetings 4. Targeted Focus Groups 5. Fact SheetslNewsletters 6. Station Surveys & Counts I I I I B-2 I I I I Appendix B: Stakeholder Publil" I)articipation I Suhtask 1.1: Idenlify Slakeholders For this study, a Steering Committee, compnsed ofrepresentatlvcs from the L1RR, NYSDOT, Suffolk County PI ann 109" and thc Towns of Southampton, East Hampton, Rlverhead, Shelter Island and Southold, will be formed to provide d,rcct oversight of the study. Attached IS a listmg of the preliminary Stecnng Committee 10 formation, which is subject to thc review and approval of thc L1RR. A proJcct mailing list of the public and pnvate Stakcholders, mcludmg transportation providers, elected officials, and civlc- and community-based organizations will be developcd early on (wllhm first month) 10 con- sultatIOn With the Steenng Commlltee. The mail 109 list will be a diverse cross-section of community mterests, individuals, and groups who deSire and/or should be encouraged to participate 10 the study. The mailing list will be developcd 10 consultation with the East End TransportatIOn Council (EETC), a group of East End elccted officials and planners that formed to come up with a comprehensive strategy to address growmg transportation plannmg problems in the eastern region. It will also build upon cxisting databases from transportatIOn studies of thc NYSDOT-Ied Long Island Transportation Plan 2000, thc Long Island Bus Study and the LIRR Twenty Year Needs Study. An mllial draft of the mailing list will be prepared for review and comment by the Steering Commlltee. Throughout the duratIOn of the study, there may be updates and addItIOns to the mailing list, and will mcorporate changes 10 elected officials, agency representatives, and pcrsons who become mvolved throughout the study. I I I I I I I I Suh/ask 1.2. Develop Slakeholder ParliC/palion Program (SPP) A formal Work Plan for soliciting input from thc Stakeholders, as wcll as providing feedback on the progress and recommendatIOns of the study, wIll be prepared. This report represents the formal Work Plan as part of this subtask. The Work Plan's objective will be to create an open channel of communication between the community and the study principals. In this Subtask, individuals and groups to be mcluded in the outreach and encouraged to become more aware of the project, its goals, objectives, progress and deCisions, will be Identified and the methods to solicit their input and suggestions. It will also Identify the framework for building consensus and the necessary coordmation and communicatIOn reqUired between thc LIRR, the Steering Commlttce, the Consultant Team, Stakeholders, and other mvolved agencIes. This wntten Work Plan for the Stakcholder ParticipatIOn Program has bcen prepared 10 draft form and will have the rcvlew and mput of the Steenng Committee before It is finalized and put 10 actIOn. I I I Suh/ask 1.3: Arrange Slakeholder Meeling Logislics/Nolifica/lOn Smce the East End TransportatIOn Council mcludes representatIOn of the five eastern towns and IS focused on transportatIOn issues and solulion, It is assumed that this group will form the baSIS for the three anticipated Stakeholder meet lOgs as part of the scope of work. As additional participants are Identified, in consultatIOn With the Steenng Committee, they will be added to the list of participants expected to be included in thc publiC meetings. Thc following wil I be pcrformed to arrangc and conduct 3 public meetmgs ovcr thc course of the study: I I . Make the necessary arrangements for each mcetmg (mcluding IdentIiymg locations and availability of meeting rooms, securing meetmg rooms and arranging for equlpment,lfnecdcd. It IS assumcd that all meetmgs will be hcld 10 public faeilltlcs wIth no or minImal rental fees). I I /1.3 I Long Island East End Transportalion Study I . I Hold discusSIons with the Steering CommIttee concernmg the objectives and success of these meetmgs in attammg the mtended purpose, and suggestmg modifications to solve problems. The Steering Committee will select mectmg dates and approve agendas. It IS cxpected that there will be 3 meetings held closc to the dates of the Stakeholders meetings. The first meetmg IS expected to Occur m August, 1999 as a kick off meetmg and mtroduction of the study with the East End Transportation Council, as an agenda Item for one of their regularly scheduled monthly meetmgs. The second public meetmg IS expected to occur after completion of the draft SPP, on September 2, 1999. The remaming meetmg would occur at completion of work tasks requiring Stakeholder input and to present the findings of the task efforts. A preliminary schedule of meetings is included. As previously mentioned, it is expected that East End Transportation Council will serve as the base Stakeholder Outreach group. It's members also serve on the Technical Advisory Committee as part of the ongoing LITP 2000 efforts and the North Fork Needs Assessment to evaluate the special transportation needs of the unique, rural, and recreational aspects of the island's North Fork communities. Coordination will be performed to ensure that mformation gathered as part of the public involvement component of the NYSDOT's LITP2000 and SCDPW's CR39 studies will be reviewed and incorporated, as applicable. I I I I I . The Consultant Team will be responsible for preparing drafts of Stakeholder outreach meetings notices, meeting materials, meetmg minutes, etc., but will neither release material, nor schedule the meetings without the prior consent of the Steering Committee. Stakeholder participation materials developed over the course of the study will be approved by the Steering Committee prior to any release, mailing, etc. Deliverables that will be prepared in Task I include the followmg: . Mailing list, including names, addresses and other pertinent contact information of project Stakeholders. The list will be developed as an mitial list at the beginning of the public participation process and will be updated and expanded throughout the duration of the study. A final list of Stakeholders, as well as a copy of the Stakeholders list on computer disk, Will be prepared and submitted to the LIRR as the project nears completion. . A copy of the Stakeholder Public Participation Report, which will be a loose-leaf binder divided in sections, that chronicles the involvement of Stakeholders throughout the outreach process, including the following: correspondence; mailing list; newspaper articles; meeting announcements, sign-in sheets, meeting minutes, Stakeholder Public Participation Work Plan, and other information and products preparcd and dissemmated to the public. Arrange and attend meetmgs and prepare meeting documentatIOn, e.g., agendas, meetmg minutes. It IS assumed that one initial draft and one revised draft will be prepared for each deliverable. I I I I I I I I Sub/ask 14' Targe/ed Focus GrollpS The analysIs of local travel patterns (Subtask 4.1) will mclude the followmg tasks which are performed under a different subtask, but are considered inputs to the overall Stakeholder Public Participation Program. Any deliverable warranted under Subtask 1.4 will be prepared and presented under Subtask 4. I. I I 8-4 I I I Appendix R: Stakeholder Public Parficipation I I Conduct Focus Groups with Stakeholders in Four East End Towns One focus group session will be conducted 10 each of the live East End lOwns. and will mclude between 12 and 20 stakeholders Identified 10 Subtask I. I. ThIS diverse cross-section of the community will establish a broad picture of the demand for mter-hamlet service by various segments of the population, mcludmg permanent East End residents, part-time second-homc residents, weekenders, and summer renters. Participants will be asked to react to questions focused on trip purpose, destmatlOn, time, frequency, convenlencc, etc., compared wllh the current modes of transportatIOn. Develop Demand Parameters for Inter-hamlet Rail Service Based on results of the focus groups, the potenlial demand for inter-hamlet rail service will be Identified and pnontized by various parameters, including trip purpose, i.e., journey-to- work trips, and leisure time trips, such as entertainment (trips to restaurants, shopping, and movie theaters) or recreation (trips to beaches and marinas), as well as the duration of peak season demand, and peak hours of demand. As reqUIred by consensus on trip purpose, key destinatIOns will be identified and located, such as employment centers, shopping centers, central business districts (CBD's), and recreation areas. Develop a Baseline of Future East End Population and Employment Existing population and employment projectIOns for will be assembled and reviewed to provide a baseline for demand estimates, includmg permanent full-time residents, part-time second-home residents, seasonal renters, and weekend population. Project Inter-Hamlet Rail Demand The previous subtasks will provide a variety of data that will inform the projection of potential demand or market for inter-hamlet rail service. The likely propensity of various populalion segments to use inter-hamlet rail service and the characteristics of the trip (purpose, destination, time, frequency, etc.), as indicated by the consensus of the focus groups, will be applied to future populatIOn and employment projections to project potential demand by: (I) season (peak/summer, off-peak), (2) market segment (work, leisure), and (3) line (Montauk, Ronkonkoma). I I I I I I I I I I Identify Auto Patterns Associated with Projected Demand A GIS map of the East End road network will be prepared. Based on potential demand eslimates, developed 10 the prevIOus subtask, future auto trip patterns will be Identified, mdicating likely routes to and from employment centers, shoppmg centers, and recreational areas, With a qualitative assessment ofpotenliallmpacts on well-utilized roads. A Draft/Fmal Technical Report will be prepared documenting all travel projections, metho- dologies for developing projectIOns, and all data sources used. the product willmclude GIS- based maps of travel flow patterns into and out of the study area. I I Optional Contingency Task Authorized: Telephone Survey The LIRR has authonzed the conductIOn of an optional telephone market survey to address and Identify the dcmand for an mter-hamlet rail service on thc East End. It will attempt to answcr, "What pcrcentage of passenger vehlclcs arc dcstmed for the East End, and how many I I 11-5 I I Long Island East End Transportation Study I of these people could the L1RR reasonably expect to capture in an expanded or improved service initiative'?" I The telephone survey will also attempt to identify if there are any particular group or groups that can be accommodated in such an improved rail service, and will include a sampling of the existing parlor car patrons and other similarly identified L1RR and East End travel groups. The telephone survey will be conducted by the Southampton College Institute for Regional Research to provide a more comprehensIve p,cture of the likely demand for Inter- hamlet rail service from East End residents. The sample would be drawn from a telephone database of the East End Study Area to assure that approximately 300 surveys would provide statistically valid results. Telephone Interviews would be conducted by Southampton College marketing students, supervised by a retired executive vice president of The Roper Organization, an internationally renowned market and public affairs research company, and a faculty of the Business School. A short questionnaire would be developed to quickly ascertain the likely propensity and purpose for using inter-hamlet rail service. Responses will be simultaneously entered into the computer database for accurate cross-tabulation and data reduction. I I I I I Subtask 1.5: Fact Sheets/Newsletters Two newsletters, or fact sheets, will be prepared and dIsseminated to the Stakeholder mailing list to enable them to learn more about the study and to seek input and offer their suggestions. It is assumed the newsletters would be in a double-sided, tri-fold format and would be reproduced in black and white on 8y," by II" paper. These newsletters would be sent to the entire mailing list and dIstributed at information reposllories to be established in the Study area, such as Town halls, libraries, and perhaps, at East End train stations. It is assumed that one initial draft and one revised draft will be prepared for each newsletter. I I I Subtask 1.6: Station Surveys & Counts (Data Collection Input to Public Process) It is expected that data collection and analysis tasks performed as part of the scope of work in Task 2, will include public input and comments for the Stakeholder Public Participation Program. Existing transit and parking conditions wIll be inventoried and analyzed to determine ridership numbers for the L1RR, local bus services, and alternative transportation providers, such as the Hampton Jitney. Persons encountered and their comments and suggestions received during Interviews conducted over the course of these investigation will be documented and inputted as public comments. I I I I I I 11-(, I I I I I I I I I I I I I I I I I I I I I Appendix B: Stakeholder Public Participation PRELIMINARY SCHEDULE OF MEETINGS PUBLIC OUTREACH COMPONENT Stakeholder Meetings Anticipated Date Meetmg I - Meeting 2 - Meeting 3- Kick off meeting August 5, 1999 Review SSP Work Plan and list of Stakeholders September 2, 1999 Review input and present findmgs March, 2000 Steering Committee Meetings Meeting I - Meetmg 2 - Meeting 3 - Initial Contact! RevIew Stakeholder List and Role September, 1999 Review Stakeholder input received and evaluate November, 1999 RevIew Findings February, 2000 11-7 SUPERVISORS Ms. Thelma Georgeson, Mayor Inc. Village ofQuogue P.O. Box 926 Quogue, NY 11959 I I I I I I I I I I I I I I I Names and Addresses for Round Table Invitations (AKRF9901) February 9, 2000 Final List Mr. Jay Schneiderman, Supervisor Town of East Hampton 159 Pantiago Road East Hampton, NY 11937 Mr. Wilham Young, Mayor Inc. Village of Sag Harbor 55 Mam Street P.O. Box 660 Sag Harbor, NY 11963 Mr. Robert Kozakiewicz, Supervisor Town of Riverhead 200 Howell Avenue Riverhead, NY 1190 I Mr. Gerard Siller, Supervisor Town of Shelter Island 44 North Ferry Road Shelter Island, NY 11964 Mr. Joseph P. Romanosky, Mayor Inc. Village of Southampton 23 Main Street Southampton, NY 11968 Mr. Vincent J. Cannuscio, Supervisor Town of Southampton 116 Hampton Road Southampton, NY 11968 Mr. Robert T. Strebel, Mayor Inc. Village of Westhampton Beach 92 Sunset A venue Westhampton Beach, NY 11978 Ms. Jean W. Cochran, Supervisor Town of South old P.O. Box 1179 Southold, NY 11971 Mr. Gary Veghante, Mayor Inc. Village of Westhampton Dunes P.O. Box 728 Westhampton Beach, NY 11978 INVlTF:F:S MA YORS Mr. Timothy Hogue, Mayor Inc. Village of Dering Harbor P.O. Box 3010 Shelter Island Heights, NY 11965 Mr. Robert Brown Sunrise Coach Lines, Inc. 74675 Rte. 25 P.O. Box 2050 Greenport, NY 11944 Mr. Paul F. Rickenbach Jr., Mayor Inc. Village of East Hampton 86 Main Street East Hampton, NY 11937 Mr. Robert Shinnick Suffolk County Dep!. of Public Works 335 Yaphank Avenue Yap hank, NY 11980-9744 Mr. David Kapell, Mayor Inc. Village of Greenport 236 Third Street Greenport, NY 11944 Mr. Thomas F. Neely Hampton Jitney, Inc. 395 County Road 39A Suite 6 Southampton, NY 11968 I I I I Mr. Robert Reiser, Mayor Inc. Village of North Haven 335 South Ferry Road Sag Harbor, NY 11963 I I I I I I I I I I I I I I I I I I I Mr. Stephen M. Jones Suffolk County Planning Department P.O. Box 6100 Hauppauge, NY 11788-6100 Mr. RIchard MacMurray, Gen. Mgr. Cross Island Ferry Services, Inc. 2 Ferry Street PO Box 33 New London, CT 06320 Mr. BernIe Jacobsen, Gen. Mgr. North Ferry Box 589 Shelter Island Heights, NY 11965 Mr. CII ff Clark, General Manager South Ferry, Inc. PO Box 2024 Shelter Island, NY 11964 Ms. Lisa Liquori Town of East Hampton 159 Pantigo Road East Hampton, NY 11937 Ms. Andrea Lohnelss Town of Riverhead 200 Howell Avenue Riverhead, NY 11901 Dave CasclOui Town of Southampton Division of Planning 116 Hampton Road Southampton, NY 11968 Valerie Scopaz * Town of South old 53095 Main Road Southold, NY 11971 Ms. Louise Stalzer, Executive Director Peconic Community Council, Inc. Francis Gabrinski Airport Terminal Bldg. #335 Rust A venue Westhampton Beach, NY 11978 Mr. Craig Siracusa, P.E . NY State Dep!. of Transportation Region 10, Planning State Office Building Veterans Memorial Highway Hauppauge, NY 11788 Long Island Rail Road East End Transportation Study Questionnaire March 2000 Name Affiliation I. What, in your opinion, are the major transportation challenges facing the East End? 2. Please identify any major traffic generators which you believe contribute to congestion on the East End. 3. Which transportation improvements do you believe would have the greatest impact on reducing East End traffic congestion? 4. Do you think shuttle-type services would help reduce East End traffic congestion? If so, which services do you think would be the most effective? a. Inter-Hamlet b. Intra-Hamlet c. CollectorlDistributor to/from LIRR stations and ferry docks d. Other 5. Please identify any specific destinations that would benefit from direct linkage to the LIRR stations (key candidates/ locations/ ferry docks/ routes for shuttle service). I I I I I I I I I I I I I I I I I I I I I 6. Do you have any suggestions for IIltcnllodal/multi-modal projects linking the L1RR to the major destinations that you identificd7 I I I I I I I I I I I I I I I I I 7. In an effort to develop a coordinated transportation network for the East End, could you please share your agency's general plans for short or long-tenn transportation improvements. 8. Based on your responses to questions 3-6, which do you believe would best help you achieve your short and long tenn plans? 9. What services/amenities do you think should be available at L1RR East End stations and what alternative uses of the station buildings would better link the LIRR to the surrounding communities? If you have any other additional comments or suggestions, please write them below. Thank you for taking the time to fill out our questionnaire. Please mail or fax the completed fonn to: Barbara Jefferies, Vice President Allee King Rosen and Fleming, Inc. 300 Wbeeler Road, Suite 106 Hauppaugc, NY 11788-4300 FAX: 631-232-6415 I Allee Kino b Rosen & Reming, Inc. I fNVIRONMfNTRL RNO PLRNNING CONSULTRNTS 300 Wheeler Road. Suite 106. Hauppauge. NY 11788--UOO I TEL 631/232-6-112 FAX 631/232-6-115 EMAIL: akrfli@aol.com I MEMORANDUM I TO: Bob Brickman FROM: Barbara Jefferies I RE: LIRR EETS - One-on-one with Valerie Scopaz, Town of South old DATE: March 5, 2000 I Date of Meeting: February 29, 2000 Time of Meeting: II :00 AM Place ofMeetmg: Town of South old Town Hall, 53095 SR 25, Southold, NY I met with Valerie Scopaz and Neb Brashlch to discuss the LIRR EETS. Using the agendas we prepared, I discussed the purpose of this study, data collection effort, and the limitations of the LIRR. I I Valerie and Neb's comments: I Increased train frequency, both in season and beyond. The season is lengthening which IS causing greater demands on eXisting infrastructure. InformatIOnal telephones at or close to the Railway stations. Encourage public transit connections, especially between hamlets and the North and South Forks. People would like to travel within the eastern end of Long Island without connecting up Island. Elderly and non-drivers need connectIOns to Social Services, food, healthcare, and commumty activities. I I Plum Island provides employment for over 100 mdlviduals that Just park at the ferry terminal. Public transit would ameliorate roadway condillOns. Provide healthcare workers with transportation from up Island to East End. Most of the rad stations are close to hamlet centers. I I Land use and development patterns are Important in the long term - 25 years out- Southold will continue to be visionanes. I Concessions would be a great additIOn to the tram stations - newspapers, bicycle rental, coffee bar, sodas etc. It would contnbute a service as well as a presence at the stations. She and Neb wdl be attendmg the Stakeholders meetmg on Aprd 6, 2000. I cc: Ms. Valerie Scopaz Mr. Neh Brashlch I H Dcll\'CrJblcs',LIRR EETS mcmos&faxt's\Onc on-Oncs'Southold f on] ,wpJ I ,'>;C\\I York Cny . WIllIe PJ;jin... NY . Buff:..llo. ;'.Y I I I I I I I I I I I I I I I I I I I I Allee Kina b Rosen & Fleming, Inc. ENVIRONMENm RNO nRNNING CONSULfRNTS 300 Wheeler Road. SUllC ] 06. Hauppauge. NY 1] 788...L100 TEL 631/232-6412 FAX, 631/232-6-l15 EMAIL: akrfli@;lOI.L'nnl MEMORANDUM TO: RE: Bob Brickman FROM: Barbara Jefferies L1RR EETS - One-on-one with Eric Brown, Town of East Hampton DATE: March 6, 2000 Date of Meeting: March 6, 2000 Time of Meeting: 8:30 AM Place of Meeting: Town of East Hampton, 159 Pantiago Rd, East Hampton, NY I met with Eric Brown to discuss the LIRR EETS. Using the agendas we prepared, I discussed the purpose of this study, data collection effort, and the limitations of the LIRR. Eric's comments: He believes that transportation is a major concern for the new administration and is pleased that the LIRR is sponsoring this study. He also stated that the timing is wonderful since last summer hit a record with respect to traffic congestion. He believes the time is right to create a system among the hamlets that truly will be used by the population both year round and for visitors. The Town prefers to implement systems that will benefit both populations. The Town is currently researching the components of a Master Plan and will have a section devoted to transportation and possible improvements. He was pleased to hear about the NYMTC study and will stay abreast of developments with that study. A transit system within the Towns and Villages, connecting places the population want to travel, would be beneficial. Part time residents are staying out east longer due to modi fied work schedules or tele- commuting. Encourage access without using the automobile. The Town wants to preserve the community character, thus transit needs to provide mobility within the Town. We need to provide better service around Town for people without access to automobiles, including teens. The Amagansett and Montauk train stations are very difficult to find. We need to have better signs. East Hampton train station seems to work. A connected pathway system for bicyclists, in-line skaters, or walkers. :S-..:v. Yllrk Cll~ . Whne PI:.lln~. NY . Buff;ilp 'Y Bob Brickman -2- March 6, 2000 I I I I I I I I I I I I I I I A bus system that was pollutant free, noiseless, and odorless to serve between hamlets and local attractions, including a beach. He will investigate the most likely candidate for beach delivery before April 6. Montauk is a perfect location to provide an interconnected shuttle system as a pilot program. The importance of the work performed by the East End Transportation Council is understood and he will look to find an appropriate person to coordinate the Towns input on the Council as well as the other studies underway or proposed on the East End. He will be attending the Stakeholders meeting on April 6, 2000. cc: Mr. Eric Brown H:\Deliverables\L1RR EETS\memos&faxes\One on.Ones\East Hampton I on I. wpd I I I I I I I I I I I I I I I I I I I Bob Bnckman -2- Marc h 6, 2000 The railroad station could be utilized by the Chamber of Commerce or Business Improvement District. Calverton is a designated Economic Development zone and the Town is looking to develop this site. It is anticipated that with improvements, transportation will be necessary to support development of the site, and bus routes will be modified. If the employment base is not all drivers, possibly the county bus system could revise its routes and interconnect the bus and the LIRR. Present bus service is not adequately meeting the needs of Senior citizens in the town. Additional trains with more frequent service would be a benefit to commuters, jurors and visitors. Ms. Lohneiss said she believes the number one transportation improvement is to improve signage at all levels. She will be attending the Stakeholders meeting on April 6, 2000. cc: Ms. Andrea Lohneiss H:\DeliverabJes\LIRR EETS\memos&faxes\One on-Ones\Riverhead 1 on 1. wpd I I I I TEL 631/232-6412 FAX 6311232-6415 EMAIl: akrtli@aol.com I I I I I I I I I I I I I I I I I I I Allee King Rosen & Fleming, Inc. ENVIRONMENTRL RNO PLANNING CONSULTANTS 300 Wheeler Road. Suite 106' Hauppauge. NY 11788-4300 MEMORANDUM TO: RE: Bob Brickman FROM: Barbara Jefferies LIRR EETS - One-on-one with Bernie Jacobsen, Town of Shelter Island DA TE: March 5, 2000 Date of Meeting: February 29, 2000 Time of Meeting: 3:00 PM Place of Meeting: North Ferry Offices, Shelter Island, NY I met with Bernie Jacobson to discuss the LIRR EETS. Using the agendas we prepared, I discussed the purpose of this study, data collection effort, and the limitations of the LIRR. I checked out the room for the April 6, 2000 meeting which I must describe as lovely' There are 50 chairs so we should have enough for the focus group meeting. Bernie's comments: Inter-hamlet connectivity would be ideal. Shelter Islanders would benefit from more frequent trains, possibly a single car-double car unit that made frequent trips between hamlets. Bicycles and bicycle routes are not the panacea in this community. Shelter Island serves as a bridge to the Hamptons. Having another route would be ideal. A public transportation connector between the forks is needed. Teens and elderly are an under served group on Shelter Island. Transportation would be a benefit. On-demand jitney service. Joint tickets between Railroad and ferry or shuttle. More trains needed with more frequent service. Bathrooms needed. He will be attending the Stakeholders meeting on April 6, 2000. cc: Mr. Bernie Jacobsen I-l Dchn:rablcs',URR EfTS mCnlos&fa,{e's'.Onc on-Oncs\ShL'ltcr Island I on I. wpd t'il'v. Vurk City. Whill' pi:,.". V;- . F "'-1' ';v I I I I I I I I I I I I I I I I I I I Allee Kina b Rosen & Reming, Inc. ENVIRONMENTRL RNO PLANNING CONSULTANTS JOO Wheeler Rood. Suite 106' Hauppauge. NY 11788-4300 TEL. 631/232-6412 FAX 631/232-6415 EMAIL-akrfli@aol.com MEMORANDUM TO: RE: FROM: Barbara Jefferies Bob Brickman LIRR EETS - One-on-one with Dave Cas ciotti, Town of Southampton DATE: March 3, 2000 Date of Meeting: February 17,2000 Time of Meeting: 4:30 PM Place of Meeting: Town of Southampton Town Hall, 116 Hampton Road, Southampton, NY Julie Moore and I met with Dave Casiotti to discuss the LIRR EETS. Using the agendas we prepared, I discussed the purpose of this study, data collection effort, and the limitations of the LIRR. Dave's comments: NYSDOT is waiting for a consensus between Towns before implementing any plans. Money will be available under the NYMTC Sustainable Transportation Study. The transit needs in the Town are to get people out of their cars, relieve congestion, and provide mobility. The Town wants to preserve the community character and quality of life. The traffic exists, but they do not want it. Encourage tele-commuting. Providing mobility within and around the Town without personal cars. The LIRR Southampton train station is not noticeable from the surrounding roadways. People cannot find the train station and they can't find the village from the train. Signage is needed to direct people to the train station, from the Village to the train stalion, and from the train station to the Village. Continue to enlarge the bicycle system. Currently modifying roadway network in Hampton Bays to get people off the main roadway~Routc 27 (aka CR 39) and onto local roadways. People visiting villages and other destinations within the East End hamlets should take back roads to get to their destination and keep traffic on the main roadway nowing smoothly. In Hampton Bays, the new design will direct people into the back of shops. Mr. Casciotti said he believes the number one transportation improvement to reduce East End congestion is to increase mobility among the different hamlet centers by having a :\t"\~ York City. While PlalJl" :\'; . l3uILI:,'. ','. I Bob Brickman -2- March 3, 2000 I I I I I I I I I I I I I I I I skeleton system-a feeder transit system within villages. He said buses should be feeders to the railroad. For the modes of travel within hamlets, Mr. Casciotti said a small, i.e., 25 seat, electric trackless trolley (propane powered) could be used. Add more trains with more frequent service. He also said limiting development in Town plans is an important step in reducing traffic congestion, the Town plans to focus development in hamlet areas. He mentioned the idea of stopping the train at Speonk and running a different system between Speonk and Montauk. I stated that there would be a break in the ride, and people would have to disembark the train at Speonk and embark another train to get to the East End. I mentioned the LIRR has agreed to investigate the feasiblity of using DMU's once the signal system issues and the FRA's acceptance issues have been addressed. We discussed the timing of this and I mentioned the long lead time needed for resolution. He said there should be a bus from the train to the beach; however, he did not know what beach would be acceptable but would investigate and hopefully have an answer by 4-6-00. He will be attending the Stakeholders meeting on April 6, 2000. cc: Mr. Dave Casciotti H:\Deliverables\LlRR EETS\memos&faxes\One on~Ones\Soulhampton lonl.wpd I I I I I I I I I I I I I I I I I I I I I Allee King Rosen & Reming, Inc. ENYIRONMENTRL RNO PLANNING CONSULTANTS JOO Wheeler Road, Suite 106. Hauppauge. NY 11788--lJOO TEl: 631/2J.:!-6-l12 FAX 631 n.32-6-l15 EMAIL akrtli@aol.colll MEMORANDUM REVISED 3/16/00 TO: RE: FROM: Barbara Jefferies Bob Brickman LIRR EETS - One-on-one witb Town of Riverbead - Andrea Lobneiss, DATE: March 6, 2000 Date of Meeting: March I, 2000 Time of Meeting: 3:00 PM Place of Meeting: Town of Riverhead Town Hall, 200 Howell Avenue Riverhead, NY Julie Moore and I met with Andrea Lohneiss to discuss the LIRR EETS. Using the agendas we prepared, we discussed the purpose of this study, data collection effort, and the limitations of the LIRR. Andrea's Comments: The Town of Riverhead is anxiously awaiting the restoration of the LIRR Riverhead train station building. Having worked closely with the LIRR design, construction is anticipated. The renovated facility is expected to reduce loitering by increasing use. People loiter outside the station and it is unsafe and dirty. The new facility will change that. Other improvements are taking place in the Town; e.g. sidewalks, historic street signs, benches to the railroad restoration station, however, since there has been no obvious improvement, - other than the submittal of the plans - the public is unaware changes will soon occur because opening has been delayed. The county is building eight new court rooms. The courts are within walking distance to the railroad station. Connections may work and jurors could come via the L1RR. The LIRR should market the use of the train to reach - within walking distance - the court system, the Suffolk County Historical Society, the new Riverhead Library, the new Aquarium, Engine 39 Railroad Museum, the Peconic River Paddleboat, and downtown Riverhead. It is also hoped that when the railroad station effort is completed, the station will be a transportation hub, and there will be a Tanger Mall outlet connection and other shuttle connections to tourist attractions (e.g.. splish splash, vineyards). New York City. White Plains. NY . Buffalo. ~y April 6, 2000 Stakeholders Meeting Attendees first name last name affiliation address city stare zip James W. Messer Town of Shelter Island PO Box 919 Shelter Island NY 11964 22 Baldwin Road Robert Shmnick Suffolk County Dept. of Public 335 Yaphank Avenue Yap hank NY 11980 WorkslTransportation Div. Robert Brickman Long Island Rail Road 990-27 Sutphin Blvd. Jamaica NY 11435 5th Fl, Mail Code 0535 Rosemarie Cary Winchell Village of Sag Harbor PO Box 660 Sag Harbor NY 11963- 0015 William Young Village of Sag Harbor PO Box 660 Sag Harbor NY 11963 DaVid Casciotti Town of Southampton 116 Hampton Road Southampton NY 11964 Richard MacMurray Cross Sound Ferry 2 Ferry Street New London CT 06320 Wai Cheung NY Metropolitan Council One World Trade Center, Suite New York City r-;y 10048 82 East Bernie Jacobson Shelter IslandINorth Ferry Box 589 Shelter Island Heights NY 11965- 0589 Dan Plchney Suffolk County Dept. of Public 335 Yaphank Avenue Yaphank r-;y 11980 Works Elisa Picca Long Island Rail Road 90-27 Sutphin Blvd. Jamaica NY 11435 5th Floor, Mail Code 0535 Wayne Ugolik NY State Dept. of State Office Building Hauppauge NY 11727 Transportation 250 Veterans Memorial Highway Thomas Neely Hampton Jitney 395 County Road 39A Southampton NY 11968 Louise Stalzer Peconic Community Council Gabreski Airport Westhampton Beach NY 11941 - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - April 6, 2000 Stakeholders Meeting Attendees first name last name affiliation address city state zip Kevin McDonald Group for the South fork PO Box 567 Bndgehampton NY 11941 Josephine Brazier NY State Dept. of 250 Veterans Memorial Hauppauge NY 11788 Transporation Highway David Abatelh Village of Greenport 236 Third Street Greenport NY 11944 Chff Clark South Ferry, Inc. Box 2024 Shelter Island NY 11944 Joseph MacLellan Town of Riverhead 200 Howells A venue Riverhead NY 11901 Town Hall David Kapell Village of Greenport 236 Third Street Greenport NY 11944 Wilham Manger Village of Southampton 23 Main Street Southampton NY 11968 Lisa Liquori Town of Easthampton Planning 300 Pantigo Place, Suite 105 East Hampton NY 11937 Frank Field Southold Town Transportation PO Box 631 Greenport NY 11944 Commission Andre\'.. Freleng Suffolk County Planning Sharon Gusta fson Long Island Rail Road 90-27 Sutphin Boulevard Jamaica NY 11435 Mail Code 0535 Nick LaRocco Long Island Rail Road 90-27 Sutphin Boulevard Jamaica NY 11435 Mail Code 0535 Eric Brown Town of East Hampton 159 Pantigo Road East Hampton NY 11937 I I I I I I I I I I I I I I I I I I I APPENDIX C TRAFFIC GENERATORS . Town of Shelter Island . Town of South old . Town of River head . Town of Southampton . Town of East Hampton I I I I Appendix C: Traffic Generators I I Tables C-I through C-5 present traffic generator data for each of the five Towns in the study area; Shelter Island, Southold, Riverhead, Southampton, and East Hampton. The data was ob- tained from various sources including Hamptons to Montauk Travel Guide, Long Island Con- vention and Visitors Bureau, the New York State Office of Parks, Recreation, and Historic Preservation, the "I Love New York Travel Guide," Newsday's Long Island Fun Book '99, and the 1999 North Fork Directory. Town Planning Directors & Directors of Economic De- velopment were also contacted for their input. I I Table C-I Traffic Generators in the Town of Shelter Island I Museumsl Hamlet Seasonal Recreational Historic Areas Other Shelter Island 10K Run (June) Shelter Island ~ntry Club Ha:;ns House (Route North Ferry 10 Greenport Sunn"side Ave. 114 Historical Society Fair Mashomack Preserve (Route 114) The Manhanset South Ferry 10 North (September) Chapel M~~eum Haven Route 114 Crescent Beach Wades Beach S~~ler Island Kayak Tours (Route 114 I I I I I I I I I I C-I I Long Island Rail Road East End Transportation Study I I Vlllagel MuseumsJ Hamlet Seasonal Recreational Historic Areas Wineries othe, Cutchogue Annual Antiques Cedars Golf Club Cutchogue Green Bedell Winery {Ria 25A, Show & Flea Market (Gasses lane) Historic Building (Main Main Road) I (Julv) Road) Arts & Crafts Exhibit Old Schoolhouse Bidwell Winery (Route 48) and Sale Museum (July - August) (September) (Cutchogue Village G....n)~ Apple Festival Wickham Farmhouse Gristina Vineyards (24385 (Octotle'j (July-August) Main Rd) (Cutchogue Village G....n). Old House (July - Hargrave Vineyards (Ria August) (Cutchogue 48) Villaoe Green} Peconic Bay Winery 31320 Main Road! I ~ellegrini Vineya~;) 230005 Main Road Pugli~\ Vineyards (34876 Main Rd G""",port Craft Show (May and Island's End Golf & East End Seaport Temhaven Cellars (331 North Ferry November) Country Club (Route Maritime Museum (May Front Street) 25) - December) (Third S"";I~) Antique Classic Boat Eastem 1I Railroad Museum of Show (June) Kampgrounds Long Island (May 10 (Route 48) December) (440 Fourth Slreel) East End Seaport McCann Trailer Park Stirling Historical Maritime Festival I :lnd Campgro~nds Society (Main Street) September) Moore's lane Historic Seaport Norman Klipp Park Reoatta (Senlembe,\ Mattituck Strawberry Festival Matt.-a-mar Marina American Armored Macari Vineyards (150 Mattituck (June) (2255 Wickham Foundation Tank & Berger Ave.) Airport Ave.) Ordnance War Memorial Museum 'Love lane) Hellenic Festival J (Julv' Southold CMstmas Tree Eagle's Neck Historic Museums of Corey Creek Vineyards lighting & Candle Paddling Company Southold (54325 Main (Main Road) Tour INovem~;1 49295 Main Rd.) Road' Car Show Southold Town Southold Indian (September) Beach Museum (1060 Main Bavview Road\ County Fair Comen Marine I ~on Point lighthouse (October) Leamino Center LiQhthouse Road) Custer Institute (Main Bavview Road) , Orient Lobster Festival Orient Beach State Oysterponds Historical Cross Sound Pari< (Roule 25) Society Museum Ferry (Orient I (Villaae Lane) Poin'H' Country Fair 8. Lawn Orient Point County Tractor Rally Pa'" Seolemberl Christmas House Tour lDecemberi Peconic Goldsmith's Inlet Osprey's Dominion Countv Park Vineyards (Main Road) Lenz WinerY (Route 25 Pind;; Vineyards (Main Road laurel Laurel Lake Vineyards New Suffolk New Suffolk Beach Table C-2 Traffic Generators in the Town of Southold I I I I I I I I I I I I I I I C-2 I I I Appendix C: Traffic Generators I I Villagel Hamlet Seasonal Recreational MuseumsJ Historic Areas Wineries Other Ri....erhead Polish Town Street Indian Island County Hallockville Museum Farm SuffOlk County Fair & Polka Festival Pa'" & Folklife Center (163 Comm. College (2 (August) Sound Ave) Speonk Riverhead Road\ Riverhead Country Riverhead Raceway Suffolk County Historical Riverhead Airport Fair (October) (Roule 58) Soci:t'r (300 West Main Street Cherry Creek Golf Tanger Mall Outlet crn:r\se (900 Reeves Ave. Indian Island Golf Riverhead Course (105 Foundation for Riverside Drive) Marine Research & Preservation Peconic Bay Golf (1763 Northville Toke\ David Sarnoff Pine Atlantis Marine I ~aITens P:~serve Wond (E. Main 51) Route 104 summer 2000 Cranberry Bog I ~ounty pres;;ve Moriches Rd Long Island National Golf Club (1793 Northville Tnke. \ Reeves Park Beach Calverton Garlic Festival Calverton Links (149 Peconic Headwaters (September) Edwards Ave) National Resources Mnt Area Splish Splash (2549 Mid~~ Country Road AQuebogue Harves~~estival fron Pier Beach Palmer Vineya~~ October 108 Sound Ave. labor Day Festival Arline's Boateck & Paumanok Ski Haus (Route 25) vineya~~ (1074 Route 25 Jamesport South Jamesport Jamesport Beach Vineyards (Rte 25' Wading Wildwood Fall Festival Wildwood Slate Park River Wadin;:;-River Beach Table C-3 Traffic Generators in the Town of Riverhead I I I I I I I I I I I I I I I C-3 Long Island Rail Road East End Transportation Study T ill G Table C-4 fS b b T ra Ie enerators ID t e own 0 out ampton Village' Museums! Hamlet Seasonal RecreaUonal Historic Areas Wineries Other Westhampton St. Patrick's Day long Island Early Gabreski Airport Parade Fivers Museum Westhampton Craft Show 'Junel I ~~~~~e c:;) Show Se ember Southampton Shinnecock Pow- Shinnecock Hills Golf Old Halsey House ($ Southampton Wow (September) Club (200 Tuckahoe MainSt.) Hospital Road; Arts & Craft Festival Southampton Golf Club ( Parrish Art Museum long Island (May & October) 1005 County Road 39) (25 Job's Ln.) University- Southampton College,(~\ Montauk Southampton Shinnecock Canal PeUetreau Silversmith Fi~~acker 8K Run County Marina Shop (74 Main St) Jul Antique Show & Jazz Suffolk Hills County Park Southampton Festival (August) Historical Museum (117\Meeting House Ln. Kiwanis Carnival Children's Museum of (June) ~\ East End ( 71 Hill SI. Ragamuffin Parade and Pumpkin Trail I (Main Streetl Memo~~ Day Parade Mav) Free Concerts. I ~am Park ~AlI for the Sea" I ~Ie;::tlt Concert Jul Southampton Antiques Mkt. (May, JUne. AUlll 4thofJu Parade Pianofest June Hampton Bays Harv:t of the Bays Meschutt Beach ;;:>unty June Park lCanal Road Hampton Bays Art Sears Bellows County S~ {Seotemberl Pa'" ponq~~e B~~ Ponquogue Beach Concert Auaust Hampton Bays Garden Tour' (Julvl Greaseband Concert (September) Westhamtpon Free Concerts (July) Performing Arts Beach Center (76 Main Streetl Bridgehampton The Hampton Atlantic Golf Club (1040 Bridgehampton Channing Daughters Bridgehampton I ~lasSi~t~orse Show Scuttle Hold Road) Historical Society Winery (1927 Scuttle Commons Auoust I (Montauk Hinhw~\I\ Road)' ShoppinQ Center Antique Show (May) Poxaboque GoI( Course I {Montauk Hinhwav1 Bridgehampton Race Mecox Beach Circuit (~~' . November Mercedes-Benz W Scott Cameron Beach Polo C~nenge (July . Auousl Antiques & Collectible Show Seotemberl C-4 --.--- I I I I I I I I I I I I I I I I I I I -------- I I Appendix C: Traffic Generators I Table C-4 I Traffic Generators in the Town of Southampton Vlllagel Museums! Hamlet Seasonal Recreational Historic Areas Wineries Other Bridgehampton Holiday B~aar (continued) December potatoh~~~~~~ 10K Minithen Ma Sag Harbor Historicfest Sag Harbor Golf Club Old Custom House (September) (Main & Garden Streets) Bay Street Theatre's Barcelona Neck (Route Sag Harbor Fire Gala Benefit (July) 114) Department Museum {Sage & Church Streets\ Arts & Crafts Fair Sag Harbor Whaling (August) Museum (Main & Garden Streels\-- Pumpkin Trail & ~arving Contest Octobe,' Light Up & Santa's Arrival iDecembe;' Horse & Carriage Rides lDecember\ Quogue Country Jamboree Tiana Beach Old Schoolhouse Quogue Wildlife (September) Mu~~m {OO Quogue Refuge Street WalerMiU Flying Point Beach Water Mill Museum Duck Walk (Old Mill Road) Vineyards (162 av) Montauk Hiohwa Sagaponack Sagg Main Beach ~~gpond Viney~~ds 139 Sa^'" Road Noyack Foster Memorial Beach (Lono Beach' North Sea Emma Rose Elliston Pan. North Haven South Ferrv I I I I I I I I I I I I I I I C-5 I Long Island Rail Road East End Transportation Study I ra Ie enerators ID t e own 0 ast amoton Vlllagel MuseumsJ Hamlet Seasonal Recreational Historic Areas Wineries Oth.r East Hamplon ~vs: & Garden Tour Cedar Point County East Hampton Historical East Hampton lJut Park (Montauk HwYI Sodetv lMontauk H"hwavl Aimort Guild Hall Clothesline Georgia Beach Guild Hall of East Hampton John Drew Art Sale (August) (158 Main Street) Theatre (158 Main Streell Antique s~ & Sale Main Beach Home Sweet Home Museum September I (14 James Lane\ =, Jog 51( Run Maid Stone Park Old Hook Windmill (North Main StreeU Hamlpons International Northwest Harbor Pollock-Krasner House & Film Festival (October) County Park Study Center (830 Fireplace Roadl Holiday Historical House T~~ I (December GaIle!l.~rOfChriS~S Trees December Amagansett Sand_~.~'ests Atlantic Avenue Beach Amaganse~ (~istorical (Julv- ., Association Montauk Hwv) Summer Fair (August) Big Albert's Landing TOW~)Marine Museum (Bluff Beach Road Amagansett Antique Indian Wells Beach S~ (S~lem""" Montauk SI. Patrick's Day Hither Hills State Park & Second House Museum Montauk Airport Parade Beach (Montauk Hwy) Wine Tasting Cruise Montauk Downs State Montauk Point Lighthouse Viking Landing (June) Part< & Golf.';"".... (S. F.rry Fairview Ave Montauk Charity Shark Montauk Point State Tournament (July) Park (Montauk Point Stale.Hwvl Espo'~~un Classic Napeague State Park I lAuaust Montauk Sun Classic Theodore Rooseveft (September) County Park (Montauk Hwvl Montau~tall Festival Ditch Plains Beach 'OcIobe< Montauk Century Bike East Lake Drive Beach Race IMavl M;ghly ",:,~~U~, Kirk Park Beach Trlalhalon June BI~~ng of the Fleet Fort Pond June Montauk Marine Basin Annual Shark Tag Touma~i'iJunel Montauk Fireworks IlJulvl Craft Fair Jul Hamplons Shakespeare FestivallAllnusU Mako Mania Shark Tournament lAuausn ~Giant Steps~ 5 mil~n walk IJul" -& A"nust 1999 New York State Surfing l~hampionShiPS lOcl_r Spring Clal~c/~~I~ Bod..hn..rdi .1 Ctvistmas at the Montauk Point Ughlhouse -iOecemberl T ffi G b T fE Table C-S H I I I I I I I I I I I I I I I I C-6 I I I I I I I I I I I I I I I I I I I I APPENDIX D RIDERSHIP I I I I I I I I I I I I I I I I I I I Appendix D: Ridership LONG ISLAND RAIL ROAD The LIRR is the busiest commuter railroad in North America, with an average total daily riderhip of 269,400 passenger trips on 740 trains each weekday and a total annual ridership of 80.3 mil-lion passengers in 1998. Its 10 branches consist of 365 route miles and 124 staions, serving the area from Montauk and Greenport on eastern Long Island's South and North Forks, to its pri-mary western terminal: Penn Station in Manhattan, approximately 120 miles away. All branches except Port Washing-ton run through Jamaica Station. Jamaica is the LIRR's hub where passen-gers on some non-dual mode diesel trains switch to electric trains for the ride to Penn Station. Each weekday morning, some 103,000 riders arrive at three western terminals during the peak period: Penn Station, Hunterspoint AvenuelLong Island City (in Queens), and Flatbush Avnue (in Brooklyn). Nearly 90,000 of these passengers, or 87 percent, are destined for Penn Station. Of the remaining passengers destined for one of the western terminals, 2 perent (2,350) disem-bark at Hunterspoint AvenuelLong Island City in Queens and II percent (11,000) at Flat-bush Avenue in Brooklyn. Jamaica Station, which is not one of the western termnals, is actually the third most popular disembarkation spot for LIRR commuters, with more than 3,500 passengers getting off trains during the AM peak period. The vast majority of LIRR's morning riders board at stations in Nassau and Suffolk Counties, and nearly three- quarers use one of four branches: Babylon, Port Jefferson, Port Washington, or Ronkonkoma (see Table 0-1). Table D-1 Morning Peak Commuting by LIRR Branch (1998): East of Jamaica AM Peak Percent of All Weekday AM Peak Branch Boardlna Passenaers Boardina Passenaers Babylon 28 840 27% Port Jefferson 19,860 1155% Ronkonkoma 17 ,970 17% Port Washinaton 16,570 15% long Beach 8,730 8% Hemostead 4,910 5% Far Rockaway 4,560 4% Montauk 2,260 2% Oyster Bay 1,800 2% West Hemostead 1,720 2% TOTAL 107,220 100% Source: MTA long Island Rail Road, long Island Rail Road Fall 199B Ridershio. D-I I Long Island Rail Road East End Transportation Study I In addition to commuters from Long [sland, the L1RR serves patrons who live in eastern Queens. In addition to the terminals at Long Island City and Hunterspoint A venue and the major transfer point at Jamaica, the L1RR makes 18 stops in Queens on four different branches-the Port Washington branch, the Hempstead branch, the West Hempstead branch, and the Far Rockaway branch-and in the City Terminal zone west of Jamaica. On the Port Washington branch during the AM peak period, riders who board at stations in Queens rere- ent more than half(52 per-cent) of the total ridership on that branch. I I Population, employment, and labor force projections prepared by New York Metropolitan Transortation Council (NYMTC) for New York City and Long island for the years 2010 and 2020 indicate that these trends should continue. Employment in Manhattan is projected to in- crease 21 percent by 2020, and the size of the labor force in Nassau, Suffolk, and Queens is projected to increase 28 percent by 2020. These trends indicate that demands on the currently overtaxed transit and traffic systems will increase significantly, as the number of morning commuters arriving during the peak 4-hour period is projected to increase by 28 percent at Penn Station and at Grand Central Terminal (GCT) in the period between 1995 and 2020 (see Table 0-2). I I I I It out t e ast I e ccess rOJect: , , Percent 1995 2010 Change 2020 Percent Terminal Arrivals Arrivals 1995-2010 Arrivals Change L1RR to Penn Station 86,630 103 856 20% 110,552 28% Metro North Railroad to Grand Central 70,169 84,164 20% 88,738 27% Terminal Source: KPMG Peat Marwick, LLP. W'h Table D-2 AM Peak 4-Hour Commuter Rail Ridership h E S'd A P 1995 2010 2020 I I I Projections indicate that the number of L1RR commuters coming into Penn Station in 2020 is expected to increase 25 percent, to nearly 50,000 during the morning peak hour in 2020. This in-crease in ridership, combined with the inability to expand capacity, would result in severe crowding conditions on peak hour L1RR trains. In 2020, during the busiest time of day, L1RR trains are projected to be operating at 127 percent of capacity. These ridership projections do not fully demonstrate the demand for service, however, as they are affected by the system's capacity constraints. Ridership forecasting for the East Side Ac- cess Project further demonstrates the need for additional L1RR service into Manhattan. The ridership forecasting model-which assumed 24 additional L1RR trains entering Manhattan (to GCT) in the AM peak hour-indicates that an additional 17,000 commuters would ride the L1RR into Manhattan in the AM peak period if such service were available (see Table 0-3). I I I I AM Peak 4-Hour LlRR Ridership; 1995,2 I , 2010 2020 Manhattan Without With Without WIIh Arrtvals '99S East Side Access East Side Access East Side Access East Side Access Penn Station 86,630 103,856 58.154 110,522 62,249 GeT 0 0 62,334 0 65,676 Tolal 86,630 103,856 120,488 110.522 127,925 Source KPMG Peal Marwick, lLP Table D-3 o 0 2020 I I I D-2 I I I Appendix D: Ridership I Parking I According to this DEIS, most stations are operating with parking lots and garages at much greater than 90 percent utilization levels; several are operating at levels very close to, if not greater than, 100 percent. I As indicated in the Table 0-4, the Babylon and Port Jefferson branches offer the largest num- ber of parking spaces, with 16,333 and 15,617 spaces, respectively. The parking lots at almost half of the stations along the Babylon branch are utilized at more than 100 percent of capacity, with the branch as a whole having close to 95 percent of Its total supply of parkmg utilized. Ronkon-koma branch parking sup-ply is more than 100 percent utilized, including six stations with greater than 100 percent uti-Iiza-tion levels. The Port Washington branch parking supply is 95 percent occupied; several sta-tions in Eastern Queens have substantial levels of on-street parking (Broadway, Auburndale, Bay-side, Douglaston, and Little Neck), but have very limited amounts of parking provided in lots. I I I The parking lots along several other branches are relatively lightly used. The West Hemp- stead and Montauk branches have a 50 percent utilization level overall, and the Oyster Bay branch has a 60 percent utilization level. The Far Rockaway and Hempstead branches have 80 percent uti-Iiza-tion levels overall and the Long Beach branch has 87 percent. I I The IS stations analyzed in detail in this DEIS include the four stations with the largest amount of station parking provided. These include Ronkonkoma, Huntington, Hicksville, and Babylon, which collectively have about 97 percent of their station parking spaces filled on a typical commutation day. As shown in Table 0-4, several of the 15 analysis stations currently have parking uti-Iization levels approaching, at, or greater than 100 percent, or have sig- nificant on-street parking levels due to the small or insufficient amount of parking currently in existence at the station itself. I I I I Off-Street Off-Street Utilization On-Street Station Canacitv Parklnn Usane {Percent} ParklnQ Babvlon Branch Rockville Centre 1.419 1,383 97.5 100 Baldwin 1,266 1,222 96.5 286 F reennr! 1,152 767 66.6 97 Merrick 1,563 1,628 104.2 160 Bellmore 1,573 1,615 102.7 14 Wantanh 1,508 1,547 102.6 50 Seaford 1,148 1,163 101.3 0 Massaoeoua 1,798 1,791 99.6 153 Mass"nAnua Park 723 701 97.0 58 Amitvville 625 501 80.2 0 eo"DiaOue 742 767 103.4 93 Lindenhurst 790 675 85.4 160 Babvlon 2,026 1,701 84.0 37 Branch T olal 16,333 15,461 94.7 1,208 Table 0-4 Existing Parking Capacity and Utilization at LIRR Stations I I I I I D-3 D-4 I I I I I I I I I I I I I I I I I I I Long Island Rail Road East End Transportation Study Off-Street Off-Street Utilization On-Street Station Canacltv Parkin" Usaae IPercentl Parklno Ronkonkoma Branch Bethpaoe 889 922 103.7 100 F arminodale 507 536 105.7 50 Pinelawn N/A N/A N/A N/A Wyandanch 960 1,039 108.2 26 Deer Park 1,061 1.457 137.3 254 Brentwood 871 596 68.4 33 Central Islip 922 1,144 124.1 0 Ronkonkoma 4,998 5,395 107.9 167 Medford 20 7 35.0 0 Yaohank 42 2 4.8 0 Riverhead 22 17 77.3 0 Maltituck 71 32 45.1 0 Southold 20 1 5.0 0 Greenoort 99 49 49.5 0 Branch Tolal 10 482 11,197 106.8 630 Hemostead Branch Hollis N/A N/A N/A N/A Queens Villaae 87 62 71.3 0 Bellerose 37 37 100.0 0 Floral Park 636 532 83.6 29 Stewart Manor 157 142 90.4 0 Nassau Boulevard 249 246 98.8 0 Garden Citv 373 369 98.9 19 Caunw Life Press 417 135 32.4 0 Hempstead 896 756 84.4 0 Branch T olaf 2,852 2,279 79.9 48 Far Rockawav Branch Locust Manor 0 0 - 22 Laurelton 52 52 100.0 10 Rosedale 211 45 21.3 130 Vallev Stream 1,285 1,063 82.7 43 Gibson 71 68 95.8 20 Hewlett 815 889 109.1 19 Woodmere 291 284 97.6 400 Cedarhurst 797 626 78.5 30 Lawrence 201 113 56.2 30 Inwood 212 105 49.5 0 Far Rockaway 150 1 0.7 0 Branch T olaf 4,085 3,246 79.5 704 Montauk Branch Bay Shore 449 294 65.5 0 Islip 395 185 46.8 0 Great River 91 59 64.8 0 Oakdale 246 97 39.4 0 Sawille 485 358 73.8 0 Patchoaue 594 274 46.1 0 BeIlDOr! 35 0 0.0 0 Mastic-Shirley 195 124 63.6 0 Soeonk 180 97 53.9 1 Table D-4 Existing Parking Capacity and Utilization at LlRR Stations I I I I I I I I I I I I I I I Appendix D: Ridership Table 0-4 Existing Parking Capacity and Utilization at L1RR Stations I I I I Off-Street Off-Street Utilization On-Street Station Capacity Parking Usage (Percent) Parking Westhampton 38 8 21.1 0 Hamoton Bays 190 30 15.8 0 Southamoton 74 44 59.5 0 Bridoehamoton 85 50 58.8 0 East Hamoton 373 103 27.6 18 Amaoansetl 35 20 57.1 0 Montauk 60 3 5.0 0 Branch T olal 3,525 1746 49.5 19 Port Washington Branch Flushino 572 572 100.0 0 Murray Hill 0 0 N/A 315 Broadway 79 90 113.9 665 Aubumdale 0 0 N/A 839 Bayside 75 48 64.0 999 Douolaston 118 119 100.8 500 Litlle Neck 113 111 98.2 400 Great Neck 360 355 98.6 0 Manhasset 496 491 99.0 0 Plandome 255 169 66.3 0 Port Washinoton 795 775 97.5 0 Branch T alai 2,863 2,730 95.4 3,718 Port Jefferson Branch New Hyde Park 651 586 90.0 76 Merillon Ayenue 153 167 109.2 0 Mineola 564 548 97.2 313 Carte Place 14 44 314.3 20 Westbury 577 563 97.6 157 Hicksyille 3,328 3,331 100.1 120 Syosset 1,221 1,235 101.1 118 Cold Sorino Harbor 969 945 97.5 0 Huntinoton 3,820 3,636 95.2 266 Greenlawn 435 239 54.9 0 Norlhoort 1,046 623 59.6 0 Kinos Park 771 564 73.2 12 Smithtown 794 338 42.6 0 St. James 312 163 52.2 0 Stony Brook 444 313 70.5 0 Port Jefferson 518 252 48.6 0 Branch Total 15,617 13,547 86.7 1,082 Oyster Bav Branch East Williston 201 192 95.5 50 Albertson 77 21 27.3 61 Roslyn 336 226 67.3 61 Greenvale 190 69 36.3 13 Glen Head 168 116 69.0 10 Sea Cliff 133 96 72.2 0 Glen Street 132 84 63.6 0 Glen Cove 161 122 75.8 0 t.ocust Valley 187 185 98.9 0 Oyster Bay 338 35 10.4 0 D-5 I Long Island Rail Road East End Transportation Study I Off-Street Off-Street Utilization On-Street Stallon Caoacitv Parkina Usaae (percenO Parkina Branch T otaf 1,923 1,146 59.6 195 West Hemnstead Branch Sl. Albans N/A N/A NfA NfA Westwood 62 44 71.0 0 Malverne 188 173 92.0 0 Lakeview 55 52 94.5 18 Hempstead 0 0 N/A 52 Gardens West Hemostead 980 384 39.2 0 Branch T otaf 1,285 653 50.8 70 Lonn Beach Branch Lvnbrook 940 677 72.0 91 Centre Avenue 116 88 75.9 6 East Rockawav 169 167 98.8 0 Oceanside 561 562 100.2 67 Island Park 466 458 98.3 0 Lorin'Beach 223 200 89.7 262 Branch T otaf 2,475 2,152 86.9 426 Sources: MT A Long Island Rail Road. East Side Access, PDEIS, December 1999. Table D-4 Existing Parking Capacity and Utilization at LIRR Stations I I I I I I I I STATION LOADING PROJECTIONS I Station loading projections have not been analyzed on a per station basis, only per branch. An estimate of the projected 28 percent increase in morning commuters arriving during the peak 4-hour period is as follows in Table 5. I AM Peak Percent of All Ridership with Weekday AM Peak 28 Percent Branch Boardinn Passenners Boardinn Passenaers Increase Babvlon Branch 28,840 27% 37,055 Port Jefferson Branch 19,860 19% 26,076 Ronkonkoma Branch 17,970 17% 23,331 Port Washi~ton Branch 16,570 15% 20,586 Lonn Beach Branch 8,730 8% 10,979 Hemnstead Branch 4,910 5% 6,862 Far Rockawav Branch 4,560 4% 5,490 Montauk Branch 2,260 2% 2,745 Ovster Bav Branch 1,800 2% 2,745 West Hemnstead Branch 1,720 2% 2,745 107,220 100% 138,614 Source: MTA Long Island Rail Road. Long Island Rail Road Fall 1998 Ridership. Table D-S Morning Peak Commuting by LIRR Branch (1998): East of .Jamaica I I I I I I D-6 I I I I I I I I I I I I I I I I I I I I Appendix D: Ridership LONG ISLAND RAIL ROAD FALL 1998 RIDERSIDP Every Fall, the LIRR Service Planning Department supervises and positions personnel on all weekday/weekend revenue trains to record the number of customers traveling to and from the Western/Eastern terminals. The following Table 0-6 lists fall 1998 ridership. Table D-6 LlRR Ridership Summary East of Jamaica (Fall 19981 TlmelDav/Branch Fall 1997 Fall 1998 AM Rush Hours 104,700 105,500 PM Rush Hours 87,400 87,100 Off-Peak Weekdavs 73,900 76,800 Averaoe Dailv 266,000 269,400 Saturday 78,360 86,140 Sundav 64,980 68,950 AM Montauk 2,500 2,260 PM Montauk 2,060 1,730 AM East of Ronkonkoma 40 30 PM East of Ronkonkoma 30 40 Over a 24-hour period in Fall 1998, total branch travel east of Jamaica on the Montauk Branch was 6,210. In the same time frame, the branch with the least riders was West Hemp- stead with 3,650. The Babylon Branch had the highest 24-hour ridership number with 70,850. In Fall 1998, morning rush hour travel east of Jamaica on the Montauk Branch was 2,260. During the morning rush hour travel east of Jamaica in Fall 1998, the Montauk Branch had the lowest ranking for average number of customers per train with 282. Eastbound evening rush hour travel, east of Jamaica in Fall 1998, travel on the Montauk Branch had the third lowest customer count of 1,730 which is an average of238 passengers per train. Reverse travel weekday during Fall 1998 AM and PM rush hours east of Jamaica had 1 :50 AM passengers and 2: 10 PM passengers. The average customers per train during a 24 hour period east of Jamaica during weekday Fall 1998 on the Montauk Branch was 144. There were 17 riders for the same time period on the Ronkonkoma East Branch. The average number of customers per train Saturday/Sunday Fall 1998 on the Montauk Branch was 113 on Saturday and 100 on Sunday. The Ronkonkoma East Branch had 42 and 37 customers for Saturday and Sunday, respectively, for the same time period. The single busiest train to the East End is the 4:25 PM from Penn Station, #2710 referred to as the "Cannonball." In the summer, the Cannonball leaves from Jamaica on Thursday and Friday with its first scheduled arrival at Westhampton at 5:39 PM. The Cannonball subsequently stops at Southampton at 5:59 PM, Bridgehampton at 6:07 PM, East Hampton at 6: 17 PM, and Montauk at 6:38 PM. On Friday, August 13, 1,021 riders got off at the three busiest stations, which are Westhampton, Southampton and East Hampton; on Friday, July 2, 1,290 got off at these three stations, approximately 26 percent higher than a "typical" August Friday. The busiest of the East End stations is East Hampton, followed by Westhampton, Southampton, Bridgehampton, Montauk, Hampton Bays, Amagansett, and Speonk. D-7 I Long Island Rail Road East End Transportation Study I LlRR ridership is sharply peaked over the course of the typical and holiday summer weekends. The most substantial train loads are Friday afternoon/evening arrivals and Sunday mid- to late-afternoon departures. Saturday peak ridership levels are generally approximately 25 to 40 percent of the Friday and Sunday peaks. I The automobile is the primary mode of access to and from the East End stations. Although the modal split percentage by ages (auto, taxi, and walk) vary station-to-station, in general ap- proximately 80 to 90 percent of all LlRR riders get to and leave from their East End stations by auto pickup/drop off. Taxi service is the second most popular access/departure mode, generally 10 to 15 percent, with walking being the remainder. Many of the East End LlRR stations are not served at all by connecting transit buses while others are not well served. Ad- ditionally, several of the LlRR stations are not accessible by walking from the central parts of town. I I I The following are results of observations made at East End LlRR stations. I WESTHAMPTON I On the Friday, August 13 weekend survey, the busiest train arrivmg was the 4:25 PM Cannonball out of Jamaica, which is scheduled to arrive at Westhampton at 5:39 PM. This train had 382 passengers getting off at Westhampton. The preceding train, the 2: 17 PM out of Jamaica, scheduled to arrive at Westhampton at 3:38 PM had 144 riders departing the train. Each of the trains arriving after the Cannonball had fewer than 100 exiting riders. Approxi- mately 85 to 90 percent of LlRR passengers getting off at this station were picked up by pri- vate auto, approximately 10 to 15 private took taxis or car services, and less than I percent walked to their destination. I I On Saturday, August 14 passenger volumes were low with 10 to 20 riders boarding west- bound trains and 20 to 50 departing eastbound trains. Approximately 70 to 75 percent of those getting on or off trains accessed or left the station by private auto pickup/drop off, 20 to 25 percent used taxis or car services, and 5 private walked. I I On Sunday, August 15 survey, the 4:40 PM westbound train had the highest number of boarding passengers (102), with most of the other westbound trains having 25 to 85 boarding riders. Approximately 80 to 85 percent of the riders coming to the station were dropped off by private auto, 15 percent arrived by taxi or car service, and I percent walked. I LlRR ridership at this station was substantially higher for the Friday, July 2nd survey than for the Friday, August 13 survey, with the holiday weekend having nearly 40 percent more demand than that of the typical weekend. I HAMPTON BAYS I On the Friday, August 13, this station had 30 to 56 riders departing the trains in the afternoon to evening periods. Approximately 85 percent of the riders getting off at Hampton Bays were picked up by private auto, approximately 10 percent took taxis, and 5 to 10 percent walked to their destinations. I The three eastbound trains on Saturday, August 14 had 20 to 57 riders departing at this station, while the two westbound trains back toward New York City had 14 to 24 riders I I D-8 I I I Appendix D: Ridership I I I I I I I I I I I I I I I I I boarding. Approximately 85-90 percent of the total number of the on and off passengers ac- cessed or left the station by car, 5 percent used taxis, and 5 to 10 percent walked. On Sunday, August 15 the volume of passengers boarding eastbound trains ranged from 13 to 50. Approximately 85 to 90 percent were dropped off at the station by car, less than 5 percent took taxi service, and 10 percent walked SOUTHAMPTON On Friday, August 13 the busiest train arriving at the station was the 4:25 PM Cannonball, which is scheduled to arrive at Southampton at 5:59 PM. This train had 154 riders departing at Southampton. Each of the other eastbound trains generally had 30 to 60 riders departing. Approximately 85 percent of the LIRR riders getting off at Southampton were picked up by car, 10 percent used taxis, and 5 percent walked to their destinations. The 10:13 AM eastbound train on Saturday, August 14 had 68 riders departing at this station, while the 4:15 PM westbound train back toward New York City had 114 riders boarding. Approximately 85 percent of the total number of the on and off passengers accessed or left the station by car, 10 percent used taxis, and 5 percent walked. The number of riders on Sunday, August 15 getting on westbound at Southampton was highest for the 2:16 PM and 4:15 PM trains, with 100-115 riders boarding each of these trains. The number of boarding riders ranged from 15 to 70 riders for subsequent trains throughout the evening period. Again, approximately 85 percent of these passengers arrived by car, 10 percent by taxi, and 5 percent walked. LIRR ridership at this station was nearly twice as high on Friday, July 2 than on the Friday surveyed in mid-August. BRIDGEHAMPTON On Friday, August 13th there were 214 riders getting off the busiest LIRR train, the Cannon- ball, at this station with other trains having approximately 30 to 60 riders. One westbound train, scheduled for 3 :25 PM at Bridgehampton, had 32 riders boarding it. Almost all the riders were picked up by auto, with very few using taxis. No one was observed walking from the station to their destination. On Saturday, August 14th, there were 25 to 50 passengers observed getting off eastbound trains in the late morning through the midday hours. Again, nearly all riders were picked up by car at the station. Westbound ridership boarding on Sunday, August 15 was in the 20 to 90 person range. More than 95 percent were dropped off at the station by car, 5 percent using either taxis or walking to the station. EAST HAMPTON This was the busiest of the East End stations. On Friday, August 13, there were 485 LIRR riders getting off the Cannonball scheduled to arrive at East Hampton at 6: 17 PM and over 100 riders departing the preceding 4: 10 PM train and a later 8:09 PM train. Approximately 85 percent of the nders alighting at this station were pIcked up by car, while 7-9 percent took taxis, and 7-8 percent walked to their destinations. There were no walkers after the Cannon- ball train. D-9 Long Island Rail Road East End Transportation Study I I I I I I I I I I I I I I I I I On Saturday, August 14 the two eastbound trains counted had 42 and 82 riders. Approxi- mately 65 percent were picked up by car, 30 percent took taxis or car services, and 5 percent walked to their destinations. On Sunday, August 15, the three busiest westbound trains, I :51 PM, 3:56 PM, and 5:56 PM, had 130 to 190 passengers boarding at this station. The two subsequent trains counted had ap- proximately 50 passengers. Approximately 75 percent of the passengers leaving from this sta percent tion were dropped off by car, 15 percent accessed the station by taxi service, and 10 percent walked to the station. LIRR ridership at this station was only 5 percent higher on the Friday, July 4 weekend than the typical Friday surveyed on August 13, although the number of riders getting off the busiest train (the Cannonball) was 25 percent higher on the holiday weekend than on the typical weekend. AMAGANSETT Ridership at this station is relatively modest. On all three August surveys, the number of pas- sengers getting off the eastbound trains or getting on westbound trains was generally under 50; on Saturday, the three eastbound trains surveyed each had fewer than 25 riders departing at this station. On Friday, August 13, 80-85 percent of the riders were picked up by car, 10 percent by taxis, and 5-10 percent walked. On Saturday and Sunday, nearly all riders using this station were picked up or dropped offby car. MONTAUK On Friday, August 13, the busiest train arriving at the Montauk station was the Cannonball, which is scheduled to arrive at Montauk at 6:38 PM. This train had III passengers departing. The next train scheduled to arrive at 7:47 PM had 89 passengers. Approximately 75 percent of the riders were picked up by car and the other 25 percent used taxis. The three eastbound trains on Saturday, August 14 were surveyed between 11:00 AM and 3 :00 PM and had fewer that 40 riders on each getting off at the station. All were picked up by car. On Sunday, August 15 the number of passengers getting on the five trains surveyed ranged from approximately 35 for the 6:39 PM and 7:30 PM trains to a high of 100 on the 3:30 PM train. Approximately 85 percent accessed the station by car and the vast majority of the others used taxi services. 0-10 I I ____.____n_ I I I I I I I I I I I I I I I I I I I Appendix D: Ridership Tables 0-7 South Fork Train Train Scheduled Number of I TransDort Station Number Arrival Passenaers I Car I Taxi I Walk Eastbaund: Auaust13 1999 Amagansell 2708 4:25 PM 42 88% 10% 2% Weslhamoton 2710 5:39 PM 382 98% 27% 0% Southamoton 2710 5:59 PM 154 90% 5% 5% Bridgehamoton 2710 6:07 PM 214 97% 3% 0% East Hampton 2710 6:17 PM 485 85% 2% 13% Hampton Bavs 2718 9:13 PM 56 90% 10% 0 Montauk 2710 6:38 PM 111 71% 19% 0% Speonk 2736 8:33 PM 47 97% 3% 0% Eastbound: AUllust14, 1999 Southampton 2702 10:13AM 68 90% 5% 5% Westhampton 2706 11:52AM 47 77% 23% 0% Bridgehampton 2706 12:21 PM 53 97% 3% 0% East Hamoton 2706 12:31 PM 82 70% 20% 10% Hampton Bavs 2710 1:57PM 57 Amagansell 2710 2:46 PM 21 80% 20% 0% Montauk 2710 3:06 PM 38 100% 0% 0% Westbound: Auaust15 1999 Amagansell 8703 1:44 PM 70 99% 1% 0% Hampton Bavs 8703 2:32 PM 50 85% 0% 15% Montauk 8705 3:30 PM 100 73% 17% 0% Bridaehampton 8707 4:05 PM 91 96% 4% 0% Southampton 8705 4:15PM 114 80% 15% 5% Westhampton 8705 4:40 PM 102 95% 5% 0% East Hamoton 8707 5:56 PM 188 96% 4% 0% NORTH FORK TRAIN This survey was taken on Friday, July 2 by riding the 5: 17 PM train from Ronkonkoma to Greenport. The passengers were counted as they departed the train at each station. The scheduled arrival time and how many passengers departed at each station is reported below. Of the stations in the North Fork, Greenport is by far the most heavily utilized. On July 5, the westbound 6: 17 PM train from Greenport returning to Ronkonkoma was surveyed. Below are the number of passengers boarding and departing the North Fork train. D-I! Train Number of Station Time Passenoers Eastbound Ronkonkoma 5:17 PM 221 Medford 5:28 PM 11 Yanhank 5:36 PM 1 Riverhead 6:01 PM 28 Maltituck 6:17 PM 38 Southold 6:31 PM 35 Greennnrt 6:41 PM 108 Greenoort 8:17 PM 201 Westbound Greennnrt 6:17PM 133 Southold 6:27 PM 60 Mallituck 6:39 PM 6 Riverhead 6:56 PM 18 Yaohank 7:21 PM 4 Medford 7:28 PM 9 Ronkonkoma 7:38 PM 192 Tables D-8 North Fork Train I I I I I I I I I I I I I I I I Long Island Rail Road East End Transportation Study D-/2 I I I ------------------- MONTAUK IlRANCH Wr.STIIOUND EASTDOUND MIDHA Y I'.M. PEAK A.M.I'EAK MIDDA Y A.M. rEAK OFF-PEAK REVERSE TOTAL REVERSE OFF-PEAK P.M. PEAK TOTAL ON OF' ON Of' ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF TOTALDRANCII 2424 4' 614 .16 205 5\ J24J \36 50 211 69 9\9 89 1%8 208 3104 Monlauk 3 0 14 0 0 0 17 0 0 0 0 31 0 37 0 68 Amogans<u 0 0 0 0 0 0 0 0 0 2 0 0 2 8 2 10 EaslllOlllplon 4 I 14 0 IS 0 l3 I 0 IS 0 19 0 II 0 4S BridgchamptoR 8 0 12 0 7 0 27 0 0 4 0 3 0 8 0 IS Southampton 9 0 10 I 16 0 3S I 0 10 0 IS 0 13 0 38 Hamplon Bays 9 0 18 2 10 0 37 2 0 1 0 8 0 \1 0 26 Wcsthamplon 5 \ 6 4 0 0 II S 0 8 0 0 0 14 0 22 Sp<Ollk S9 0 18 I 8 I 8; 2 0 4 I 12 I 70 2 86 MMlk Shirley 254 0 l3 2 12 6 299 8 23 I 7 17 3 28S 33 303 llcllpOlI 9 0 2 U 0 0 11 0 0 0 0 4 I II I IS I)alc hog\! e 428 15 8) 7 16 13 521 3S 12 49 18 264 49 H2 79 665 Sayvill, 446 IJ 81 6 43 4 511 23 S 44 10 163 8 349 2) S56 Oakd,l, 137 4 42 S 8 I 187 10 0 19 2 5 I 0 108 2 178 Greal Ri'Ycr 94 3 7 0 0 0 101 ) 0 0 4 36 0 69 4 101 Islip 325 4 106 3 12 7. 443 14 2 14 I 72 6 268 16 314 Bny Shore 6)4 8 167 S S8 19 8S9 31 8 40 19 224 19 3S4 46 618 19 1998 L1RR STATION.CASED PASSENGCR COUNTS - ~............ RONKONKOMA nl~ANCH WESTDOUNI.I EASTBOUND MIUIlA Y P.M. PEAl< A.M. PEAK MIDDA V A.M. PEAK OFF.PEAK REVERSE TOTAL I~EVERSE OFF.PEAK P.M. PEAK TOTAL ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF ON OFF TOTALIJRANCII 14538 260 2218 2S8 756 155 17512 673 171 738 245 3854 295 /1921 71/ 16513 Grecnport ) 0 2 0 0 0 5 0 0 0 0 7 0 6 0 I) SO~lhor" I 0 I 0 0 0 2 0 0 0 0 2 0 5 0 7 Mall~~ck 2 2 0 0 0 0 2 2 0 0 I I 0 4 I 5 R i.erhe_d 12 0 15 I 0 0 27 I 0 0 0 17 I 10 1 27 Y Aph.nk 7 0 2 0 0 0 9 0 0 0 0 2 0 6 0 8 Medrord 20 0 4 2 0 0 24 2 0 0 I 2 \ 23 2 25 RonkoRkomA 6015 \ 727 102 150 121 6892 224 0 224 6 1534 6 5300 12 705& C'enlrallslip 1 SS3 6 298 H 63 2 1914 3) 0 78 9 507 22 1258 31 1843 Hrent\\'OtltJ 1177 50 }S2 12 91 6 1620 68 2 70 19 406 70 1126 91 1602 Decr Park 2052 6j 204 21 92 6 2)48 y? --W 128 37 439 69 1431 116 1998 W)'_n<li.,ch 13J1 41 221 60 41 6 1599 107 J7 60 99 )65 65 1068 201 1493 Pinclawn 0 0 II I 5 0 16 \ 0 5 6 12 0 0 6 17 FAJmillsdale 1035 60 219 22 17\ II 1425 93 122 166 54 )1) 50 670 226 1149 BClhpQ&e 1324 H \62 12 14) 3 1629 50 0 7 I) 247 II 1014 24 1268 15 1998 L1RR STAT/ON.BASED PASSENGER COUNTS - - - - - - -- - - - - - - - - - - - - ------ - - -- - - - - - - - - ~ (JAllYlON 81~ANCII WESTIIOUNI) EASTIIOUND MIIlIlA V P.M.I'RAK A.M. PEAK MIDDA V A.M. I'F:AK OF'f-I'F:AK REVE/{SF: TOTAL I{EVERSE OFF-PEAK P.M. PEAK TOTAL ON OfF ON OFF' ON OFF ON on- ON OfF ON OFf ON 'OFF ON OFF TOl'ALIlRANCU 27724 545 4222 622 1568 1054 33514 2221 571 IJ59 683 7172 563 24666 1817 33197 Babylon 3467 149 704 76 2%. 119 4467 344 8 273 13 1784 0 21J0 21 4187 Lmd.nhursl 1l5& 10 23] 83 81 194 1670 287 89 99 90 706 41 1773 220 25" Copi.gu. 967 21 185 25 85 22 1237 68 14 91 36 330 20 698 70 1119 AmitY_iIIe 765 21 65 41 52 36 882 98 26 64 40 23 I 22 705 88 1000 M''''p.qua Park 1477 26 367 20 186 57 2030 103 25 48 23 231 4 1258 52 1543 Mas'.p.qua 2709 10 289 28 43 15 3041 53 42 55 59 611 109 3760 210 4496 Searord 166~ 61 143 14 51 34 1858 109 1)2 }J 6 191 7 1063 145 1287 W.nlagh 2729 19 235 )2 54 86 3018 137 26 49 92 452 48 1945 166 2446 Be 1I111 Ort 2917 IJ 238 20 68 83 3223 116 32 114 83 523 35 2332 150 2969 M....ie\. 2876 13 31) 58 1)0 )0 3379 101 74 84 137 607 41 3149 252 3840 Pre.pon 1647 79 54) 128 253 278 2443 485 0 150 33 349 81 1127 114 1626 B.ldwin 2795 24 307 41 95 28 3197 93 63 13 22 653 37 2862 122 3598 Rochill. Cenlr. 2353 99 542 56 174 72 3U69 227 40 216 49 421 118 1864 207 2508 12 I I I I I I I I I I I I I I I I I I I APPENDIX E EAST END TRANSPORTATION NETWORK . Bus Service . Ferry Service . Taxi Service I I I I Appendix E: EAST END TRANSPORT A nON NETWORK I BUS SERVICE I This sectiOn examines eXIsting bus service Iinkmg New York CIty to/from the East End of Long Island as well as connectmg local transit bus service. The informatiOn used for this analysis was gathered from public bus operators (i.e, Suffolk County TransIt), pnvate bus operators (i.e., Hampton Jitney, Sunrise Express), the Long Island Bus Study (which is being conducted by the New York State Department of Transportation and summarized m the relevant studies sectiOn of this report), and from field observation conducted as part of thiS study. Specifically, East End bus service is examined in terms of frequency and span of service, connectivIty with other buses, and to other modes of transportation. I I SERVICE PROVIDERS I I The East End of Long Island is served by both public and pnvate bus operators including Suffolk County Transit, the Hampton Jitney, and the Sunrise Express. The most recent route maps were obtained to develop the service profiles. The Riverhead Station is the only railway station directly served by bus transIt. I SUFFOLKCOUNTYTRAN~T I I I Overall, Suffolk County Transit operates a total of 49 distinct routes throughout Suffolk County; II of those routes serve the eastern end of Long Island. A one-way adult fare within Suffolk County is $1.50. Transfers cost $0.25 and are good for one additional ride and are valid for 2 hours from the time issued. In most cases, passengers may only board a bus at a designated bus stop. However, in eastern Suffolk County, buses will stop for passengers at most comers along the route. Senior and handicapped persons ride for $0.50. All Suffolk County Transit buses are equipped with wheelchaIr lifts. There IS no bus service on Sundays, New Year's Day, Memorial Day, Independence Day, Labor Day, Thanksgiving Day, or Christmas. I The East End of Long Island is served by eleven Suffolk County bus routes. Table E-I pro- vides relevant mformation for each of these bus routes including servIce areas, designated bus stops, connecting bus service and points of connection/transfer. I The South Fork is served by the followmg bus routes: lOA, lOB, 10C, lODE, S-90, S-92, with connectmg bus service to the SA, S-62, and S-66 m Riverhead (note: routes preceded with the Icttcr "S" (e.g., S-62) are mam Ime buscs, and a bus route followed by a letter (e.g., lOB) IS a fecder route (see Table E-2). I I I E-/ I Long Island Rail Road East End T....anspo....tation Stud}' I Table E-I I Suffolk County Transit East End Bus Service Bus ConnectingServicel Route Service Area Bus Stons Location of Connectina Bus 8A Riverhead to Tanger Outlet Riverhead, Central Suffolk Hospital. Suffolk $.62 Riverhead Center County Offices. Suffolk College-Riverhead. $.90 Riverhead Northampton. Calverton Hills. Tanger OuUet $-92 Riverhead Center S-66 Riverheasd lOA-lOB Southampton to Springs Southampton. Southampton College. $-92 Southhamptan Southampton Hospital. North Sea. Noyac. WC College Sag Harbor, North Haven, East Hampton. Southampton Bridgehamptoin, Three Mile Harbor, Sag Harbor Springs East Hampton Bridgehampton East Hamaton 10C East Hampton to Montauk East Hampton. Amagansett, Hither Hills. S-92 East Hampton Montauk Village, Montauk Dock. Ditch S-94 Montauk Plains. Montauk liohthouse. 108 East Hamnlon lODE Hampton Bays to Quogue Hamton Bays, Squietown. Ponquogue, S 92 Hampton Bays SorinnviUe, Tiana, West Tiana, East Quonue S-90 East Quooue S-62 Hauppauge to Riverhead Hauppauge, Hauppauge Industrial Park, S-66 Riverhead Hauppauge Government Offices. S-90 Riverhead Nesconset, Smith Haven Mall, Port S-92 Riverhead Jefferson Railroad Station. Mount Sinai. 6A Riverhead Miller Place, Rocky Point. Shoreham, Wadinn River, Riverhead S-66/68 Patchogue 10 BellporVCenter Patchogue, East Patchogue. Hagerman, S-40 Patchogue MoricheslRiverhead North Bellport, Brookhaven, Shirley, Mastic, S-54 Patchogue Mastic Beach. Center Moriches. Suffolk S-61 Patchogue College, Riverhead County Center S-62 Riverhead S-63 Patchogue S-90 Center Moriches $-92 Riverhead 7A-78 Patchogue 7D.7E Shirley 6A Riverhead S.90 Center Moriches to Riverhead Center Moriches. East Moriches. Eastport. 5-62 Riverhead Speonk. Westhampton Beach. S-66 Center Monches Westhampton Air Base. Quogue. East S-92 Riverhead Quogue. Riverhead 8A Riverhead 100E East Quooue S-92 Orient PointlGreenportto East Orient Point Ferry Dock, Greenport. S-62 Riverhead Hampton via Riverhead Southold. Mattituck, Central Suffolk Center, S.90 Riverhead Riverhead County Center, Hampton Bays. 8A Riverhead Southampton. Southampton Hospital. lOA Southampton Bridgehampton. Sag Harbor, East Hampton 108 Sag Harbor WC Easl Hampton lODE Bridgehampton East Hampton Hamoton Bavs I I I I I I I I I I I I I I I E-2 I I I Appendix E: East End Transportation Network I I 1999 5-<12 5-<1. 5-<1. 5-90 $-92 5-94 .A lOA lOB 10C 10DE Januaru 10,474 5.900 5,229 1.797 13,455 0 3,037 700 1,589 737 413 Februa 10,910 5.996 5.683 1,693 13,017 0 3,408 7BO 1,439 743 476 March 6,792 6,792 6,283 1,878 15,890 0 3,715 990 1,634 1.024 558 Amil 12.539 7,417 6,018 1,990 16,681 0 3.865 967 1.930 1,276 4BO Ma, 11,664 8.549 3,903 1.452 16,724 0 3,694 938 2.065 1,778 474 June 13,114 10.168 4,509 1,564 19,870 0 3,499 1.012 2,746 4,570 570 Julv 13,185 10,146 4,504 1,439 21,355 407 3,814 1,037 3,185 5,685 4B2 Aunusl 14.520 10,252 4,380 1,590 21,615 46B 3,694 1,126 3.483 5,445 556 September 12,613 10,760 4,085 1.201 18,134 62 4,230 1,060 2,515 3.464 465 October 11,782 11,079 4,645 1,115 17,076 0 4,422 979 2,340 2,315 539 November 11,816 10.346 3,971 9BO 15,309 0 3,712 BBO 2,181 1,919 442 December 12,558 10,030 4,592 1,018 14,607 0 3,249 909 1,984 1,438 420 Total 147,637 107,435 57,802 17,717 203,733 937 44,339 11,378 27,091 30,394 5,875 Table E-2 Suffolk County Transit: Number of East End Bus Passengers I I I I Frequency of bus service on the South Fork varies by route-generally operating no more than one bus per hour (Table E-3). Hours of service also vary by route (Table E-4). In general, bus service is provided from the early morning hours (1.e., between 5:55 AM, eastbound S-66 and 8:00 AM, eastbound S-90) and continues throughout the day, Weekend bus service is provided on Saturdays only. The only Suffolk County TranSit route that does not operate on Saturday's IS the lODE (from East Hampton to Quogue). Suffolk Counry Transit docs not provide late night bus service to the East End. The last bus service on weekdays IS at 7:00 PM, and at 7:05 PM on weekends (S-62). I I Table E-3 Suffolk County Transit East End Bus Routes: I I Fre. uencv of Service in Minutes) Bus AM PM Routes Peak Middav Peak Saturday Sunday lOA 160 160 160 160 No Service lOB 100 100 100 100 No Service 10e 95 95 95 95 No Service lODE 114 114 114 No Service No Service 5-62 60 60 60 60 No Service 5-66 60 102 102 102 No Service 5-68 95 95 95 95 No Service 5-90 149 149 149 149 No Service 5-92 60 60 60 60 No Service 5-94 160 160 160 160 No Service Source: Long Island Bus Study, Technical Memorandum-Travel Demand bv Market. I I I I I I I L-3 I Long Island Rail Road East End Transportation Study I u 0 OUDlV ranSt as n us ou es Bus Weekday Saturdav Route Direction Start End Start End lOA Eastbound 7:05 AM 0.725 PM 9:00 AM 5:25 PM Westbound 6:25 AM 4:05 PM 7:55 AM 4:05 PM lOB Looo Route 6:50 AM 6:20 PM 6:50 AM 6:20 PM 10C Looo Route 6:50 AM 6:35 PM 6:50 AM 6:35 PM 100 Eastbound 7:25 AM 4:55 PM No Service No Service Westbound 8:30 AM 6:00 PM No Service No Service 10E Looo Route 7:55 AM 5:35 PM No Service No Service S-62 Eastbound 6:00 AM 5:10 PM 6:15AM 5:45 PM Westbound 6:20 AM 7:00 PM 7:00 AM 7:05 PM S-66 Eastbound 5:55 AM 5:25 PM 5:55 AM 5:25 PM Westbound 6:40 AM 6:00 PM 6:40 AM 6:00 PM S-68 Eastbound 7:05 AM 6:15 PM 7:05 AM 6:15PM Westbound 6:35 AM 4:45 PM 6:35 AM 4:45 PM S-90 Eastbound 8:00 AM 5:50 PM 8:00 AM 5:50 PM Westbound 7:45 AM 5:00 PM 7:45 AM 5:00 PM S-92 Eastbound 6:15AM 4:00 PM 6:55 AM 4 :00 PM Westbound 7:40 AM 5:40 PM 7:40 AM 5:40 PM S-94 Eastbound 8:20 AM 4:10M 8:20 AM 4:10PM Westbound 9:30 AM 5:30 PM 9:30 AM 5:30 PM S f~ Ik C Table E-4 Span of Service: '( E (E d B R ( I ( T I I I I I I The North Fork communities of Greenport, Southold, and Mallituck are served by only one Suffolk County Transit bus route, the S-92. Connecting bus service is provided at Riverhead, Southampton, Sag Harbor, East Hampton, Bridgehampton, and Hampton Bays. As shown on Table E-3, the S-92 operates one bus per hour (i.e., 60 minute headway). Riverhead is served by five Suffolk County Transit bus routes, the 8A, S-62, S-66, S-90, and S-92. I I HAMPTON JITNEY I The Hampton Jitney is a private carrier that provides year round coach service between New York City and eastern Long Island. The first stop east of Queens/Nassau border is in Manor- ville on CRI I I. A one-way fare between the City and the Hamptons is $24 ($43 round-trip). Most trips offer complimentary beverages, snacks, newspapers, and other amenities (e.g., in- dividual reading lights, reclining seats, and a lavatory). The Jitney also makes airport con- nection stops that are convenient to JFK and LaGuardia airports in Queens, IsliplMacArthur Airport in Islip (via taxi connection), and Gabreski Airport in Manorville. The Hampton Jitney schedule (effective April I, 1999), which mcludes specific airport connection informa- tion, is provided in Table E-5. The Jitney operates each day of the year. It makes four stops in New York City, (86th Street, between Lexington Avenue and Third Avenue; 69th Street and Lexington Avenue; 59th Street and Lexmgton Avenue; and 40th Street, between Lexington Avenue and 3rd Avenue), provides airport connection service, and makes ten stops in eastern Long Island (from Manorville to Montauk). ApproXImate travel time between New York City and Montauk is 3:-', hours. Reservations arc required. I I I I I I E-4 I I I Appendix E: East End Transportation Network I I ampton (tney Number of Passenners Locall Month 1995 1996 1997 1998 Januarv 16,528 21,859 21,682 22,364 Februarv 14,024 17,158 20,159 20,871 March 17,246 20,143 24,725 24,254 ADril 22,030 23,666 25,774 28,682 Mav 31,031 35,975 39,951 43,004 June 41,974 51,710 53,704 50,640 Julv 71,143 65,520 92,517 76,693 Auoust 65,121 75,765 78,760 85,290 Sentember 37,853 44,290 39,632 58,542 October 27,280 30,233 32,173 41,486 November 24,685 27,417 30,526 38,189 December 22,082 25,822 32,864 28,169 Total 390,997 439,558 492,467 518,184 H Table E-S J' I I I I I Table E-5 shows the number of monthly passengers during the period 1995-1998. Ridership has grown each year, with an overall increase of 33 percent and, would be expected, summertime volumes are sharply peaked. Also of note is the continued growth in non- summer ridership. I SUNRISE EXPRESS I The Sunrise Express provides service from the North Fork to New York City. The most westerly stop east of Queens is Riverhead. Direct service is provIded between New York City and the Greenport Railroad Station, in the Village of Greenport. All one-way fares are $15 ($29 round-trip). Sunrise Express schedule information is provided in Table 8. The Table shows that westbound bus service is provided from Greenport three times a day (7:30 AM, II :00 AM, and 2:30 PM) with stops in Southold, Cutchogue, Manituck, Riverhead, and Queens (Long Island Expressway, Exit 24, Kissena Boulevard) before arriving in New York City where it makes limited stops along Third Avenue, between 37th Street and 79th Street. Eastbound buses depart from New York City, (between Lexington A venue and Third A venue on 44th Street), stops in Queens (LIE, EXIt 24, southwest comer, Queens College, before arriving in Riverhead. Approximate travel time between New York City and Greenport is 2Y, hours. Reservations are required to guarantee a seat. I I I I Table E-6 shows ridership information. Passenger volumes are approximately 15 percent of the Hampton Jitney and exhibit a similar heavy peaking during the summer. Ridership growth on the Sunrise Express, 14 percent, has been less dramatic. I I I I E-5 I Long Island Rail Road East End Trans!,orlalion Study I Number of Passengers (lntercitvl Month 1995 1996 1997 1998 Januarv 5,319 3,107 3,171 3,682 Februarv 2,638 2,699 2,918 3,378 March 3,003 3,092 3,423 3,798 April 3,799 3,911 3,940 4,410 Mav 5,536 5,546 5,829 6,435 June 6,945 7,241 7,792 7,901 Julv 10,326 9,509 10,608 11,635 AUGust 10,241 10,858 11,930 12,181 September 6,648 6,112 6,597 8,035 October 4,728 4,764 5,512 5,678 November 4,023 4,546 4,702 5,128 December 4,205 4,440 4,722 5,430 Total 67,411 65,825 71,144 77,691 Table E-6 Sunrise Coach Lines, Inc. I I I I I I SOUTH FORK SERVICE This section further discusses existing bus service in the south fork of Long Island. It is im- portant to note that none of the LIRR stations are directly served by bus. I SPEONK I The Hampton Jitney does not provide bus service to Speonk. It does, however, provide ser- vice to the neighboring communities ofWesthampton and Quogue. I Suffolk County Transit bus service to Speonk (intersection of Phillips Avenue and Montauk Highway) is provided by the S-90 which originates in Center Moriches and terminates in Riverhead. Four eastbound and westbound buses stop at this intersection. Passengers may transfer to the S-66 in Center Moriches and Riverhead; the S-92, S-62, and 8A, in Riverhead; and the lODE, in East Quogue. Suffolk County Transit buses do not stop at the Speonk station. I I I WESTHAMPTON The Hampton Jitney provides bus service along its Westhampton line from Gabreski Airport, to L.I.E. Exit 60 Service Road, with taxi connections to Islip MacArthur Airport, then to the L.I.E. Exit 23 Service Road, with taxi connections to LaGuardia and JFK Airports. The Hampton Jitney then continues on to Manhattan, making limited stops on Third Avenue between 39th and 86th Streets. The Hampton Jitney does not stop at the Westhampton LIRR station. The Hampton Jitney also makes additional stops on its Westhampton route at Manor- ville, Quogue, and East Quogue. I I Suffolk County Transit provides bus servIce via its S-90 route (from Center Moriches to Riverhead) in Westhampton along Montauk Highway, Mill Road, Main Street, and Oak Street with four eastbound buses operating between the hours of 8:20 AM and 4:25 PM and four buses westbound operating between 9:20 AM and 5:30 PM Service IS provided Monday thru Saturday, with no bus service on Sundays and holidays. In Wcsthampton, the eastbound I I E-6 I I I I I I I I I I I I I I I I I I I I Appendix E: Easl End Transporlalion Nelwork S-90 buses stop at 8:20 AM, 10:05 AM, 1:25 PM, and 4:30 PM (Brushy Neck Lane and Montauk Highway) and 5 minutes later at the Intersection of Mill Road and Oneck Lane. The westbound S-90 buses stop at 9:13 AM, 12:30 PM, 3:25 PM, and 5:25 PM (Mill Road and Oneck Lane) and 5 minutes later at the intersection of Brushy Neck Lane and Montauk High- way. The S-90 also makes stops at the intersection of Mill Street and Main Street, In West- hampton Beach. Passengers may transfer In East Quogue to the lODE bus to continue east. Transfers are also available in Riverhead to the S-62, S-66, S-92, and 8A bus routes. Suffolk County Transit buses do not stop at the Westhampton LlRR station. HAMPTON BAYS The Hampton Jitney provides bus servIce along its Westhampton line from the Hampton Bays bus stop at the Stem's department store on Montauk Highway, with connection to Suf- folk County Transit buses. The Hampton Jitney does not stop at the Hampton Bays LlRR station. Suffolk County Transit provides bus service in Hampton Bays on the lODE route. The lODE bus originates in East Quogue, with connections to the S-90 bus route, and drives along nu- merous roads to its final destination at Stem's department store on Montauk Highway, in Hampton Bays, with connection to the Hampton Jitney. There, passengers wishing to con- tinue east must transfer to the S-92 bus, which originates in Orient Point and travels west to Ri verhead, then heads south to Hampton Bays, then goes east through Sag Harbor to East Hampton. S-92 is the successor to the LlRR "Cape Horn" train. Passengers may transfer from the S-90 bus in Bridgehampton to the lOB bus, to avoid traveling through Sag Harbor. Suf- folk County Transit, on its lODE route, operates six buses from 8:30 AM to 6:00 PM (west- bound) and 7:25 AM to 4:55 PM (eastbound). Westbound buses depart from Hampton Bays at 8:30 AM, 10:15 AM, 12:45 PM, 2:30 PM, 4:30 PM, and 6:00 PM Eastbound buses arrive at Hampton Bays from East Quogue at 7:50 AM, 9:25 AM, 11:15 AM, 1:45 PM, 3:25 PM, and 5:25 PM The Hampton Bays bus stop is located approximately 1/4 mile from LlRR sta- tion along Montauk Highway. Service is provided from Monday through Friday. Suffolk County Transit buses do not stop at the Hampton Bays LlRR station. Hampton Bays is also served by the lODE route whIch operates a loop service between Stem's department store, in Hampton Bays, and the Village. SOUTHAMPTON The Hampton Jitney provides bus service along Its Montauk line from its Southampton bus stop on County Road 39, at The Omm Health and Racket Club. The Hampton Jitney does not stop at the Southampton LlRR station. Suffolk County Transit provides bus service along County Road 39 on the S-92 route between Orient Point and East Hampton, via Riverhead. The bus stops in Southampton ap- proximately 15 minutes after each hour, between 8: 15 AM and 6: 15 PM (westbound) and 8:35 AM and 5:45 PM (eastbound). Service IS proVIded from Monday through Saturday, with no service on Sunday and Holidays. In Southampton, passengers may transfer from the S-92 to the lOA for destinations north and east. Passengers may also transfer to the S-62, S-90, and 8A, in Riverhead; the lOB in East Hampton and Bridgehampton; the lODE, In East Hampton; and the lODE, in Hampton Bays. Suffolk County Transit buses do not stop at the Southamp- ton LlRR statIOn. E-7 I Long Island Rail Road East End Transportalion Study I BRIDGEHAMPTON I The Hampton Jitney provides bus service along its Montauk route to New York CIty from its Bridgehampton bus stop on Montauk Highway at the Candy Kitchen. The Hampton Jitney does not stop at the Bridgehampton L1RR station. I Suffolk County Transit provides service at Bridgehampton Plaza East between 7:50 AM and 5:50 PM, Monday thru Saturday, stopping at this point approximately every I Y, hours on the lOB route. This bus originates in Bridgehampton, with connections to the S-92 bus, and terminates in East Hampton, where passengers who wish to continue east must transfer to the lOC bus. There is no Suffolk County Transit bus service on Sunday and Holidays. Suffolk County Transit buses do not stop at the Bridgehampton L1RR station. I EAST HAMPTON I I The Hampton Jitney provides bus service along its Montauk Line to New York City from its East Hampton bus stop on Montauk Highway in front of The Palm restaurant, in the Village of East Hampton. The Hampton Jitney does not stop at the East Hampton L1RR station. I Suffolk County Transit provides bus service via its S-92 route (from East Hampton to Orient Point) in East Hampton with nine westbound buses departing between the hours of 7:40 AM and 5:40 PM and nine buses arriving from Orient Point between the hours of9:15 AM and 6:25 PM. Service is provided Monday through Saturday, with no bus service on Sundays and holidays. Bus service to and from East Hampton is generally provided on an hourly basis. Passengers may transfer in East Hampton to the lOB and lOC buses. Transfers are also available to the S-62, S-66, S-92, and 8A, in Riverhead; and the 10DE- bus in Hampton Bays. Suffolk County Transit buses do not stop at the East Hampton L1RR station. I I I AMAGANSETT The Hampton Jitney provides bus service along its Montauk line from its Amagansett bus stop on Montauk Highway, at the Gansett Green. The Hampton Jitney does not stop at the Amagansett L1RR station. I Suffolk County Transit provides bus service (Route 10C) to Amagansett via Montauk High- way between the hours of 7:30 AM and 6:40 PM, Monday thru Saturday, with no service on Sunday and Holidays. Buses arrive approximately every three hours with service originating in East Hampton, with connections to the S-92 and lOB, and terminating in Montauk Village, with connections to the S-94 (to the Montauk Lighthouse). It should be noted that the primary purpose of the 10C route is to serve Montauk Village. Bus Service within the Village ofMon- tauk is generally provided every one to two hours. Suffolk County Transit buses do not stop at the Amagansett L1RR station. I I I MONTAUK I The Hampton Jitney provides bus service along its Montauk line to New York City from their Montauk bus stop on Montauk Highway at the Village Green. The Hampton Jitney does not stop at the Montauk L1RR station. The Hampton Jitney also makes additional stops on its Montauk route at Watermill, Sag Harbor, WaInscott, and Napeague. I I E-8 I I I Appendix E: East End Transportation Network I Suffolk County Transit provides bus service in Montauk from 6:50 AM to 7:50 PM, along Montauk Highway, Flammgo Avenue, West Lake Drive, and throughout the Village of Ditch Plains, approxImately every one to two hours. Servlcc is provided Monday thru Saturday, with no service on Sunday and Holidays. There is a shuttle bus available between Montauk Village and the Montauk Point lighthouse between the hours of 10:05 AM and 5:45 PM aboard bus S-94. This shuttle bus operates summer service only. Passengers may also connect to the S-92 and lOB buses, m East Hampton. Suffolk County Transit buses do not stop at Montauk LlRR Station. I I I NORTH FORK SERVICE I As mentioned earlier, the Sunrise Express provides direct service between New York CIty and the Greenport Railroad Station, in the Village of Greenport. Table E-8 shows that west- bound bus service is provided from Greenport three times a day (7:30 AM, II :00 AM, and 2:30 PM) with stops in Southold, Cutchogue, Mattituck, and Riverhead. I RIVERHEAD I Riverhead is the only major employment center, described in the report entitled Journey to Work, on the east end of Long Island. It is also the only major transportation hub/transfer point in the area with five Suffolk County Transit bus routes converging just south of the Riverhead LlRR station. These bus routes mclude the 8A, S-62, S-66, S-90, S-92. All ofthese routes, with the exception of the 8A whIch is a feeder route, are main line routes. The 8A (from Riverhead to Calverton Hills) makes hourly stops in Riverhead (Main Street) and at the Riverhead County Center on County Route 24. Main Street stops are between the hours of 7:39 AM to 5:58 PM. Passengers may transfer from the 8A to the S-62, S-90 and S-92 buses. The S-62 provides bus service to the Rlverhead County Center and the Tanger Outlet Center on County Route 58. As with the 8A bus route, the S-62 makes hourly stops. Riverhead County Center stops on the S-62 are between the hours of 6:50 AM and 7:00 PM. Passengers may transfer to the S-66, S-90, and S-92 in Riverhead. Other connections are available at Smith Haven Mall and in Hauppauge, Port Jefferson Station, and Rocky Point. The S-66 (from Patchogue to Bellport/Center Monches/Riverhead) also provides hourly service to the Riverhead County Center with stops between the hours of 6:50 AM and 6:50 PM. Passengers may transfer to the S-62, S-92, and 8A in Rlverhead; the 7 A-7B m Patchogue; and the 7D-7E in Shirley. The S-90 (between Center Monches and Riverhead) also provides bus service to the Rlverhead County Center, makmg four eastbound stops (8:50 AM, 10:35 AM, I :55 PM, and 4:45 PM), and four westbound stops (8:55 AM, noon, 2:55 PM, and 5:00 PM) at thIS pomt. Passengers may transfer to the S-92, S-62, and 8A in Rlverhead; the S-66 in Center Moriches and Riverhead; and the lODE in East Quogue. The S-92 (between Onent PomtlGreenport to East Hampton via Riverhead) providcs servIce to Mam Street in Rlver- head on an hourly basis between the hours of 6:50 AM and 5:05 PM (from Orient Point to East Hampton) and from 8:50 AM to 6:45 PM (from East Hampton to Orient Point). The bus also makes hourly stops at the Riverhead County Center. Passengcrs may conncct to the S-62, S-90, and 8A in Riverhead; the lOA m Southampton and Sag Harbor; the lOB m East Hamp- ton and Rridgehampton; the 10C m East Hampton; and the I OOE-lOE in Hampton Bays. All of thc abovc-noted bus routes operate Monday through Saturday. I I I I I I I I I I E-9 I Long Island Rail Road East End Transporlation Sludy I GREENPORT, SOUTHOLD, AND MA TTlTUCK I The North Fork areas of Greenport, Soulhold, and Mallltuck are served by one Suffolk Counly Transit bus roule, the S-92, and one public bus operator, Sunrise Express. The S-92 bus travels to and from the North Fork between Riverhead and Orient Point, along NYS 25. Bus service in the vicinity of the North Fork LIRR Stations (i.e., Greenport, Southold, and Mallituck) is generally provided on an hourly baSIS (I.e., 60 mmute headway), between the hours of 6: 15 AM and 4:00 PM (from Greenport to East Hampton), and from 9:40 AM to 7:30 PM (from East Hampton to Greenport). Service IS provided from Monday through Saturday, with no service on Sunday and HolIdays. Bus passengers may transfer from the S- 92 to the S-62, S-90, and 8A in Riverhead; the lOA in Southampton and Sag Harbor; the lOB in East Hampton and Bridgehampton; the IOC in East Hampton; and the IODE-E 10 Hampton Bays. Suffolk County Transit buses do not stop at any of the North Fork LIRR Stations. I I Mentioned earlIer, the Sunrise Express provides direct service between New York City and the Greenport Railroad Station, in the Village of Greenport, with stops in Southold, Cutchogue, Mattituck, Riverhead, Queens (Long [sland Expressway, Exit 24, Kissena Boulevard), and New York CIty where it makes lImited stops along Third A venue. I I I FERRY SERVICE I FROM MONTAUK POINT Mentioned earlier, The Viking Ferry provides ferry service between Montauk Point and New London, Connecticut and between Montauk Point and Block [sland, Rhode [sland. The hours of ferry operation between Montauk Point and Block [sland for the Summer 2000 are as follows: I I Leave leave 2000 Dates Davs of Ooeration Montauk Block Island 4/14 to 5/29 Fridav, Saturday, Sunday, Mondav 9:00 AM 4:30 PM 6/2 to 9/25 Dailv 9:00 AM 4:30 PM 9/29 to 10/16 Fridav, Saturday, Sunday, Mondav 9:00 AM 4:30 PM I The hours of ferry operation between Montauk Point and New London, Connecticut for the Summer 2000 are as follows: I I Leave Montauk 2000 Dates Sunda 5/26 to 9/4 Frida and Sunda 7:00 PM 9:00 PM 7:00 PM Note: Additional ferry service is provided on the Mondays following Memorial Day, lnde endence Da ,and Labor Da I I FROM SOUTH FERRY (NORTH lIA VEN) I Mentioned earlier, the South Ferry Company proVides dally year round ferry servIce between North Haven (on the South Fork of Long Island) and Shelter Island. The cUlTent hours of ferry operation between North Haven and Shelter Island are as follows: I E-IO I I I Appendix E: East End Transportation Network I I Hours of o eration 6:00 AM - 11:45 PM Sunda 6:00 AM - 11:45 PM Frida 6:00 AM - 1:45 AM Sunda 6:00 AM - 11 :45 PM Se lember thru December Frida to Saturda 6:00 AM - 1 :45 PM Note: At least one vessel leaves every 10-12 minutes between 6:00 AM and 11 :45 PM. Days of Operation I I FROM ORIENT POINT I I Mentioned earlier, the Cross Sound Ferry provides year round daily service between OrIent Point, Long Island and New London, Connecticut. The current hours of ferry operation between South Ferry and Shelter Island can be found on the next page. I 1/3 to 2117 2/18 to 2/21 2/22 to 2/27 2/28 to 3/30 3/31 to 4/30 Deoartlna Deaartlno Departlno Denartlna Deoartinn Monday Friday Tuesday thru Friday Monday Friday Monday thru thru thru Thursday and and thru and Thursday and Sundav Monda" SaturdaY Sunday Sundav Sundav Saturday New Orient New Orient New Orient New Orient New Orient New Orient New Orient London Point London Point London Point London Point London Point london Point London Point 7AM 9AM 6AM 7:45 AM 6AM 7:45AM 6AM 7:45 AM 6AM 7:45 AM 7AM 7AM 7AM 7AM 9AM 11 AM 7AM 9AM 7AM 9AM 7AM 9AM 7AM 9AM SAM 9AM 9AM 9AM 11AM 1 AM SAM lOAM 9:15AM 11AM SAM lOAM 9t5AM 11AM 9AM tOAM 11 AM 11AM 1 AM 3PM 9:15AM 11AM 11 AM , PM 9:15AM 11 AM 11 AM tPM 11 AM 11 AM 1 PM 1 PM 3PM 5PM 11 AM , PM , PM 3PM 11 AM , PM 'PM 3PM 12PM 1 PM 3PM 3PM 5PM 7PM 12PM 2PM 3PM 5PM 12PM 2PM 3PM 5PM 1 PM 2PM 5PM 5PM 7PM 8:45 PM 1 PM 3PM 5PM 7PM 1 PM 3PM 5PM 7PM 3PM 3PM 7PM 7PM 3PM 5PM 7PM 8:45PM 3PM 5PM 7PM 8:45 PM <PM 5PM 8:45PM 8:45PM <PM 6PM <PM 6PM 5PM 6PM 5PM 7PM 5PM 7PM 7PM 7PM 7PM 8:45 PM 7PM 8:45 PM 8PM 8:45PM 8: 45 PM 9:45 PM CROSS ISLAND FERRY SCHEDULE I I I I FROM NORTH FERRY (VILLAGE OF GREENPORT) I I Mentioned earlier, the North Ferry Company proVIdes daily year round ferry servIce between the Village of Greenport on the North Fork of Long Island and Shelter Island HeIghts, In Shelter Island. The current hours of ferry operation between Greenport and Shelter Island are as follows: I I I I E-I/ I Long Island Rail Road East End Transportation Study I Days of Oceralion Leave Shelter Island Leave Greenoort Daily 5:40 AM 6:00 AM 6:15AM 6:30 AM 6:45 AM 7:00 AM 7:00 AM (weekdavsl 7:15 AM (weekdavs) 7:15AM 7:30 AM Then every 15 to 20 minutes until: Then every 15 to 20 minutes until: 10:15 PM 10:30 PM 10:45 PM 11:00 PM 11:15PM 11:30PM 11:45PM 12:00 Midniaht Additional Trips: Leave Shelter Island Leave Greenoort Memorial Day 12:15AM 12:30 AM Weekend through 12:45 AM 1:00AM Labor Day (Friday and Saturday onlvl (Fridav and Saturday onlv) Weekend 5:10 AM (Mandav anlvl 5:25 AM (Mondav onlv) I I I I I CROSS ISLAND FERRY Sea Jet Schedule Service Resumes April 1, 2000 I De, artina New London Orient Point 7AM 8AM 9AM lOAM 11 AM 12 PM 5PM 6PM 7PM 8 PM 9PM 9:45 PM I I OTHER ORIENT POINT FERRY SERVICE I Government-operated ferry service is provided to Plum Island on a restricted basis. The Island, which is located approximately Z\I, miles east of Orient Point, is home to the Plum Island Animal Disease Center. The Disease Center, which is owned and operated by the United States Department of Agriculture, is the Island's major employer with 160 employees. Of this, approximately 60 percent, or 96 employees, are from New York and approximately 40 percent, or 64 employees, are from Connecticut (this information is based on March 7, ZOOO telephone conversation with Disease Center staro. In general, morning ferry service to Plum Island is provided on an hourly basis. Travel time to the Island is approximately 15 minutes. I I I TAXI SERVICE WESTHAMPTON I ThIs LlRR station is serviced by the following taxi companies: Elite Taxi, Hampton Coach, JIm's Taxi, Lindy's TaXI, Quogue Taxi & Limo Service, and Westhampton Beach Taxi. Ap- proximately 18 percent of the LlRR passengers, either arriving or departing, use these available taxis. Westhampton Beach Taxi and Hampton Coach also provide taxi service from Queens County in New York City to all villages from Westhampton to Montauk. I I I E-12 I I ~ Appendix 11:: East End Transportation Network I HAMPTON BA YS I This LlRR statIon has taxi service provided by the following taxi companies: Hampton Coach, Surf Taxi, V.I.P. Transportation, and Westhampton Beach Taxi. On average, 8% of the LlRR passengers used available taxIS at this station. I SOUTHAMPTON I ThIS LlRR station has taxi service provided by the following taxi companies: Atlantic Taxi, Hampton Coach, Kanes Cabs, Keri Van, and Westhampton Beach Taxi. Of the LIRR passengers that use this station, an average of 10% arrives or depart by these taxis. I BRlDGEHAMPTON I Taxi compames that service the LIRR station in Bridgehampton handle less than 5% of the LIRR passengers that arrive or depart this station. Westhampton Beach Taxi and Pink Tuna Taxi, Inc. serve this station. EAST HAMPTON I Hampton Coach, Westhampton Beach Taxi, Quoque Taxi & Limo Service, and Pink Tuna Taxi, Inc. serve this station. Approximately 8% of the LIRR passengers used taxis. I AMAGANSETT I This LIRR station has taxi service provided by Amagansett Taxi. Of the LIRR passengers that arrive or depart the station, 10% on average used taxis. MONTAUK I I This LlRR statIon has taxi service supplied by the following taxI companies: Celtic Taxi and Pink Tuna Taxi Inc. Of the South Fork stations, Montauk had the highest percentage of LIRR passengers using taxis; approximately 20% of the LIRR Passengers used available taxis. R1VERHEAD I This LlRR station is served by the following taxi companies: Keri Taxi, Moonlight Classic Limo, Up Island Connection Taxi, and Woodson's Taxi. I MA TTITUCK This LlRR station is served by the Far East Pike taxi service. I SOUTllOLD I ThiS LlRR station is served by Mana's TaxI. GREENPORT I ThiS LlRR station is served by Maria's TaXI. 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I I Lv G(een~crt SCl,,;t~.clc Cutchcgue Matti::...:ck Rlverheac Arr O'...:eens New Ycrk I I l't I'<ew York Queer,s A.:r ~w~ea.d Ma::illJck C\.Jt::hcgL.e SCU!,""CUJ Gr2er,;;cr: I EHective Novencer 29.1999' May 21,2000 Schedule subject To Change MONDAY - SATURDAY 7:30 a.m. 7:35 740 745 800 9:45 1Q:CO Lv Greenport South old Cutchcgue Mat:ltucl< Rlverhead Arr O~eens Ne'N Yo"< 11:00 a.m. 11:05 11.10 11.15 1130 115 pm. 1 30 . Greenport 2:30 pm SOt,;t.":ok~ 235 CUlcncgue 240 Mat:lt\;ck 2:45 Riverhead 3:GO Q~eens ';:45 New Yark. ::00 Lv Arr 11:CO a.m. 11.15 I:CC p.m. ;:15 1:20 125 1 30 ~.'" Lv New York 2:30 ~.m. Lv New York 6:30 pm. Queens 2:45 Queens 6:~5 A" R,verhead 4:30 Air Riverhead 8.30 M~iluck 4:45 Mat:ilUck 8:45 Cctchogue 4:50 'C:l!Chcgue --- 8:5'~ Scuthold 4:55 ScU1t'.old S."" G:een~ort 5:00 p.n. Greerpor. 9:S0 8:00 a.:11. 8:05 8:10 815 8:30 10:15 10:30 SUNDAY Lv Greenport 2:30 p.m. 5culhcld 2:35 Cutchogue 2:40 Manltucl< 2:45 Rlverhead 3:OC Arr OL.:eens 445 ~~e'N Ycr..< S:CC I I Lv Greenpcr. Scuthold Cutcncgue ,'vla:-trtuck Ri....'3rhead A" eueens ~e'N Yor:.~ I I Lv .'<e'N York QL.:eens Arc R;verhead MaJilUck CL'chcg~e SCL:thc'd Gre-2nport I I 11:00 a.m. 11 15 '.00 pm. 1:15 1 :20 1 :25 1:30 Lv New YorK 6:30 p.m. Queens 6:45 Arr RlI/erhead 8:30 MarJt~ck 8:45 C...tc~o<;ue 8:50 Southold 8:55 Green~crt geO L'I Greenport So~thold C~tchogue Matliruck ,:;,verheac Ar~ Cueer.s ~e'N York Lv '<ew Yor\( Ot...:eers Ar~ F.:verheac ~larJt\;ck Cl..o'tchc<;ue Southcld G:ee~pcr: 7:CO ~r:-.. 7:05 710 7:15 7.30 9:15 930 945 p"'. 10 C;C; 11 i5 1 ~ .30 1135 1 j .4C 1 ~ ,45 I I I'!~lhl(' H S.J1rIS:c' F).~Ir5S f-tE. 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" ----- n__ -- ...- - ----::-::-:------- I I I I ....::; j' <:i. ~ ~ I _ r o~ 0;:' :1 II:Q 5 iI :i,: :I ~ ~ ' U 11 Ii ~ 8 I i:fi S2 i-u <.!; ~ '" '" ::! z < ~ ~ a: - ~ ~ ~ " I }, ~-ill! ~____s. ~ .0 ....- ~ l;lU'~ ~~, ~:'3' \ ,Cl ! / ji3' ,.,. ,/' ~ '3-\ ). ';~ ; I g ~\~;\ ,;.. !~, ~, ,~ '!!! " ~- ...:.-; 1.C1C . '5 " ~ ;i .. , i\ 'I ,i ""~ --- , , i " ~\ ~I ~ I '" I -;.\ I " '\:.. ! \ I '~ i~ , , .~' L_,___ ~ E ., g~ l 'J Ii :; $ ,. 0:: ~ ,:;, ::5 '-' ,! ~~ d ~? ~c. yo .9~ 5 ~ i ~E I , I ~ 8 c .f; is i5 ~ -" ~"O -=~ .J :- " J 0::3 !: 8. '" :1 ~ ~ ;/ ... 0 :j H, _ 0; I ~S 6 = u <5 >-~ C ~ 6~ :.;~ ~ 0 ~g " 0 o C>"- , ' <JlW <:.J ~ .~ ]~ L_=~.".-~ I I ~ !I 'i I " ;; " '/ II j; " w Ii ::J (, 8 Ii '" " :::t Ii " i 11 :1 :1 :1 I I I I z o " Co. :l: ~ ;:: '" ~ 3 .1 'j i: I; " " :j :i 'I I z C " Co. - :!'u << - w ;::'" '" w ::: I :, " " I ! , ~ I ..:!~ i - c~,l ' %~, .- "'ell< - ~... '-'2&. : , '" i . :: , " )1 '" :t ;) H :c if '" " " z Ii ... " U 1 I I I I I '" '3 g I '5 '" Ii I I I :, 'I , .. ---~-- , I I I I I I I I I I I I I I I I I I I I I I N C'\ , <Jl <:.I - :J o c:: ~ ll:l lQ .., z ~ ~ ~ :l:..c >~ .~ : . " , ! I ::0 , w <:.I .... :J :..0 L.:.., rlv t 1 Block Islal1d al1d New 1.011dol1 ['CITY Pagc I 01' I Welcome to the Block Island and New London Ferry Schedules, I Block Island R L - 1998 I I Date~ II Days II Depart MontaukllArrive BIllDepartSI Arrive Montau~1 I May 8-June 7 IIFri., Sat., Sun.11 9:00 am 1110:45amI14:30pm 6:15pm I I June 12-Sept. 1311 Daily II 9:00 am 1110:45 am II 430 pm 6:15pm I I Sept. 18-0ct. 121IFri., Sat, Sun.1I 9:00 am 1110:45am11430pm 6:15pm I "Also sailing Mondays: Memorial, Labor, Columbus Day Weekends. Breakfast available on board. New London CT - 1998 I I Dates II ~ II Deoart Montauk II Arrive N.L II Deoart N.L.II Arrive Montauk I I May 22-Sept. 711 Fri. & Sun. II 7:00 pm II 8:45 pm 1/ 9:00 pm II 10:45 pm I Round Trig Onew.<IY Adult $34.00 $17.00 Children (5-12) $17.00 $12.00 Bicycles $6.00 $3.00 Parking, New London & Montauk - $5.00 Per Day Charters Available for Large Groups - Parties Weddings - Special Occasions, Etc. - Call The Viking Landing 516-668-5700 We do our best to depart on time but arrival times cannot be guaranteed due to weather and unforeseen problems. Public Transportation To & From NY Hampton Jitney (516) 283-4600 ... L1RR: 822-L1RR Call Viking Landing for Details (516) 668-5700 HOME hllp://ww\'v' Ilwlltatlk fCrry ,com/hlnl.shlm] vnlOo I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I South "erry . Schedule eLuth f;kYnJ 8ncorporaled South Ferry Inc. POBox 2024, Shelter Island LI NY, 11964 Phone (516) 749.1200 Fax (516) 749.1201 PA G E LI NX ;;~':';;:";~:n';~~;;:'; ;:;;,. ...~.t~ 101' Il~,no If'lO 3:0 FDA THEfvEXTft./I/LLENNJUAA .COM :l"<:':..cheN,)l.......s,...l~:s~ Ph.~:;;1It sa.t:..nl '""y :;,10 to E:~oo.. 5 ,........10:' ~7::~~:~:~...-:h..c:..:OV/letI;n<l. P' I~nt..u your u_bnc. h.HQ [ Submit I Shelter Island South Schedule Information Click. fur President's letter to the crew Shuttle schedule every 10-12 minutes January thru Early Spring 6 a.m. - 11: 45 p.m. Daily Early Spring thru June 6 a.m. - 11: 45 p.m. Sun. - Thurs. 6 a.m. - 1: 45 a.m. Fri. - Sat. July and August 6 a.m. - 1: 45 a.m. Daily September thru December 6 a.m. - 11: 45 a.m. Sun. - Thurs. 6 a.m. - 1: 45 a.m Fri. & Sat. Rates One Way Round Trip(Same Day) http://www sOllthICrry.colll/holls.hllll Page I () f 2 J/27100 South Ferry - Schedule Page 2 0 r 2 hI tp:l/www.southferrycolll/hous.htlll J/27/00 I I I I I I I I I I I I I I I I I I I Car and driver $600 $6.50 Additional Passengers $1.00 ea. $1.00 ea. (8 yrs. & over) Schedule I M<!p~_l' D"ecllQns I Historic Ref!'rence Website Production Bv: PAGELINX .COM Ser\Jmg Corporate Amerlca I I I I I I I I I I I I I I I I I I I Schedule In!<lfI11al]on Page I 01-.1 '/-:" .,.-.~ '. .'...-/:"'~\~.f'>r''''''., , ".r:; .,...~ r '4 <".....,".'It<<;1'-.JI'...,F<; 'I!"!",'" .c:'f' ".#.r,'" M'.Lt:~V ,r ~J :O'-:'.i ': . '. (7' .... ,.;,."~ '. (l' .r'/ r---.'/'/-!l' F.~.. :,I""" ~',.$)' ~... >.",' V ~~i A' J:. ,,~.' f ".1",.1 j'I'~' ('* '(. ~?< (}i~~~,g;;;;-~(5;' 6h;;. ~1e;~:j>~:~~~~;'~1 I/.~'''-::;'~PP; r;;....~ .t. ..../~~,.J -#",'I'~"'" r,'.!';-":'~~f'<"-" ~-;.~<,,:~~........-:-~.:.:!~, ''',' ,#t.'.,:' . ... ' - . ,:. . . . F. , '(I ""'.. ,--; ,> F"" . . ,. ".--''''-. . r,".J!'..1 . .....~/."'. ~'~",/}"r ~-<-'/l'_' r.~.,..J ~",~-,"rh. _4 m>o(:....rl.",. k":::' PA~ELINX "0..,',,,"00."""0. ~ ,..,w ,oo~ Clln ~ub......l you- ~II. lOf un,no tN" )':() FDA THENEXT/vlJLLENfvJUAA .CCJM :<e::"chc:,,?ne~,nle-:~"""n f'1.",,.Q ,.-\.b....l my ~11.lo ,""cd_, '5 rr.N.JI..., 1010'_" ~1. Vi". AOl'~lrind. I l)Col:", ",':'d :)4~ Olh~" r;; .n~~tr ,VUE" u.qb5"ll;oJ h'UQ I S""ate I Welcome To North Ferry Co. Schedule Information PHONE# (516-749-0139 ) Leaves Shelter Island 5:40 AM 6:15 AM 6:45 AM 7:00 AM weekdays 7:15AM Then every 15 to 20 minutes until, 10:15 PM 10:45 PM 11:15 PM 11 :45 PM Leaves Greenport 6:00 AM 6:30 AM 7:00 AM 715 AM weekdays 7 30AM hllr'//www IlOrlhfcrryeolll/sehed.hllll J/27100 Schedule Inl'JrI11alIOn Then every 15 to 20 minutes until, 10:30 PM 11 :00 PM 11 :30 PM 1200 Midnight Memorial Day Weekend through Labor Day Weekend Extra Trips Leaving Shelter Island Friday and Saturday Only . 12:15 AM . 12:45 AM Monday Morning Only . 5:10 AM Memorial Day Weekend through Labor Day Weekend Extra Trips Leaving Greenport Friday and Saturday Only . 12:30 AM . 1 :00 AM Monday Morning Only . 5:25 AM . )1" ... "rt . ~.. v.. :..a.--, .~~. .--.." Rates and Information AUTOS AND PASSENGERS ONE WAY, Car and driver 7.00 Book of ten 50.00 Book of ten, senior citizen .~5.00 SAME DAY ROUND TRIP 8.00 Book of ten 55.00 Book of ten, senior citizen 45.00 h 1l1':I /www.nor!hferrycolll/sched.hllll Page 2 oil I I I I I I I I I I I I I I I I I I I J/27 100 I I I I I I I I I I I I I I I I I I I SChl:dulc Inf{lrlllafJoll Book of ten. S.I resident PASSENGERS 20 tokens 20 tokens, senior citizen COMMUTER TICKETS Car and driver, two trips each of five days Monday thru Sunday Car and driver, two trips each of six days Monday thru Sunday OTHER VEHICLES [each way] PICKUP or PASSENGER VAN under 20ft. TRUCK- 2 axle. Boat trailer light duty trailer, limousine TRUCK- 3 axle. Tractor-trailer DUMP TRUCK less than 18.000 Ibs. G.V.W. per registration DUMP TRUCK over 18,000 Ibs. G.V.W. per registration TRAILER - construction, heavy duty TRUCK- transit mix, sheet rock, log, sod, cinder block, tanklfuel truck. Water truck over 50ft. BUSES- School, coach Mini-bus MOTORCYCLE BICYCLE Special trip for flammable andlor explosive cargo [USCG Reg.1 07.01-35] ')1'(HI 1.00 16.00 14.00 11U)f1 21.00 .\ulo rales $8.00 first 18ft. plus $.50\ft. over 18ft. $12.00 firsl 18ft plus $.50\ft over 18ft. $8.00 first 18ft. plus $.50Ifl. OHr 18ft. lemplylm-Truck rale Iloadedl$2.00/fl. overall (emptyl$.75Ift overall !Ioaded! $1.501ft oHrall lemptYI-Truck rate Iby axlesl !Ioadedl $50.00 one way $35.00 round trip $45.00 '\ulo Rates one way $5.00 round Irip 6.50 one way $3.00 rou nd trip $4.00 one way $100.00 Schedule I Maps & Olreclions I HistOriC Reference Website Produclion B . PAGELlNX ------., ---.CDM SBrvmg Corporate Am.mca htlp:/ /W\V\V .Ilorth !C1Ty.! .col11/schcd_htlll "age .1 () I, .1127 !O(J CSF Schedule Page I of l hllp:l/www.longlslandrcrryeolll/schcdulehlml l/27/00 I I I I I I I I I I I I I I I I I I I ----....,...,...,.,. . ~ CURRENT SCHEDULE ; ; I ~Y : .( ...;.~...,";'t'-<,l December 17, 1999 thru April 30, 2000 These are deparlure limes only. Sailing Time IS approximalely I hour and 20 nllOulcs. ReservatIOns for Vehicles only. NL""New London, CT OP=Orienl Pomt, Long Island. NY Ticket offices close after last departure of the day. LEGEND ~A.M. CH = Cape IknlllPcn JH = John II ~PM NL ~ N~\\ IOlld(\11 NS ~ \nll/1 StJf SA = ~jl':'Jn \]Iql,' Standard Schedule (For week of Dec. /7-Dec. 16. see expanded schedule below) Dec. 27 Jan.3 Feb. 18 thru February 22 thru Feb. 28 thru March 31 thru April thru Jan. 2 thru Feb Feb. 21 February 27 March 30 30 (no service 17 Dec. 25) (Excepl April 21 lhru 27, 29*) Mon. Ihru Monday thru Friday IhnJ Tue. thru Thu. Fri. & Sun. Mon. Ihm Friday and Mon. thru Sun. Sunday Monday & Saturday Sunday Sunday Thu and Sat. (No service Dec. 25). Departing Departing Departing Departing Departing Departing Departing Departing NL OP NL OP NL OP NL OP NL OP NL OP NL OP NL OP SA7 SA9 Hl7 1119 SA6 SA 745 SA6 SA 745 SA6 SA 745 SA6 SA 745 7 7 7 7 NL8 NLlO SA9 SAil Hl7 JII9 JH7 1119 Hl7 lH9 lH7 J/I9 8 ') ') ') CII9 CIIII Jill I HlI NL8 NUO SA915 SAil NL8 NLlO SA915 SAil ') 10 II II SAil SAI SAI SA3 SA915 SAil JIll I 1111 SA915 SAil lH11 Jill II I I I I NU2 NU J113 JII5 11111 Jill SAI SA3 JIIII JHI SAI SAl 12 I l 3 CIII CII3 SA5 SA7 NU2 NU JH3 1115 NU2 NU JlI3 JlI, I 2 5 5 SA3 SA5 JII7 JII845 SAI SA3 SA5 SA7 SAI SA3 SA5 SA7 3 3 7 7 NI.4 NL6 JlI3 J115 Hl7 JH845 JII3 JlI5 JII7 JIIX4' 4 5 845 845 cm CII7 NIA NL6 NIA NI.6 5 6 SA(7) SA SA' SA7 SA5 SA7 7 7 (X45) Dec. 17 thru Dec. 26 (No service Dec. 25) Departing OP JH9 SAIO NLlI JHI SA2 NLJ JH5 SA6 NL7 JH845 I I I I I I I I I I I I I I I I I I I CSF Schedule ( ) nol Dec ~ I sl NL JH7 SA8 NL9 JHI I SAI2 NLl JH3 SA4 NL5 JH7 JH7 JIIS4' Jl1711 IS4' 8 845 845 945 (Boats to be delemlined) www.longislandferry.com Expanded Schedule April 21 thru 24 April 25,26,27,29 Departing Departing NL OP NL OP 7 7 7 7 8 9 8 9 9 10 9 10 10 II II II II 12 12 I 12 I I 2 I 2 3 3 2 3 4 5 3 4 5 6 4 5 7 7 5 6 845 845 6 7 7 8 8 9 9 945 (Boats to be delennined) High Speed Passenger Service (Note: Sea Jet service is suspellded ulltil April 2000) Attention Casino Shuttle Bus Customers: Call ahead to verify departures. Phone (631) 323-2525 for 24 hour recorded schedule and rate infonnalion or call CT at (860) 443-5281 to speak with an agent. Reservations are not accepted unless you have a large group. Boardlllg is first come, first served Pels allowed In pet containers only Sorry - No Bicycles arc allowed on hoard the http://www.longlslandlCrry.com/sehedu Ie. htllll Page 2 of ~ .1127/00 CSF Schedule Sea J el. Page :I of:l I 40 Minute Express Service.* Scrvu:c resumes Apfll I. 1000 I Dcparting NL OP 7 8 9 10 (II) (12) 5 6 7 8 (9) (9:45) I I I - Schedule is subject to change without notICe - I I **Walk on Passengers only. SOrry. No Pets or Bicvcles are allowed on board. Call ahead to verify deparrures. Phone (631) 323-2525 for 24 hour recorded schedule and rate information or call (860) 443-5281 10 speak with an agent. Reservations are not accepted unless you have a large group. Boarding is first come, first served. If capacity has reached overflow, passenger will be accommodated on the next available auto ferry. I I I [ R~scrqlIOIlS ] [ Auto Raleslllgh Spl'l'd Rates] [ Current Schedule] [ Thl'Flel'l ] [ C~lOJJ.c;c(io05 ] ( )\,hal To Do! ] [ ()ir~~i9j~ ] [ Qll~2JjD_PS.J::sWl!n~OJ~J:'Qnn ] [ [tack l<LHoll1~ ] I This site is best viewed wlIh ~~~-.lJ..! or grealer Copyrighl<O 1996-1997 Cross Sound Ferry Services, Inc I Comments, suggestions, or questions? Send E-mail to \V<:bm<lSlerttl:longislandfl'rrY.L'olll I All rights reserved, Reproduclion in whole or in part In any form or medium without express wrillen permission of Cross Sound Ferry Services. 'n(' IS prohlbllctl I ThiS site comes 10 you from ,\rJ;t;!l1 \.kdlJ t .I"llp. lid - (603) 424-1230 - [-Mall r"h'p,'\lh~'lll\kdr,' ""11 hllp:/ /www.longislandfcrryeom/sehcdulc.hlml I I I I 3/27/00 I I I I lli:lle 9 Ta.:'(; Company ,Vallie Taxi Companies Sen'illg East Ell" LIRR Statiolls Address Statioll Phone # I Amagallsett I East Hamptoll I I Hamptoll Bays I I MOlllal/k I I SOl/thamptoll I I Westltumptoll I I I I I Taxi Amaganselt 497 Montauk Hwy.. Amagansett, N_Y. 11930 Carl's Cab Hampton Coach 64 Montauk Hwy.. East Hampton. NY, 11937 Midday Taxi 1 Limousine & Taxi of East Hal ~ Springs Fireplace Road. East Hampton N. Y l' Pink Tuna Taxi 4 Industrial Road. Montauk. N_Y. 11954 Taxi Amagansett 497 Montauk Hwy_. Amagansett, N,Y. 11930 Hampton Coach Surf Tax; V.I.P Transportation WeSlhampton Beach Taxi Celtic Taxi Pink Tuna Taxi Taxi Amagansett Atlantic Taxi Hampton Coach Kanes Cabs Keri Van Westhampton Beach Taxi Elite Taxi Hampton Coach Jim's Taxi Lindy's Taxi Quogue TaxI & Limo Service WeSlhampton Beach Taxi /./RR East End Trall."i/){Jrtlltio" Sllll~r I 64 Montauk Hwy., East Hampton, N.Y. 11937 Hampton Bays. N.Y. 11946 64 Neptune Ave., Brooklyn. N.Y 11235 305 W. Main St. Riverhead. N.Y 11901 Industrial Road Montauk, N.Y, 11954 4 Industrial Road Montauk. N.Y. 11954 497 Montauk Hwy.. Amagansett. N.Y. 11930 59 Maple SI., Southampton. N.Y. 11968 64 Montauk Hwy.. East Hampton, N.Y. 11937 87 Planl SI., Southampton, N.Y. 11968 Riverhead N.Y. 11901 305 W Main SI. Riverhead, N.Y. 11901 64 Montauk Hwy. East Hampton, N,Y, 11937 181 South Ocean Ave. Patchogue, N.Y. 11772 13 Scrub Oak Road, Quogue. N.Y. 11959 305 W Main SI. Riverhead. N.Y 11901 516-267-2006 516-324-0077 516-324-0077 516-668-3838 516-267-2006 516-324-0077 516-723-1400 718-966-2474 516-288-3252 516-668-4747 516-668-3838 516-267-2006 516-283-1900 516-324-0077 516-204-1169 516-727-0707 516-288-3252 516-324-0077 516-654-5599 516-653-9347 516-288-3252 I I '1able 10 L/RR TtLd Availability alld Usage by Statioll 011 Friday, AI/gust 13, /999 Statioll Taxi Compall)' Name Taxis Available at Statioll TlL~is U,ed at Station I Amagall.'iett I Taxi Amagansett N/A N/A Carl's Cab Hampton Coach Midday Taxi Ocean Limousine & Taxi of East Hampton Pink Tuna Taxi Taxi Amagansett N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A N/A I East Hampton I Hamptoll Bays I Hampton Coach Surf Taxi V.I.P Transportation Westhampton Beach Taxi 5 o o o 2 I Motllal/k I Celtic Taxi Pink Tuna Taxi Taxi Amagansett N/A N/A N/A N/A N/A N/A I SOlllhamptoll Atlantic Taxi Hampton Coach Kanes Cabs Keri Van Westhampton Beach Taxi 2 3 2 N/A 1 3 2 1 N/A 2 I I Westhamptoll Elite Taxi Hamplon Coach Jim's Taxi lindy's Taxi Quogue Taxi & limo Service Westhampton Beach Taxi N/A N/A N/A N/A 1 N/A 1 8 I N/A 1 16 I I I ;\IOIt:: "Ta,xis Available al SIJllon" an: lh,,; ;Jycr.Jgc numbcr uf taxis lIUI \~..:n: :.tIthe sUHion PTlll[ to the '>L"ht;tlllkJ trJInS ;JITivaL "Ta.'(is r;<;..:d at Slat ion" an: the average nllnlh<.:r uf I;Hh Ih;.!! were llS<.:J hy I.lRR p;,I.~e!1gers In SOrlle cases, the Ilumber Ilrtil\l~ u:.nll~ hlghc=r than tht: number of taxis aVilllilbk If <me 'II more t;J,is arrived at the SWlllm :ltkr the tralll amvcd, bllt \~<..'rc used hy passengers slilllll need of a la,'1 I L/RR Ecw Elld Trallsportatioll Stlldy I I ------------------ I I I I I I I I I I I I I I I I I I I TIDle 11 LIRR TtL'!:i Availability alld Usage by Stmioll 011 Saturday, Augllst 14, 1999 Statiou TtL\"i's Available at Statiou Taxi CompallY Name Taxi's Used at Statioll rlmagallsett Taxi Amaganselt N/A N/A N/A N/A N/A N/A N/A NIA N/A NIA N/A N/A N/A N/A 2 East Hamptoll Carl's Cab Hampton Coach Midday Limousine & Taxi Service Ocean Limousine & Taxi Service Pink Tuna Taxi Taxi Amaganselt Hamptoll Bays Hampton Coach Surf Taxi V.LP Transportation Westhampton Beach Taxi o MOlltauk Celtic Taxi Pink Tuna Taxi Taxi Amagansett N/A N/A N/A N/A N/A NIA Soutlwmptoll Alfantic Taxi Hampton Coach Kanes Cabs Keri Van Westhampton Beach Taxi 2 1 N/A N/A 2 N/A NIA Westhamptoll Elite Taxi Hampton Coach Jim's Taxi Lindy's Taxi Quogue Taxi & Limo Service Westhampton Beach Taxi N/A N/A 1 N/A N/A NIA N/A o 3 3 Nlltc "Taxis ,\vailahk at Station" arc thc averagc number ,If laxlS that \~cn::.It Ih... SlalltJl1 prlur to thc ~dll:d\lkJ trallls alTl\al '.Taxh t ,sed at St<.ltinn" arc Iht' average l1umbcr of taxis Ihal werc uscd h~ IJRR pa~cng..:rs In 'i(lmC easn. Ihc numbcr of ra\I'i userJ IS hlgh..:r than the numher of taxIs avallabk IrOI\C ,ll" nlllre raXh arrl\ctl:.lt Ihe 'ilatl\ln alkr rhe Iraln ::lrTIVeJ. hut \\...rt: lIsed 0\ P:L..;st:l1gers ..;Iill III nt:...d,I(:Jl:JXI I.IRR East Elld TrtllI.\pOrlttliOIl SllId)' I 'UtJle 12 I Amagallsett Taxi CompallY Name Tlni's A vailable at Statioll I L1RR TlL~i Ami/ability 01/(1 Usage by StatiOIl 011 SlIlIday, Allgustl5, 1999 Statioll Tax:;'s Used at Station Taxi Amagansett N/A N/A I East Hamptoll Midway Taxi Ocean Cab Pink Tuna Taxi Taxi Amagansett N/A N/A N/A N/A N/A N/A N/A N/A I Hamptoll Bays I V.I.? Transportation Westhampton Beach Taxi 3 o o I MOlllauk Celtic Taxi Pink Tuna Taxi Taxi Amagansett N/A N/A N/A N/A N/A NIA I SOlllhamptoll Atlantic Taxi Hampton Coach Kanes Cabs Weslhampton Beach Taxi 3 o o 2 I I Westhamptoll Jim's Taxi Quogue Taxi & Limo Service WesthamptonBeach Taxi o o I 3 2 I I I I I Notc "Ta,u$ Available al Station" ;.In: the ;Jvcragc n\lmber of ta\l~ that wo:rt: :lIthe station prior tu lht: s1.:ht:uukJ trams alTp,;.!I. .'Ta'l:l$ Used at Statiun" arc the a~t:rilgc numbt:r ofl;J:(is Ih;JI wer,,; used by LlRR pascngcrs In ,>ume CIS!.:S. the numhcr ofla\is uscu is higher IIl.1ll the numocroftaxis aV:Jdabk ifnra: nr more taXIS arri\'cd;Jt the slalion Jlkr the train ;JrnVCtJ. but v.t:rt: u~c:d hy p;Jsscngt:r~ -;tllll1\ need ura taxI I L1RR Ea't Elld Trallsporta/ioll Study I I I I I I I I I I I I I I I I I I I I I APPENDIX F STATION-SPECIFIC RECOMMENDATIONS . Speonk . Westhampton . Hampton Bays · Southampton · Bridgehampton · East Hampton · Amagansett · Montauk · Riverhead · Mattituck · Southold · Greenport I I I I Appendix F: Station-specific Recommendations I Station-SpPf'{fic Re('{)fnmpndalion\' I The recommendations provided below Identify speCific improvements at each LIRR East End station. As with the general station-wide improvements Identified in Chapter 7, these recommendations are aimed to Improve the entire East End transportation system. They must be approached in a comprehenSive manner with cooperation from state and county agencies, municipalities, public and private tranSit operators, community groups, the local business community, transportation management organizations, and local residents. Many recommen- dations that were considered have already been addressed in current LIRR station Improvement plans. Station improvements that have already been designed and/or commenced are indicated in bold type. Improvements selected from this list for implementation should be considered based on the relative patronage of all the LIRR stations, with the most heavily used stations getting priority funding. South Fork Stalion\' I I I I SPEONK I Expand the designated areas for taxi pickup/drop off service. . Expand parking to the west of North Phillips A venue. . Install seating in platform shelter. . Install trailblazer signs along Montauk Highway to direct drivers to the station. Provide improved lighting for waiting passengers as this station is located in an isolated area. . Provide a station mformation board that lists taxI phone numbers for communities east of Speonk (smce there are more trams serving Speonk than other East End stations, some pas- sengers who wish to travel to Weslhampton or Hampton Bays may elect to use Speonk as an alternative station on Friday evenmgs or Monday mornmgs). I I I WESTHAMPTON I . Pave and stripe the gravel area of the station's parking lot and pave the dirt road that leads from the gravel area to Old Riverhead Road (Suffolk County Road 31). Consider installing a semi-actuated signal at this intersection. Vehicles would exit the existing unpaved road via an actuated green signal (this would need to be reviewed and approved by the County). Also repair potholes on Depot Road leading to the station. Assign designated taxi and bus waiting areas within the gravel parking area after it has been paved. Install trailblazer signs to direct pcople to the tram stalion. Signs could be posted withm the Village. at thc local bus stop. along Rlverhead Road. Speonk-Rlverhead Road. Old Country I . I I I r-I I Long Island Rail Road East End Transportation Study I Road, Montauk Highway, Sunnse Highway, Beach Lane, and Jessup Lane. SIgns could also be posted at Gabreski AII-port and at area beaches. . Pay phone usage will be reviewed by the telephone company as to whether to mstall additional pay phones; there are only two pay phones outside the tIcket office and one pay phone mside the licket office. . Install additional seating for waiting passengers, as there is seating for only six persons in the two shelters provided on the platform. Additional seating is available when the waiting room is open. I I I HAMPTON SA YS I . Provide additional sidewalks and lighting on Good Ground Road, the station frontage road, to improve pedestrian safety for those crossing the street at night, . Provide additional park 109 along Good Ground Road. . Install a crosswalk on Good Ground Road to assist LIRR passengers crossing the street to the parking lot, Appropriate signage along Good Ground Road should be provided to direct passengers to this crosswalk. . Install trailblazer signs dllecting people to the station. Signs could be posted within the Village (which is one block north of the station), at the local bus stop, along Riverhead- Hampton Bays Road, at the intersections of NYS 27 and Old Montauk Highway. Ponquogue Avenue at Montauk Highway and East Tiana Road/Bay Avenue, and Squiretown Road at NYS Route 27 and Montauk Highway. Signs could also be posted at Sears-Bellows Pond County Park, Shinnecock Indian Reservation. and area beaches. . A restroom facility and a ticket vending machine in accordance with the LIRR's Long Term Ticket Selling Strategy document should be provIded. This statIOn currently does not have a ticket office. I I I I I . Additional seatmg is needed for waiting passengers. Presently there IS seating for only six people in the one shelter provided at this station. . The Town of Southampton should designate handicapped parking spaces as well as markings for the handicapped ramp leading to the station platform. SOUTHAMPTON I I Consider the installation of rumble strips (or other traffic calming measures) to prevent motorists, who currently use this station as a "cut-through," from driving at excessive speeds. This is a serious problem at the station, particularly for those motorists attempting to back out of the parking spaces in the pickup/drop off area. . The entrance/exit at the western end of the station has limited Sight distance with respect to southbound vehicles approachinglbypassing the station along North MaIO Street. VehIcles travelmg southbound along North Main Street should be warned, via appropriate signagc, as to the location of the statIOn entrance/exit. I I I . Additional seating and shelter should be provided for waiting passengers. There is no outside seating available. I I "'.2 I I I Appendix F: Station-specific Recommendations I . The restroom at thIs station IS only open when the ticket office IS open. An addItional rcst- room facility should be provIded for waiting passcngers, especIally when the waIting room IS closed. Install trailblazer sIgns to direct people to the statIOn. SIgns could be posted within the Village, at local intersections including North Country Road and North Sea Road, and Montauk Highway and North Sea Road; and at the local bus stop. Signs could also be posted at Southampton College, Shinnccock Indian ReservatIOn, Shlnnecock Hills Golf Club, and area beaches. . Provide lighting in the station parking lot. I I I BRIDGEHAMPTON I . The station's parking lot should be striped to clearly differentiate parking stall areas from the roadway that passes through the station. Also, pave and stripe the south side of the station parking area, which is presently partially grass; and consider paving the gravel area at the eastern end of the station, which could accommodate approximately 20 additional cars or could be used as a bus or taxi staging area. . The entrance/exit at the western end of the station from/to Halsey Street is located in close proximity to the railroad bridge over Halsey Street; Halsey Street has a relal1vely narrow roadway section under the bridge, and Mitchell Lane, which "feeds" Halsey Street ap- proaches it on a relatively sharp curve. Motorists should be given ample warning, via appro- priate signage, as to the location of the station entrance/exit. Stop control mechanisms at the statIOn exit may also need improvement. Install trailblazer signs to dIrect people to the station. Signs could be posted within the Village, at the intersections of Montauk Highway and Halsey Lane, and Montauk Highway and Atlantic Avenue; along Bridgehampton Sag Harbor Turnpike, Lumber Lane, and Mitchel Lane. Signs could also be posted at the local bus stop and at area beaches. . Additional lighting is needed in the parking lot, as lighting there is minimal. EAST HAMPTON I I I I I I . Install trailblazcr signs directing people to the LIRR station. Signs could be posted WIthin the Village (which is within walking distance to the 5Iallon), atong Sag Harbor Turnpike, Long Lane, Springs Fireplace Road, Old Accabonac Road, at the intersection of Cedar Street and Cooper Lane, at the East Hampton AIrport, at area beaches, and at thc local bus stop(s). Signs could also be posted to direct pedestrians and motorists between the train sta- tIOn and the municipal parking facilitIes located on Lumber Lane. r nstall additional seating for passengers. I I AMAGANSETT I . ConSIder converting the two entrance/exit ways at the station into an entrance only/cxll only driveway (i.e., one-way In, onc-way out) to simplify traffic movemcnts at the station whIch are immedIately adjacent to thc at-grade rali crossing. . Provide a ticket vending machlnc and rcstroom facilities for waIting passengers. . Dcsignated taxi and bus waiting areas In the parking lot should be provided, although Il IS also pOSSIble to create a bus stop along Montauk HIghway Just outSIde the statIOn area. (There IS potential for additIonal parking and/or a bus waIting area on the north side of I I I "'-3 I Long Island Rail Road East End Transportation Study I the tracks, adjacent to the abandoned freight building, but thIs would reqUIre passengers to cross the tracks In order to access the station platfonn. It may be possible to convert the abandoned building Into a facility with raIlroad station amenities, i.e., restrooms, ticket office, or another alternative use.) . Install trailblazer signs directing people to the station. Signs could be posted wIthin the Village, along Montauk Highway, Spnngs-Amagansett Road, and AlIanltc Avenue. Signs should also be posted at Napeague State Park, Hither Hills State Park, at the local bus stop, and at area beaches. I I I MONTAUK I . The existing station buIlding, whIch is currently used as an art gallery, prOVides limited amenities for waiting passengers. . A shelter should be provided on the platform to protect passengers from windblown weather, Additional seating at this station should be provided, as there is only one bench outside the gallery. Repave the parking area to flatten and fill potholes, and stripe it for parking stalls. Also consider paving and striping the gravel area in the western end of the station's parking lot if additional parking/drop off area is needed. Designated handicapped parking spaces should also be provided. Designated taxi and bus waiting areas could be provided (there is a sign on the platform "To Buses," but there is no bus staging area). Install trailblazer signs to direct people to the station. Signs could be posted within the Village, along Montauk Highway, at Montauk Point State Park (which includes the Mon- tauk Point Light House), Montauk Downs State Park, Montauk Airport, at the local bus stop, and at area beaches. A ticket vending machine should be provided. Additional landscaping should be provided. I . I I . . I I . . I North Fork Station... RlVERHEAD I Provide additional station parking, since parking at this station is extremely limited. The ticket office/station bouse has a rundown/abandoned appearance. It should be renovated to ensure long term viability. . A human presence is needed at the station to provide a greater sense of security and convenience to waiting passengers. . Install trailblazer signs to direct people to the station. Signs could be posted within the downtown area (whIch is within walking distance to the station), along NYS Route 25 (at Splish Splash), Route 25 and the LIE (adjacent to Tanger Outlet Center), Roanoke A venue, Northville A venue, and Flanders Road, and at the following intersections: Route 25A and Osborne Avenue, Osborne Avenue and Mill Road, Old Country Road and PulaskI Street (in the vicinity of Riverhcad Raceway), Old Country Road and Osborne A venue, and Old Country Road and Roanoke A venue. I I I I I F-4 I I I Appendix F: Station-specific Recommendations I . There is a sign on the platform that says "To Buses," whIch stage in front of the station buildIng. This locatIon should be better defined. DirectIOnal signs and/or a map should bc provided to direct passengers to these bus locatIOns. I MATTlTUCK I . Additional seating should be provided for waiting passengers. There IS only one bench provided for waiting passengers (i.e., withIn the eXisting platform shelter). . Pay phones that are sheltered from the elements should be provIded. There are currently none available. . A ticket vending machIne should be provided. . Install trailblazer signs to dIrect people to the station. Signs could be posted within the Village (which is withIn walking distance to the station), at the intersection of Route 48 (Middle Road) and Love Lane, along NYS Route 25 (Main Road), Middle Road, Sound A venue, at Mattituck Airport, and at the local bus stop. . While there is a sign on the platform, "Buses at Route 25," a map directing passengers to Route 25 should be provided, as well as dIrectIOnal signs to the bus stop. SOUTHOLD I I I I . Additional seating should be provided for waiting passengers. There is only one bench provided for waiting passengers (i.e., within the existing platform shelter). . Pay phones that are sheltered from the elements should be provided. None are currently available. I I I . A ticket vending machine should be provided. . Repave and stripe parking area immediately south of the station (i.e., south of Traveler Street). This parking area has the potential to accommodate approximately 50-60 cars. . AddItional lightIng should be provided to illumInate the eXisting parking areas. . Install trailblazer signs to dIrect people to the station. Signs could be posted within the Village (which is within walking distance to the station), at the Intersections of NYS Route 25 and Young's Avenue, and Route 48 (Middle Road) and Young's Avenue, and at the local bus stop. . There IS a sign on the platform, "Buses at Routc 25," howcver, a map directing passengers to Route 25 should bc prOVided, as well as directional signs to the bus stop. I I I GREENPORT I A shelter should be prOVIded on the platform to protect passengers from the elements. . Passenger amenities (i.e., slltmg areas, rcst rooms, ctc.) should be provided for waitmg pas- sengcrs. These amemtles are only provided at the North Fcrry Passenger Termmal which IS located WithIn walking dIStance to the tram station. . Provide additional phones; currently there IS only one. . Consider providing a ticket vending machine. Pave and stripe the gravel area for parking immediately north of the train tracks. . Add,tlonallightmg should bc prOVided to IIlummate the cXlstmg parking lots. I I I /'-5 I Long Island Rail Road East End Transportation Study I . Install trailblazer signs to the station. Signs could be posted within the Village (which IS within walking distance to the station), along NYS Route 25 (Main Road), at the intersec- tion of Route 48 (Sound View Avenue) and Moores Lane, along Route 114 (North Ferry Road, on Shelter Island), at Orient Beach State Park, at Orient Point Ferry, and at the local bus stop. I I I I I I I I I I I I I I I I F-r, I I I I I I I I I I I I I I I I I I I I APPENDIX G LIRR BICYCLE PERMIT REGULATIONS I I I I I I I I I I I I I I I I I I I Long Island Rail Road Bicycle Permit Regulations Each bike needs a permit. No more than one (1) bicycle per cyclist on a tram at a time. Stations: No riding on platforms at any time; no bikes on escalators; bikes must be secured on storage racks where provided. Use of poles, fences, railings, etc is prohibited and may result in removal of bike. Types of Bicycles: Single rider bicycles only; No tandem, motorized, or three wheeled bikes; no protusions which could cause injury or damage. Maximum bicycle dimensions are 80" long x 48" high. Bikes must be clean and free of excessive dirt and grease at all times. Cyclist must have a suitable elastic cord to secure the bike on the train. Note: Collapsible bicycles do not need a permit, but must be folded while boarding, exiting, and being stored on a train. Emergencies: Cyclist must follow the directive of the train crew, authorized personnel, police, local authorities and / or fire officials. If an emergency should occur, cyclists may be required to leave their bicycles on board. Bicycles are not permitted on buses if substitute bus service is provided. Liability: Permit is non-transferable and must be displayed or surrendered upon demand. Permit releases the L1RR from any liability or injury, death or damages arising in connection with the use of permit. Permit holder agrees to be solely responsible for any injury, death or damages arising as a result of the use of this Permit. Weekend Bike Trains: Certain trains are designated as "bicycle trains" and may carry more than the normal number of bicycles on the following branches. (The specific train numbers and times will be part of the published timetables.) . Port Jefferson . Montauk - except Seasonal Trains between Memorial Day and Labor Day. . Babylon (Local) - Seasonal Trains between Memorial Day and Labor Day. . Greenport . Oyster Bay Times & Days Bikes not allowed on Trains: (Arrivals/departures at Western Terminals): INormal IIWeekday Morning Rush Hours 116AM - lOAM (Westbound arrivals) IWeekday Evening Rush Hours 113PM - 8PM ( Eastbound departures) ISaturdays 117AM - lOAM (Westbound arrivals) 14PM - 6PM (Eastbound departures) ISundays IlsPM - 8PM (Westbound arrivals) 110PM - Midnight (Eastbound departures) I ISeasonal IISundays IIMontauk Westbound arrivals 6PM -1 OPM IFridays IIMontauk Eastbound departures 3PM - 9PM I /Saturdays IIMontauk Eastbound and Westbound I Bicycles are also not permitted on New Years Eve and Day, St. Patrick's Day, Mothers Day, I Good Friday, Easler Sunday, Memorial Day, Independance Day and the Friday before Independence Day, the Eves of Rosh Hashanah and Yom Kippur, labor Day and the Friday I before, Columbus Day, Thanksgiving Eve and Day, Friday after Thanksgiving Day, Christmas Eve and Day. On board storage of Bicycles: Up to 2 bicycles may be stored in the ADA area on the diesel I fleet, with preference given to wheel chair customers; on electric trains, storage is limited to 2 per car between 3 center rows. to maintain an obstruction free aisle, permit holder must have a I bungee cord or hook to secure the bicycle. The number of bicycles allowed on trains: I Weekdays: 4 bicycles, 2 in the east car and 2 two in the west car. Weekends: 1 bicycle per car (maximum 8 per train, excluding the designated bicycle trains.) I I I I I I I I I I I I I I