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Home My WebLink AboutHighway Safety Improvement Program - 1980 H2M Corp. HOLZMACHER,McLENDON and MU RRE LL, P.C. CONSULTING ENGINEERS, ENVIRONMENTAL SCIENTISTS and PLANNERS 575 BROAD HOLLOW ROAD MELVILLE NY 11747 560 BROAD HOLLOW ROAD MELVILLE NY 11747 /516) 759-9060 375 FULTON STREET FARMINGDALE NY 1173!; 1516) 694 341013 209 WEST MAIN STREET R~VERHEAD NY 40 PARK PLACE NEWTON NJ 07860 (201) 383 3544 [] TELECOPJER dex 4100 !516) 752 9067 December 29, 1980 Supervisor William R. Pell, III and Town ,Board Town of Southold Town Hal ]., Mai,n, Street Southold, New York 11971 RE: Highway Safety Improvement Program Gentlemen: We are pleased to submit herewith our Phase I - Engineer- ing Report for a Highway Safety Improvement Program for the Town of Southold. This Report contains an engineering survey and evaluation of various potential Town highway safety improvement projects and potential funding. The Report has been prepared in accordance with our February 19, 1980 proposal, and the June 10, 1980 Town Board resolution. We would be plea~ed to meet with you at your convenieuce to discuss any aspect~ of this Report. Very truly yours, HOLZMACHER, McLENDON & MURRELL, R.G. Holzf0'acher, P.E~ ~oss, P.E. Donald A. ROBERT G, HOLZMACHER, P.E, P,P, LS. SAMUEL C. McLEND~N, P,E. NORMAN E, MURRELL P.E HAROLD A. 00MBECK, P,E, HUGO D. FREUDENTHAL, Ph. O CARL E. BECKER. P.E JOHN J MOLLOY, P.E D~NALD A. SLOSS. P.E GARy E. LOES~H. P.E BRU M. SHAIVASTAVA, PE CHARLES E BANKS, PE WHS/jm cc: Raymond C. Dean, Superintendent of Highways HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. TOWN OF SOUTHOLD SUFFOLK COUNTY NEW YORK HIG}~AY SAFETY IMPROVEMENT PLAN FOR SOUTHOLD TOWN BOARD SUPERVISOR William R. Pell, III COUNCIL MEMBERS Henry W. Drum Larry W. Murdock John J. Nickles George R. Sullivan SUPERINTENDENT OF HIGHWAYS Raymond C. Dean December 1980 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. HIGHWAY SAFETY IMPROVEMENT PROGRAM FOR SOUTHOLD TABLE OF CONTENTS PURPOSE AND SCOPE LOCATION AND DESCRIPTION THE NEED FOR ROADWAY SAFETY IMPROVEMENTS IN THE TOWN OF $OUTHOLD TRAFFIC VOLUME GENERAL TRAFFIC PATTERNS IN THE TOWN OF SOUTHOLD SAFETY IMPROVEMENTS FOR THE TOWN OF SOUTHOLD 4. ENGINEERING APPRAISAL OF SAFETY IMPROVEMENTS SOUND AVENUE Existing Conditions Proposed Safety Improvements Opionon of Cost NEW SUFFOLK AVENUE Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Costs PECONIC BAY BLVD. & BAY AVENUE Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Cost SOUND VIEW AVENUE Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Cost i PAGE NO. 1.1 2.1 3.1 - 3.9 3.1 3.3 3.7 4.1 - 4.49 4.1 4.3 4.5 4.6 4.7 4.9 4.10 4.11 4.13 4.14 4.15 4.16 4.18 4.19 4.21 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. TABLE OF CONTENTS (CONT'D.) 4. ENGINEERING APPRAISAL OF SAFETY IMPROVEMENTS '(cont' d.) DEPOT LANE Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Cost YOUNGS AVENUE Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Cost VILLAGE ROAD Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Cost DEAD END STREETS Existing Conditions Proposed Safety Improvements Opinion of Cost BAY AVENUE Existing Proposed BRIDGE IMPROVEMENT Conditions Safety Improvements SIDEWALK IN MATTITUCK Existing Conditions Proposed Safety Improvements Opinion of Cost SIDEWALK IN CUTCHOGUE Existing Conditions Proposed Safety Improvements Opinion of Cost SIDEWALK IN SOUTHOLD VILLAGE AREA Existing Conditions Proposed Safety Improvements Opinion of Cost STREET LIGHTING IMPROVEMENTS Existing Conditions Proposed Safety Improvements Recommendations for Implementation Opinion of Cost ii PAGE NO. 4.22 4.22 4.25 4.25 4.26 4.28 4.28 4.29 4.30 4.30 4.32 4.32 4.33 4.33 4.34 4.35 4.35 4.38 4.39 4.39 4.40 4.41 4.41 4.42 4.42 4.43 4.44 4.44 4.45 4.45 HOLZMACHER, McLENDON and MURRELL, P,C, / H2M CORP. TABLE OF CONTENTS (CONT'D.) ENGINEERING APPRAISAL OF SAFETY IMPROVEMENTS (cont' d. ) ROADWAY SIGNING IMPROVEMENTS Existing Conditions Proposed Safety Improvements Opinion of Cost ROADWAY DELINEATION IMPROVEMENTS PRIORITIES FOR IMPLEMENTATION OF SAFETY IMPROVEMENTS FINANCIAL CONSIDERATIONS Introduction Capital Appropriation Capital Bond 7. GRANTS AND AID Federal Classifications Rural Secondary Roads Program Safer Off Systems Road Program Consolidated Primary Road Program Pavement Marking Demonstration Highway Bridge Reconstruction & Rehabilitation Program Other Federal Aid Programs State Aid Programs Preparation for Federal & State Aid Programs APPENDIX I LIST OF APPENDICES INITIAL COST OPINIONS FOR PRO- POSED SAFETY IMPROVEMENTS PI.~n~TE LIST OF PLATES IMPORTANT ARTERIES OF TRAFFIC IN THE TOWN OF SOUTHOLD iii PAGE NO. 4.46 4.46 4.47 4.48 5.1- 5.3 6.1 - 6.6 6.1 6.1 6.2 7.1 7.8 7.1 7.2 7.3 7.4 7.4 7.5 7.6 7.7 7.8 NO. OF PAGES A-1 - A-17 NO. OF SHEETS 1 HOLZYACHER, McLENDON ~nd MU##ELL, P.e. / H2M CORP. TABLE NO. TABLE OF CONTENTS (CONT'D.) LIST OF TABLES EXAMPLE OF $250,000 10-YEAR CAPITAL BOND FOR TOWN HIGHWAY IMPROVEMENTS FIGURE NO. 1 2 3 4 5. 6 7 8 LIST OF FIGURES LOCATION MAP FOR SOUND AVENUE LOCATION MAP FOR NEW SUFFOLK AVENUE LOCATION MAP FOR PECONIC BAY BLVD.- BAY AVENUE LOCATION MAP FOR SOUND VIEW AVENUE LOCATION MAP FOR DEPOT LANE LOCATION MAP FOR YOUNGS AVENUE LOCATION MAP FOR VILLAGE ROAD LOCATION MAP FOR BAY AVENUE BRIDGE iv PAGE NO. 6.4 PAGE NO. 4.2 4.8 4.12 4.17 4.23 4.27 4.31 4.36 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. 1. PURPOSE AND SCOPE The Town of $outhold, situated in Eastern Suffolk County, is steadily continuing to grow. This growth, coupled with the ever-increasing influx of tourists, has placed a heavy burden on many of the old, once lightly traveled Town roadways. As the Town continues to grow, roads designed and constructed for yesterday's needs are barely adequate,and will become less adequate and increasingly more hazardous as time moves on. In order to provide for the proper development of the Town of Southold, and for the safety and well being of its residents, it is necessary to establish a list of priorities for roadway maint- enance, rehabilitation, and reconstruction throughout the Town. Such a list would serve as the focal point for a long term high- way safety improvement program. The study which follows initially identifies the major traffic patterns which exist within the township. Critical im- provements needed within that system are then proposed. An engineering appraisal and opinion of cost for each proposed im- provement is presented, after which a priority order for implementation is offered. In addition, an analysis of various federal and state aid programs has been conducted, during which the availability and applicability of each program to the safety improvement programs proposed for Southold Town has been assessed. 1.1 HOLZMACHER, McLENDON .nd MURRELL, P.C. / H2M CORP. 2. LOCATION AND DESCRIPTION The Town of Southold comprises the majority of the north fork of eastern Long Island. It is an important agricultural center, as well as a flourishing recreational area. Its ever- increasing population is comprised of year round residents, as well as a great many seasonal inhabitants. Based upon Long Island Lighting Company (LILCO), and Long Island Regional Planning Board (LIRPB) figures, the Town has undergone a 25 percent permanent resident population increase between 1970 and 1980. The summer seasonal population has jumped at nearly the same rate. Generally, peak summer season population has been nearly double (91 to 95 percent greater than) the year round population figures for any particular year. data for the Town: Year 1970 16,804 1975 18,733 1980 21,016 Note the Permanent Population following population Peak Seasonal Population 32,126 35,818 40,986 The population in the Town is expected to continue to increase steadily through the year 2000. LILCO figures indicate that the Town has 826 motel and hotel units. There are 7,170 year round housing units in the Town, with an additional 2,400 seasonally occupied dwellings. Naturally, the traffic burden born by roadways within the Town is steadily increasing with the rise in population. Summer seasons bring extremely high peak traffic periods, as would be expected based upon the seasonal population increases already discussed. 2.1 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. 3. THE NEED FOR ROADWAY SAFETY IMPROVEMENTS IN THE TOWN OF SOUTHOLD TRAFFIC VOLUME New York State Department of Transportation (NYSDOT) and Suffolk County Department of Transportation (SCDOT) traffic volume data is available for several roadways within the Town. These data serve to verify the trend of increased traffic volume during the last 10 years. For instance, the most recent available data for New York State (N.Y.S.) Rt. 25 in Mattituck indicated that the annual average daily traffic (AADT) for that roadway was 4,750 vehicles in 1970, 5,550 vehicles in 1973, and 8,000 vehicles in 1976. A 68 percent volume increase occurred during the six year period from 1970 to 1976. Similarly the AADT for N.Y.S. Rt. 25 between Greenport and Orient increased steadily, from 3,600 vehicles in 1970, to 4,250 vehicles in 1973, to 4,850 vehicles in 1976. This represented a 35 percent increase during that 6 year period. N.Y.S. Rt. 25 is the main artery for the entire Town. Therefore, its steady increase in traffic volume is representa- tive of a similar increase in volume throughout the Town. Seasonal fluctuations in traffic volume obviously exist, however, little data is available to clearly illustrate the magnitude of this fluctuation. In 1970, the AADT for N.Y.S. Rt. 25 in Mattituck was 4,750, while the average daily traffic load for 3.1 HO£ZMACHER, McLENDON .nd MURRELL. P.C. / H2M CORP. January at the same location was only 3,200. If January repre- sents the period lowest average daily traffic, it is possible to estimate the range of possible daily traffic maximums with respect to the yearly average. Assuming that off-season daily traffic volume minimums and peak season daily traffic volume maximums vary equally from the yearly average, it is likely that the summer maximum for 1970 reached as high as 6,300 or more vehicles per day at N.Y.S. Rt. 25 in Mattituck. This would place average summer traffic rates near double those of the winter months. Such an estimate is consistent with popu- lation data for the Town, which shows a near doubling of population from the winter to the summer season. Note that while an approximate doubling of average daily traffic is explainable as a function of the approximate doubling of Town population between winter and summer seasons, these quantities are the daily averages. Weekend tourists represent still another factor, as peak traffic loads such as that which might be expected on a summer Sunday, or holiday weekend, would probably be far in excess of the average summer season daily traffic volume. Clearly the population, as well as the traffic volume in the Town of Southold is rising steadily. Sufficient roadways with adequate capabilities must be provided if this growth is to be sustained without compromising the need for a safe means of travel throughout the Town. In addition, plans for providing these roadways must be made in light of several considerations, including extreme peaks which occur seasonally, and projected annual growth for several years to come. 3.2 HOLZMACHER, McLENDON ~nd ML,II~RELL, P.C. / H2M CORP. GENERAL TRAFFIC PATTERNS IN THE TOWN OF SOUTHOLD N.Y.S. Rt. 25 is the transportation hub for the entire town, extending eastward from the Riverhead-Southold Town line to the eastern tip of the north fork. This route serves as the main street for a number of hamlets, including Mattituck, Cutchogue, East Cutchogue, Southold, Arshamonaque, Greenport, East Marion and Orient Point. Traffic is generally heavy on this route, as it is used by commercial vehicles which serve farms and businesses throughout the Town, local residents who shop or work in the villages, and tourists headed for any one of the many beautiful beach, resort, or fishing areas which exist throughout the Town. Several other east-west arteries exist within the Town of Southold. Paralleling, County Route (C.R.) 27. villages and populated and north of N.Y.S. Rt. 25 is Sound Avenue This route serves to bypass the many areas which exist along N.Y.S. Rt. 25. C.R. 27 begins approximately one mile east of the Southold- Riverhead Town line, at Sound Avenue. Sound Avenue is a two lane, poorly aligned road, which extends from west to east through Riverhead and into Southold. The usefulness of C.R. 27 in relieving the traffic burden on N.Y.S. Rt. 25 is largely de- pendent upon access. At present, Sound Avenue is in poor con- dition, limiting access from the west. In addition, several north-south connecting roadways, which extend between C.R. 27 and N.¥.S. Rt. 25, are also in need of repair. 3.3 HOLZMACHER, McLENDON and MURRELL. P.C. / H2M CORP. Another east-west route in Southold is Sound View Avenue, which runs along the north shore from a County park in Peconic until it joins C.R. 27 near Hashamomuck Beach. This roadway serves residential areas, parks, and camps along the shore. Two major east-west roads exist south of N.Y.S. Rt. 25. Peconic Bay Blvd. is utilized as an alternate route between Jamesport and Mattituck, as well as by residents of neighbor- hoods along the bay in this area. New Suffolk Avenue provides access from Mattituck to New S~ffolk, and to the Mattituck Air- port. Both of these roadways are two lane, winding, rural roads in fair to poor condition. However, they do receive consider- able tourist and commuter traffic. It should be noted that at the eastern N.Y.S. Rt. 25 becomes the only east to west end of the Town, route, providing access to Orient Point, Orient Beach State Park, and the ferry to Connecticut. While the Town of Southold is geographically oriented in an east to west fashion, several important north-south routes do exist within the Town. These routes serve to connect all of the major east-west arteries with one another, as well as with pop- ulated and resort areas along the shores. Bay Avenue connects Peconic Bay Blvd. with Mattituck. Depot Lane and Youngs Avenue connect C.R. 27 with N.Y.S. Rt. 25 in the hamlets of Cutchogue and Southold respectively. Due to their location near populated areas, these north-south routes receive an ever-increasing flow of 3.4 HOLZMACHER. McLENDON and MURRELL, P,C. / H2M CORP. traffic. Mill Lane, Elijahs Lane, Alvahs Lane, Cox Lane, Lane and Moore Lane. A number of roads extend south from N.Y.S. Other, less traveled north-south connecting roads include Bridge Lane, Peconic Rt. 25 to neigh- borhoods and parks along the bay. The most heavely traveled of these include New Suffolk Avenue, which connects New Suffolk with Cutchogue, and Village Road, which marks the center of the Hamlet of Orient. Overall through traffic in the Town of Southold is generally handled by N.Y.S. Rt. 25, and to a lesser degree by C.R. 27 and a few other roadways. North-south routes throughout the Town provide access from N.Y.S. Rt. 25 to all park, resort, residen- tial and business areas along either shore. Heavy concentration of traffic along Rt. 25 and in the hamlets through which it passes represents a safety problem. Providing alternate routes (and adequate access to these al- ternatives) by improving the condition and capabilities of exist- ing roadways, would certainly relieve the heavy concentration of traffic on N.Y.S. Rt. 25. Presently, many vehicles are avoiding N.Y.S. Rt. 25 by utilizing these existing alternate routes. However, many of these routes are in poor condition, inadequate for heavy traffic, and as such repre- sent potential safety problems due to this increased use. If these alternative routes are to be utilized safely and effectively in developing a modern, safe, roadway system throughout the Town of Southold, a program for planning improvements for upgrading these 3.5 HOLZMACHER, McLENDON ..d MURRELL, P.C. / H2M CORP. roads must be developed. It should be noted that failure to upgrade existing road- ways will allow further degradation of their condition, at a rate which will accelerate in proportion to the ever-increasing traffic burdens. Such'degradation in condition will result in increas- ingly unsafe conditions, as well as higher costs at such future time when improvements are finally made. 3.6 HOLZMACHER, McLENDON Ind MURRELL, P,C. / H2M CORP. SAFETY IMPROVEMENTS FOR THE TOWN OF SOUTHOLD Based upon meetings with the Southold Town Highway Superin- tendent, a field and office evaluation of traffic conditions throughout the Town of Southold, and site evaluations within the Town, a list was developed containing 15 potential sites and types of improvements. These improvements should be con- sidered for implementation by the Town in order to upgrade the existing roadway systems to accommodate existing and future traffic and public safety needs. East-west arteries comprise the backbone of the roadway system in the Town. The following east-west roads must be up- graded, by either resurfacing, realigning, regrading, installation of drainage systems, signing, lighting or marking, to handle suf- ficient traffic so as to alleviate the existing heavy burden on N.Y.S. Rt. 25: Sound Avenue: Must be repaired, resurfaced, and have adequate drainage systems installed to provide improved access to C.R. 27 from the west. New Suffolk Avenue: Must be horizontally and verti- cally realigned, resurfaced, and provided with improved drainage systems, so that this roadway can adequately handle traffic from Mattituck to New Suffolk and Mattituck Airport. Peconic Bay Blvd. and Bay Avenue: Must be repaired and resurfaced for handling traffic between Jamesport and Mattituck. Sound View Avenue: Must be improved by vertical and horizontal realignment, resurfacing, installation of of drainage systems, signing, and lighting, so as to provide a safe replacement for this heavily traveled, dangerous roadway. 3.7 HOLZMACHER, McLENDON end MURRELL, P.C. / H2M CORP. Successful routing of main artery traffic to alternate east-west routes can only be accomplished if adequate north- south connecting routes are provided. The following north-south routes will require various repairs, including resurfacing, drainage improvements, marking and signing: 5. Depot Lane: Must be repaved and resurfaced to pro- vide a safer route from Cutchogue to C.R. 27. 6. Youngs Avenue: Must be repaved and resurfaced to provide a safer route from Southold to C.R. 27. 7. Village Road: Must be repaved and resurfaced to control further degradation of the existing road surface, which is heavily traveled by residents and vacationers headed for the Orient shore com- munity from N.Y.S. Rt. 25. 8. The many north-south dead end streets which exist along the shorelines throughout the Town should be inventoried for proper dead-end signing and reflec- torized guard rails. 9. Bay Avenue Bridge: Must be rebuilt, since the existing one lane structure is failing, and it is the only public roadway providing access for this small bayside community. Heavy pedestrian traffic in several hamlets along N.Y.S. Rt. 25, particularly during the- summer tourist season, adds to the congested conditions along this roadway. Sidewalks must be provided in these villages which will accommodate heavy pedes- trian traffic, and encourage the use of safe and proper pedes- trian pathways and crossings. Existing sidewalk is nearly suffi- cient in extent, but age, deterioration, and uplift due to undermining by tree roots have caused a need for repair of broken, unsafe slabs of sidewalk. A 10 percent sidewalk replacement 3.8 HOLZMACHER, McLENDON ind MURRELL, P.C. / H2M CORP. program is proposed for 10. Mattituck 11. Cutchogue 12 Southold each of the following locations: In addition to structural upgrading of the aforementioned main Town roads, several Town wide, non-structural improvements will be necessary in order to insure safety for vehicular and pedestrian traffic during daylight hours, and at night. These improvements include: 13. Street Lighting - Replace inefficient incandescent lighting with more intense, more efficient high pressure sodium lighting, and install new lighting where necessary. 14. Signing - Replace old signs with updated, modern signs, and install new signs as necessary throughout the Town. 15. Roadway Delineation - Reflectorized markers should be installed throughout the Town, particularly along winding rural roadways which have been receiving in- creasingly greater traffic usage. The safety improvements which have been briefly outlined herein are a necessary response to present, heavy Town traffic burdens, the need to prevent further deterioration of existing roads, and the need to plan a safe roadway system to meet future needs throughout the Town. In the following sections of this report each of these po- tential improvements will be described in detail, with specific solutions proposed, and an opinion of cost presented wherever possible. 3.9 HOLZMACHER, McLENDON end MURRELL, P.C. / H2M CORP. 4. ENGINEERING APPRAISAL OF SAFETY IMPROVEMENTS SOUND AVENUE Existing Conditions Sound Avenue is located in the north-west section of the Town of Southold. It extends from the Riverhead-Southold Town line for approximately one mile to Suffolk County Route 27 (see Figure 1). Together, these two roads comprise a main artery which parallels N.Y.S. Rt. 25 from the Town line to Greenport. While C.R. 27 is in excellent condition (over 50 percent is four lane, divided highway), the poor condition of Sound Avenue has a limiting effect on access to this major artery. Basically, Sound Avenue is a two lane oil and stone roadway. Four major problems exist. First, the road surface is severly distressed (wash boarding, bumpy), resulting in the potential, for fast moving traffic, to lose control on the road. This surface represents an extremely unsafe condition. Secondly, there are several access where the road is poorly aligned, re- sulting in decreased visibility and unsafe conditions. The condition includes both horizontal and vertical alignments. The third problem on this roadway is insufficient drainage. Farm and roadway runoff collects in several locations along the road. In some areas, no roadway crown or cross slope exists to move water to the gutter. As a result, puddling on the roadway tends to ha~per traffic flow, forces lanes, and represents a severe roadway icing conditions prevail. traffic into opposing threat when freezing 4.1 FIG I · I \ *l ~ / ~'~/~ ' < ~ .... ~qi L;; r-.,-."2--~ .': ,,,,.. ,.~, .oeo I o.__~__.. , . ..-~ f ~ .... -~-~!I ~ ./' ---'" o~ ,: 21' o~' J[o TOWN OF / SOUTHOLD ' lOCATION SOUND AVENUE SAFETY IMPROVEMENT PRQdI~CT KEY: PROPOSED IMPROVEMENT 2000 0 ~'000 PROJECT AREA SCALE: i"-' ZOO0' ~ COUNTY ROAD [~ STATE ROAD CONSULTING ENGINEERS, PLANNERS ancl ENVIRONMENTAL SCIENTISTS RtVEFIHEAD, 4.2 HOLZMACHEI~, McLENDON -,nd MUFII~IELL, P.e. / H2M CO#l). The fourth concern on this route is marking. Adequate reflectionized striping does not presently exist and should be installed in conjunction with other major improvements. Proposed Safety Improvements The following is a description of the necessary highway safety improvements which must be implemented on Sound Avenue. a) Install Drainage Systems: Installation of adequate drainage systems along this roadway should be completed before or during any repavement operations, and in conjunction with alignment improvements so as not to necessitate distrubance of any new roadway surface. Installation of leaching pools, pipes and inlet structures will be necessary in addition to clearing and/or co~]struction of a gutter area, and maintenance of a good crown in the road. Some regrading, particularly at intersections such as Aldrich Lane, may be necessary. b) Several locations along Sound Avenue require improved sight distances to increase visability. This is especially important, since any other improvements (paving, drainage) which are made to Sound Avenue will tend to increase the traffic flow. This increased traffic intensifies the need to provide improved sight distances. Sight distances can be improved in two ways: Vertical realignment and horizontal realignment. Vertical realignment of the roadway will provide smooth vertical curves on poorly, graded portions of the road and necessitates the complete regrading 4.3 HOLZMACHER, McLENDON mhd MURRELL, P.C. / H2M CORP. and reconstruction of these portions of Sound Avenue. Hori- zontal alignment requires minor land acquisition, so that the roadway can be modified to provide greater visibility through improved sight distances. c) Road surface improvement should be undertaken after or in conjunction with drainage and alignment improvements. A truing and leveling course of type 6 asphaltic concrete would be utilized to eliminate the existing washboard surface, build up a crown where necessary and fill in low pavement areas where puddling of water may be occurring. Upon completion of this course, all depressed surface areas and intersections will be ready for the application of a wearing course. d) A wearing course which will consist of approximately 2 inches of type 7 asphaltic concrete, will be applied over the entire roadway, for a minimum width of 30 feet. Intersec- tions will be feathered to meet existing cross-road surfaces,. employing a notch or other method to assure optimum surface joining. Care will be taken to provide a safe, smooth, prop- erly graded wearing surface. e) Reflectorized markings, reflectorized striping, and any safety or warning signs will be installed as deemed necessary. Particular attention wil]l be paid to bends in the road, where warning signs for blind driveways, private farm roads, and ob- scured intersections must be provided. 4.4 HOLZMACI.IER, McLENDON .nd MURRELL, P,C. / N2M CORP. ~%e improvements proposed herein will have two important effects. First, travel along this busy stretch of roadway will be made safe for all vehicles which presently utilize this route. In addition, the increased ability of the road to safely accom- modate heavy traffic will enhance access to C.R. 27, thereby encouraging use of this road by through traffic, and helping to relieve the traffic burden which presently exists along N.Y.S. Rt. 25. Opinion of Cost The initial opinion of cost at current (1980) construction costs for the proposed improvements to Sound Avenue is $236,000. This cost includes construction costs, engineering fees, and contingencies. A detailed cost breakdown for this project is presented in Appendix I, Table I-1. 4.5 HOLZMACHE~, McLENOON ind MURRELL, P.C. / H2M ¢O~P. NEW SUFFOLK AVENUE Existing Conditions New Suffolk Avenue is an east-west route located along the Peconic Bay shore between Mattituck and New Suffolk (see Figure 2). Traffic on this road is heavy, as the roadway serves a variety of purposes, including access to Mattituck Airport, New Suffolk, country clubs, parks, a marina, and private residences. In addition, this road is utilized as a by-pass to Mattituck, as it extends from the western end of Mattituck (at N.Y.S. Rt. 25), eastward, and parallels N.Y.S. Rt. 25 past Mattituck, where any one of several short north-south roads returns traffic to N.Y.S. Rt. 25. Several problems currently exist with the present roadway. The surface itself is poor in many places, with warped and dis- tressed areas throughout. At many locations, the roadway is narrow (less than 20 feet wide). Three bridges exist, all of which are very narrow (one is a one-lane bridge and the others are only 18 feet wide), and all of which have posted six (6) ton load limits. Several sharp curves and small steep hills exist, resulting in blind driveways and intersections at various locations. The need for some vertical and horizontal road realignment is evident, as well as signing and roadway marking. 4.6 HOLZMACHER, McLENDON ,nd MURRELL, P.C. / H2M CORP. shown on Figure 2. is proposed herein. provements follows: Propo~.ed S_~af__et~ Improvements Plans for renovation of New Suffolk Avenue in the vicinity of Mattituck Airport have been prepared, and the work began in the late Fall of 1980. The limits of this current project are Renovation of the remaining existing roadway A description of the nature of these im- a) Vertical and horizontal realignment, including widen- ing of the existing roadway should be planned. We have estimated that approximately 10 percent of the existing roadway will be removed and replaced including regrading, rerouting and replace- ment of unsuitable sub-base material. b) While preliminary analyses indicate that existing drain- age is sufficient, an evaluation of existing drainage, and modified drainage patterns resulting from realignment must be conducted. If drainage improvements are indicated, they should be completed prior to repaying. c) The entire roadway should be repaved, utilizing a leveling course (type 6 asphaltic concrete) to repair flaws in the contour of the existing surface, and then applying a 2 inch wearing course (type 7 asphaltic concrete). d) The three bridges w]~ich were encountered along the route should be examined for evidence of structural failure. Our prelim- inary analysis indicates that structural failure is evident on the Down's Creek Bridge. Any failure should result in replacement. 4.7 I I I I I I I I LIMITS OF CURRENT IMPROVEMENT : ~a rrn-uc~ _ ..:: ~ [ AV~U~ NEW SUFFOLK PECONIC BAY Cove Club FIGURE LOCATION MAP FOR NEW SUFFOLK AVENUE SAFETY IMPR(;TyEMENT PROJECT KEY: PROPOSED IMPROVEMENT 2000 O 2000 PROJECT ! I I (~ COUNTY ROAD SCALE: I" = Z000' /",., STATE ROAD HOLZMACHER, McLENDON & MURRELL, P.C. I H2M CORP. FARMI.~.~OALE FJy CONSULTING ENGINEERS1 PLANNERS and ENVIRONMENTAL SCIENTISTS f:~VEF~H~ AD N Y 4.8 HO~.ZM&CHER, McLENDON ind MURRELL, P,C. / H2M CORP. In addition, wider, greater capacity bridges should be contem- plated, and Suffolk County Department of Public Works should be approached since they must assume responsibility for the reconstruction of same. These bridges are County responsibility since all have clear spans in excess of 25 feet. e) Striping and signing will complete the safety improve- ments suggested herein, with special consideration being paid to areas near curves, hills, bridges, and blind driveways. The improvements proposed herein will upgrade the existing roadway so as to provide safe passage to meet existing and future traffic demands. Recommendations for Implementation For a project of this magnitude, it is recommended that the reconstruction be performed in steps or phases as funds become available. With respect to this project, two or three smaller projects are adviseable. The following is a priority list of three separate sub-projects into which this project could be broken: 1) Commencing at Mattituck and ending at the limits of the planned reconstruction in the vicinity of Mattituck Airport. This will complete a new access road from Mattituck to the Airport. 2) Commencing at West Creek and running west to Locust Avenue, including three bridges. This represents the section of New Suffolk Avenue which has the severest structural diff- erences, including narrow bridges and poor alignment. 4.9 HOLZMACHER, Mi~LI~HDON .nd MURRELL, P.C. / 1't2M CORP. 3) Commencing at West Creek and running to Fifth Avenue, and from Locust Avenue to the limits of planned reconstruction near the Mattituck Airport. This would complete renovation of New Suffolk Avenue. Naturally, signing and lighting projects could be completed before, during, or after these construction improvements, as funding for these special projects becomes available. It is suggested however, that signing and any desired lighting, if not complete prior to construction, be completed in conjunction with or as soon after construction as possible. O~inion of Costs The initial opinions of cost for realigning and repaying the existing road for each of the three previusly described sub-projects are $150,000, $410,000 and $280,000 respectively at current (1980) construction costs. If this project were to be completely undertaken at one time, the total sum of $840,000 would be reduced because of the larger volume of work. This estimate includes construction costs, engineering fees, and con- tingencies, but does not include the expense of obtaining any property or right-of-ways which may be needed for realignment, nor does it include the costs of bridge replacement, which would likely be born by Suffolk County and would be subject to in- spection, evaluation and testing of each existing structure. A breakdown of costs for each of these proposed sub-projects appears in Appendix I, Tables ~-2, I-3 and I-4. As projects are implemented in the future, these preliminary costs will have to be updated, to keep pace with inflation. 4.10 HOLZMACHER, McLENDON .nd MURRELL, P,C. / H2M CORP. PECONIC BAY BLVD. & BAY AVENUE Existing Conditions Peconic Bay Blvd. the Town of Southold. is situated in the south-west corner of Basically, it follows the shoreline of the bay, parallelling N.Y.S. Rt. 25. In conjunction with its western extension into Riverhead Town, and Bay Avenue, it serves as an alternate route from Jamesport to Mattituck (see Figure 3). The roadway is generally more than 20 feet wide, with several bends and small hills. The surface is in fair co~]- dition, with some areas of distressed high to medium roadway crown or cross areas. and broken pavement. A slope exists in most Several drainage problems are evident. The existing drainage structures which are located west of Brushs Creek are closed, clogged, and/or full of sand. They should be replaced with modern, functional facilities. In addition, several areas totally lack drainage systems, but show evidence of re- current storm water ponding on the road surface. One bridge exists along Peconic Bay Blvd., at the Brushs Creek. This bridge is 18 feet wise with a posted capacity of ten (10) tons and appears to be basically sound. Approaches to the bridge on either side are only 16 feet wide, and there- fore, it presently accommodates only one lane of traffic. 4.11 FIGURE I · ~,~ .,' '"'' . ' · ~J -' "/% ~ ~., ~,~ f~l~/~ .:.,,"~ %11~ .~ ; ~ .~- :~: .......... o~~_:T/~ ' ~ ~ ,~f ~,- (." ~'~ ~ ~ ~ J ',~Y I ~1 :; 7 .--' .. "' .~ 5' ~ :--~~/ I~ / , I LOCATION -~ PECtiC B~Y BLVD.-SAY ~AF[TY IMPROVEMENT PROdECT 2000 0 2000 KEY: PROPOSED IMPROVEMENT t I I PROJECT ~EA SCALE: I"aZO00' ~ COUNTY ROAD ~ STATE ROAD HO~MACHER, McLENDON & MURRELL, P.C. I H2M CORP. FAmlmDALE N Y CONSULTING ENGINEERS. PLANNE~ and ENVIRONMENTAL SCIENTISTS NEW ~. N J 4.12 HOLZMACHER, McLENDON and MURRELL, P,C, / H2M CORP. Proposed Safety Improvements The proposed safety improvements for Peconic Bay Blvd. are as follows: a) A minimum 22 foot wide roadway should be provided in areas where the existing roadway is narrower than 22 feet. wider areas along curves and at intersections should remain as such. b) Existing drainage structures should either be returned to a functional state, or replaced. Additional drainage facil- ities should be provided in areas where problems are evident. c) The approaches to the existing bridge at Brushs Creek should be widened in order to minimize the effects that its narrowness will have on the passage of traffic. Replacement in order to gain increased load capacity and more favorable width, could also be considered. d) The roadway should be repaved, first using a leveling course (type 6 asphaltic concrete) to eliminate existing de- pressions and bumps in the surface and then a 2-inch wearing course (type 7 asphaltic concrete). e) Proper signing and striping should take place after paving, to assure safe travel over the new roadway. Peconic Bay Blvd. and Bay Avenue are generally in fair condition. Therefore, resurfacing at this point in time will require minimal truing and leveling, and road repair. However, the relatively heavy traffic which this roadway presently supports will quickly degrade the existing surface, thereby increasing the expense of upgrading the existing road in the future. 4.13 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. Recommendations for Implementation Since this project covers nearly 3 miles of roadway, it is likely that the Town would desire to separate the work into several smaller projects, which could be completed on a priortiy basis as the necessary funds become available. We recommend that at least as many as four separate sub- projects be considered, as follows: 1. The first of the sub-projects should be for drainage improvements to be made at locations over the entire area, as deemed necessary. This project would include a survey of the entire length of Peconic Bay Blvd. (in Southold Township) and Bay Avenue, to determine the extent of existing systems, and the design of new and/or improved storm drainage systems. 2. The second project should be the repair and resurfacing of Peconic Bay Blvd., from Laurel Lane to the Brushs Creek Bridge, including widening of the bridge approaches to allow for two-way traffic. 3. The third project should include resurfacing of Bay Avenue and Peconic Bay Blvd. from Mattituck to the Mattituck Park District Beach, as this is a heavily traveled segment. 4. The fourth project should be the resurfacing of Peconic Bay Blvd. from the Mattituck Park District Beach to Brushs Creek Bridge. []pon completion of the fourth sub-project, all necessary re- pairs, drainage improvements, and resurfacing of Peconic Bay Blvd. 4.14 HOLZMACHER, McLENDON rand MURRELL, P.C. / H2M CORP. and Bay Avenue would be complete. Naturally, signing and mark- ing must be completed during or shortly after each sub-project. Note, however, that signing and lighting could be complete(] prior to construction, should special funding for these items become available before these sub-projects can be completed. Opinion of Cost The initial opinion of total cost for repairing and re- surfacing Peconic Bay Blvd. and Bay Avenue in four phases is $670,000, in 1980 construction dollars, including construc- tion costs, engineering fees, and contingencies. This figure, which is the sum of the four sub-project costs of $310,000., $55,000., $125,000., and $180,000., re- spectively, can be reduced if one or more projects were com- bined. These preliminary costs will have to be adjusted to acount for future inflation in construction. Detailed cost estimates for each of the four sub-projects outlined in the previous section have been compiled, and appear in Appendix I, Tables I-5, I-6, I-7, and I-8. 4.15 HOLZ#IACHER, Mc:LIENDON mhd MIJRRI.=LL, P.C. / H2M CORP. SOUND VIEW AVENUE Existing Con4itions Sound View Avenue is an east-west route, which follows along the shoreline of the Long Island Sound from Mill Road and the County Park at Peconic until it merges with C.R. 27 near Hashamomuck (see Figure 4). It is typical of many old back country roads; possessing many sharp, narrow bends, small steep hills, and many narrow segments. This back country road however, presently supports a relatively large volume of traffic, as many new residential areas, parks and camps exist along this route. Furthermore it serves as a very attractive scenic alternate route to C.R. 27. The road surface is comprised of layer upon layer of oil and stone, sand, or gravel. Patches, present throughout the entire length. lack of adequate signing is evident. cracks, and bumps are An extremely unsafe Drainage structures can be observed in few locations, and many of these structures are clogged or otherwise inoperative. Evidence of puddling or flooding exists in several areas along the roadway. The sharp bends and short steep hills (mounds) which exist along the roadway leave many blind driveways, intersections and pedestrian crossings, throughout the route. This condition coupled with poor signing, marking, lighting, and road surface conditions, comprise an extremely unsafe road. 4.16 I I I I I I I I I I I I I i I I I I PECONIC LOCATION MAP FQR ,,SOUND VIEW AVENUE SAFETY IMPROVEMENT PROJECT F~URE 4 KEY:- PROPOSED IMPROVEMENT 2000 O 2000 PROJECT AREA -'~ I I (~) COUNTY ROAD SCALE:]"=Z000~ [~ STATE ROAD HOLZMACHER, McLENDON & MURRELL, P.C. / H2M CORP. ~^.,,.,~..o~A~ ~. ~ CONSULTING ENGINEERS. PLANNERS ancl ENVIRONMENTAL SCIENTISTS R:','~-EA,~ ,,, 4.17 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. ~ro~osed Safety Improvements In contemplating safety improvements for Sound View Avenue, it is important to first define the desired result. This road- way is not a major thoroughfare, despite its rather heavy traffic load. It would be unreasonable to remove all hills and sharp curves along the roadway, as this would necessitate rebuilding over 20% of the existing road, and usage does not dictate this sort of renovation. The desired result should be safety while maintaining the character of this winding road, rather than reconstructing this road as a straightened thoroughfare. The improvements which would be necessary to render this roadway safe are as follows: 1. A complete, detailed survey should be carried out over the entire roadway, identifying drainage problem areas, grades, and unsafe curves, hills, driveways, and ~ntersections. A list- ing of the exact type and location of all necessary improvements should be compiled. 2. Vertical and horizontal realignment should take place, where no other means of rectifying existing unsafe traffic con- ditions exist. Sharp curves do not necessarily have to be re- moved. However, smoothing, super-elevation, or widening may be advisable. Successions of small, blind hills may be regraded, not to eliminate, but rather to decrease the severtity of these mounds. 3. Drainage improvements should be carried out, including installation of new facilities where necessary, and renovation of existing systems where practical. 4.18 HOLZMACHER, McLENDON ind MURRELL. P.C, / H2M CORP. 4. The road surface should be repaired, leveled, and then resurfaced with asphaltic concrete. A leveling course (Type 6 asphaltic concrete) will serve to eliminate depressions, bumps, and other flaws in the existing surface, prior to the applica- tion of the wearing course (Type 7 asphaltic concrete). 5. Signing, lighting, and striping will be extremely im- portant on this roadway. A number of smooth curves and hills will remain, all of which should be lit, preceded by warning signs, and equipped with guard rails where necessary. The dense vegetation which borders many segments of the roadway produces several blind driveways, all of which should be adequately marked. Recommendations for Implementation It is anticipated that this project is of a magnitude which would prevent its completion as a single project. Therefore, we recommend that it be broken into several sub-projects, allowing for systematic elimination of prevailing unsafe conditions over a period of several years. The following represents a priority listing of sub-projects which may be implemented separately. 1. Upon completion of a detailed survey of the existing roadway, a detailed plan for systematic improvement can be com- piled. Initially, signs, lighting, and guard rails should be installed as necessary to delineate and protect all existing hazardous areas along this roadway. It is possible that several years may go by prior to construction taking place, therefore, imperative that these measures be taken safety in the interim. and it is to optimize 4.19 HOLZMACHER. McLENDON and MURRELL, P.C. / H2M CORP. 2. The first construction improvements to take place should be for vertical and horizontal realignment where it is warranted. This will involve smoothing of sharp bends, and flattening of unsafe hilly segments. This sub-project would eliminate the most pronounced safety hazards on this roadway, and be preparatory to future work along the route. 3. Installation of new drainage systems, as well as reno- vation of old systems would be adviseable as one sub-project. Completion of this project prior to resurfacing projects will insure non-disturbance of any new roadway surface. 4. Truing, leveling, and resurfacing is the next priority. However, this operation, over the entire roadway, may constitute a project which is too large to complete at once. Therefore, we would suggest several resurfacing projects be undertaken, as funding becomes available. At such time as resufacing is contem- plated, sections of roadway which are in the worst condition should be given the highest priority. The resurfacing projects will include widening at several locations, to provide a mini- mum 22 foot roadway width. As each resurfacing project is completed, reflectorized highway striping should be undertaken, and any as yet inadequately signed or lighted sections of road- way should be provided with proper signs and fixtures. These recommendations for implementation are not intended to imply that certain improvements are unnecessary. To the contrary, all of the aforementioned improvements are urgently needed. They should all be carried out as soon as it is reasonably possible. 4.20 HOI.ZMACHER, McLENDON ~nd MURI~ELL, P.C. / H2¥ CORP. Naturally, special care should be taken in the interim to main- tain the integrity of the existing road surface (patching and resealing) as necessary until major renovations can be under- taken. Opinion of Cost The initial opinion of cost for the safety improvements proposed herein is $1,700,000. This estimate includes construction costs, engineering fees, and contingencies, but does not include the cost of land acquisition and condemnation. A detailed cost estimate is pro- vided in Appendix I, Table I-9. Cost estimates for sub-projects such as realignment, drainage system renovation and installa- tion, and roadway signing, lighting, or marking, have not been compiled for Sound View Avenue, as a detailed study and survey of this entire roadway would first be necessary in order to identify a master plan and the quantities involved. 4.21 HOLZMACHER, McLENDON ind MURRELL, P.C. / H2M CORP. DEPOT LANE Existing Conditions Depot Lane is a north-south route located in Cutchogue. It serves as the connecting road between C.R. 27 and N.Y.S. Rt. 25 in Cutchogue (see Figure 5). It is heavily traveled by village traffic, and through traffic seeking to bypass N.Y.S. Rt. 25. Depot Lane is a 20 foot wide cement concrete slab roadway. It has been resurfaced with oil and stone. However, this surface has since worn away in most places. Several asphalt patches exist, and several small pieces of roadway are in need of repair. Most expansion joints are eroded, open, and exposed. Drainage seems to be adequately handled by several new structures and an off-road drainage area located near the center of this span of roadway. The roadway is virtually straight, with only a slight, smooth gradient toward the described drainage area. Generally, no curb or shoulders exist, however, limited curb and shoulder areas are located in the vicinity of the Catholic Church, to handle parking lot traffic at that location. A railroad crossing exists along the roadway. It is ele- vated significantly above the adjacent road surface, causing a bump (obstruction) at that location. It seems to require near constant maintenance, which is carried out utilizing cold patch and stone. Proposed Safety Improvements The overall integrity of the existing roadway is good, and will certainly serve as an excellent base. However, the 4.22 FIGURE 5 LOCATION MAP i FOR DEPOT LANE SAFETY IMPROVEMENT PR0dECT 2000 o 2000 I I 1 SCALE: I" = :)000' KEY: PROPOSED IMPROVEMENT PROJECT AREA (~) COUNTY ROAD {~ STATE ROAD HOLZMACHER, McLENDON & MURRELL, P,C. / H2M CORP. CONSULTING ENGINEERS, PLANNERS anc~ ENVIRONMENTAL SCIENTISTS 4.23 HOLZMACHER, McLENDON Ind MURRELL, P,C. / H2M CORP. few existing broken sections represent hazards, as loss of vehicle control can occur when motor vehicles pass over these areas. The deterioration of this roadway will continue, continues to increase, and wears the existing surface. will be minor if carried out in the near future, and resurfac- ing will preserve the existing road for a long period of time. We propose the following improvements: 1. Broken sections of the existing roadway that show signs of settling should be removed, and replaced with stab- ilized sub-base material. This may also be necessary in the vicinity of the railroad crossing. 2. A truing and leveling course should be utilized to fill open expansion joints, cracks in the pavement, and any depressed areas which may exist. In addition, the areas near the newly installed drainage inlet structures are presently clogged and blocked by vegetation, and should be cleared and provided with permanent paved access from the road surface. These structures are presently set back from the road, and stabilized in cold patch material. Truing and leveling material should also be used to perm- anently fine grade the roadway at the railroad crossing. 3. The entire roadway should be resurfaced with a 1-1/2 inch thick wearing course (Type 7 asphaltic concrete) after the preceding preparatory measures are completed. as traffic Repairs 4.24 HOLZMACHER. McLENDON ind MURRELL, P.C. / H2M CORP. 4. The pavement should be striped, and at areas such as that in the vicinity of the Church, warning signs should be posted and lighting installed. The improvements described herein will serve a number of purposes. A safe roadway will be installed. The present road- way deterioration, which is taking place at an accelerating rate, will be terminated and more costly repairs avoided. In addition, an excellent access route between C.R. 27 and N.Y.S. Rt. 25 will be provided, encouraging use of C.R. 27, and thereby relieving the heavy traffic situation which exists on N.Y.S. Rt. 25, particularly in Cutchogue. Recommendations for Implementation The work which is necessary on Depot Lane is such that it can be completed as one project. Following a detailed survey, existing drainage capacities will be checked for adequacy, and repaying can be undertaken. O~inion of Cost The initial opinion of cost for repaying and resurfacing Depot Lane in 1980 dollars is $94,000, including engineering fees and contingencies. This cost breakdown is detailed in Appendix I, Table 1-10, and should be updated in the future to keep pace with inflation. 4.25 HOLZMACHER, McLENDON rand MURRELL. P.C. / H2M CORP. YOUNGS AVENUE Existing Conditions Youngs Avenue is a short north-south route, located in the hamlet of Southold, which serves to connect N.Y.S. Rt. 25 in the village area with C.R. 27 (see Figure 6). The existing roadway is 20 feet wide, except for approxi- mately 650 feet, which is a 32 foot wide road located between the railroad crossing and N.Y.S. Rt. 25 in the village area. All existing roadway is cement concrete slab. Several small pieces of roadway are broken up, and/or settling, and several previously patched sections are evident. Curbs and curbside parking exist only between the railroad and N.Y.S. Rt. 25. Shoulder areas exist immediately north of the rail- road tracks for approximately 500 feet, and then no shoulder exists until the intersection of C.R. 27. Expansion joints in the existing road surface are eroded and exposed. The roadway surface at the railroad crossing needs stabilization, and permanent repaving as it is presently in poor condition. Drainage south of the railroad crossing seems to be handled by an existing system. North of the tracks, drainage appears adequate, except at the intersection of Hummel Avenue; where road repair and regrading are necessary, and puddling probably occurs. The existing roadway is virtually straight with no appre- ciable gradient or hills. Unsafe conditions are a result of several deteriorated, broken slabs, and the existing railroad crossing. 4.26 LOCATION MAP FOR yOUNGS AVENUE ~AFgTY IMPROVEMENT PROdECT KEY: 2000 0 2000 J I I SCALE:l"=2000' PROPOSED IMPROVEMENT PROJECT AREA (~) COUNTY ROAD [~ STATE ROAD HOLZMACHER, McLENDON & MURRELL, P.C. / H2M CORP. CONSULTING ENGINEERS, PLANNERS and ENVIRONMENTAL SCIENTISTS 4.27 HOLZMACHER, McLENDON ind MURRELL. P.C. / H2M CORP. Proposed Safet~ Improvements The proposed safety improvements for this roadway are similar to those indicated for Depot Lane: 1. Remove and replace broken and settled sections including areas at the railroad crossing existing road, necessary. 2. True and expansion joints, concrete. level the existing road surface, filling voids, and cracks with Type 6 asphaltic of the if 4.28 3. Resurface the entire roadway with 1-1/2 inches of Type 7 asphaltic concrete wearing course. 4. Stripe the existing roadway, and place warning, regu- latory, and traffic signs, as needed. As with Depot Lane, these improvements are necessary to provide a connecting route from N.¥.S. Rt. 25 to C.R. 27 near the village area to aid in relieving heavy N.Y.S. Rt. 25 traffic. In addition, dangerous sections of broken roadway will be removed and the decay of the existing road will be terminated. Recommendations for Implementation The size and scope of the improvements proposed herein are such that this can be undertaken as one single project. Upon completion of a detailed survey, repairs and resurfacing should be accomplished, after which striping and signing should be done. HOLZMACHER, McLENDON end MURREL/. P.C. / H2M CORP. O~inion of Cost The initial opinion of cost for repair and resurfacing of Youngs Avenue in 1980 dollars is $55,000, which must be ad- justed for inflation if implemented in the future. This in- cludes construction costs, engineering fees and contingencies. A detailed cost breakdown for this project appears in Appen- dix I, Table I-il. 4.29 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP. VILLAGE ROAD Existing Conditions Village Road is located in the hamlet of Orient. It serves as Main Street for this resort community, with the general store and Post Office located on this road. The road connects N.Y.S. Rt. 25 to the dock, resort and residential areas along the water (see Figure 7). Pedestrian traffic along this street is extremely heavy, particularly during summer months. Vehicular traffic is equally heavy during the same season. The existing road surface is oil and stone over cement con- crete slabs. The road is 25 feet wide, with two 10 foot slabs, and two 2.5 foot gutter areas. Curb runs along both sides of the road, with an average reveal of 3 to 5 inches. Joints in the underlying concrete roadway are evidenced by cracks in the over- lying oil and stone surface. Drainage is handled by inlet structures located at the south- west end of the street, near the bay. Water is carried to the bay via corrugated metal pipe. The road slopes mildly downward from N.Y.S. Rt. 25 to the Bay. Proposed Safety Improvements The existing road surface shows signs of wear, and will likely begin breaking up in the near future. In addition, the existing drainage system seems undersized, possibly due to being partially clogged. The following safety improvements are or will soon be needed: 4.30 LONG ISLAND SOUND FIGURE 7 VILLAGE ROAD o SAFETY 2000 O 2000 I I J $CALE:I"=2OOO' VILLAGI~ RQAI;) IMPROVEMENT PROJECT KEY: PROPOSED IMPROVEMENT PROJECT /~REA STATE ROAD HOLZMACHER, McLENOON & MURRELL, P.C. / H2M CORP. CONSULTING ENGINEERS, PLANNERS and ENVIRONMENTAL SCIENTISTS 4.31 HOLZMACHEI~, McLENDON end MUI~RELL, P.e. / H2M CORP. 1. Determine the need for drainage improvements, which may include installation of higher capacity facilities, and make the necessary repairs. 2. Seal any cracks in the existing road surface, and re- move and replace any sections of curb in need of repair. 3. Resurface the existing roadway with 1-1/2 inches of (Type 7 asphaltic concrete) from curb to curb. 4. Pavement markings should be installed, including pedes- trian cross walks, and signing should be placed to warn of these crossings, and parking restrictions. Recommendations for Implementation The size and nature of the improvements proposed herein will allow for completion of this roadwork as one project. Following any necessary repairs to the existing drainage facilities and curb, resurfacing can be completed. Note that construction in this area should be limited to early spring or late fall, due to the heavy resort community traffic that exists during warmer months. Opinion of Cost The initial opinion of cost for this project in 1980 dollars is $46,000. This total includes construction costs, engineering fees and contingencies. A detailed breakdown of this cost is presented in Appendix I, Table 1-12. 4.32 HOLZMACHER, McLENDON.ndMURRELL, P.C./H2MCORP. DEAD END STREETS Existing Conditions The Town of Southold is bounded by water along both its north and south borders. As might be expected, a great many north-south roadways terminate as dead end streets at very near the water's edge. It is important that these dead ends be clearly marked. In addition, due to the abruptness of most of these dead ends, and the cliff or shoreline conditions which generally exist just past the road end, guard rails should exist on all of these dead end streets. A spot check of many of the ~own's water side dead end streets showed several with partial or no guard rails. Those with guard rails lacked proper reflectorized paint, signing, or structural integrity. Proposed Safety Improvements The entire Town should be canvassed, with each publically owned and maintained dead end street being inventorized for a modern, dead end sign at the nearest intersection, a posted dead end sign at the roadway end, and a sound, anchored guard rail at the road end which is brightly painted, in full view, and spanning the entire roadway. It has been indicated by the Town Highway Department that as many as seventy dead end streets in the Town lack proper signing and/or structural pro- tection. Following this inventory a priority list should be estab- lished, and a project to achieve proper delineation and 4.33 HOLZMACHER, McLENDON Ind MURRELL, P.C. / H2M CORP. protection of each dead end street in the Town should be under- taken systematically. Opinion of Cost Without actually knowing the number of streets which need signing or new guardrail protection, it is impossible to pre- sent an accurate opinion of cost. However, assuming that 70 locations may need signing and a guard rail installed, such a project based on 1980 costs would approximate $48,000, includ- ing construction and development costs. A detailed cost break- down for this work is presented in Appendix I, Table 1-13. 4.34 HOLZMACHER, McLENDON rand MURRELL, P.C, / H2M CORP. BAY AVENUE BRIDGE IMPROVEMENT Existing Conditions Many small bridges exist throughout the Town. At the time they were built, low capacity, one-lane bridges were sufficient to handle the traffic load. Present vehicular use however, dictates replacement for many of these bridges; particularly those which exist on heavily travelled main roads, such as Peconic Bay Blvd., and New Suffolk Avenue, or those which may be failing structurally. As previously mentioned, bridges which exist on roadways that are going to be upgraded, such as Peconic Bay Blvd. and New Suffolk Avenue, should be renovated either prior to or in conjunction with the roadway project. Other bridges in the Town, however, should be replaced or repaired if they show signs of failure. The Bay Avenue Bridge, located in East Marion (see Figure 8), is a narrow bridge which shows signs of deterioration. It represents the only public road access to the residences which exist at the south end of Bay Avenue. As such, traffic on the bridge cannot be terminated, and therefore, repair is necessary. Repair and maintenance of this bridge is a Town responsibility as its span is less than the 25 feet required for County responsibility. ~ro~osed Safety Improvements The Bay Avenue Bridge should be studied and tested for structural integrity. Testing should include soil borings to determine the bearing capacities of the subsurface materials 4.35 FIGURE 8 LONG ISLAND SOUND - PRIVATE. AVENUE ROAO BRIDGE LOCATION MA,P FOR BAY AVENUE BRIDGE SAFETY IMPROVEMENT PRQJECT 2000 0 ZO00 SCALE: i"' = 2000' KEY: PROPOSED IMPROVEMENT PROJECT AREA COUNTY ROAD STATE ROAD HOLZMACHER, McLENDON & MURRELL, I=.C. / H2M CORP. CONSULTING ENGINEERS, PLANNERS ancl ENVIRONMENTAL SCIENTISTS 4.36 I HOLZMACHER, MGLENDON and MURRELL, P~C. / H2M CORP. which support the bridge. A determination should be made as to whether repair of the existing structure, or replacement, is warranted. Replacement may be with a similar structure, or possibly a culvert. Note that an environmental impact state- ment may have to be prepared. Following the study and assessment of the bridge and the necessary reconstruction or new construction measures, an opinion of cost can be developed, after which improvements can be implemented when funding becomes available. 4.37 HOLZMACHEI~, M~LENDON Ind MUI~RELL, P,C. / H2M SIDEWALK IN MATTITUCK Existing Conditions The main street in Mattituck is N.Y.S. Rt. 25, along which shops, churches, schools, supermarkets, and gas stations are located. Pedestrian traffic in this area is extremely heavy and even more intensified during the summer months. Sidewalk along N.Y.S. Rt. 25 is continuous along the north side of the roadway, throughout the village area. Sidewalk on the south side of the roadway, however, exists only in the busiest section of the village (Sound Avenue to Reeve Avenue). The concrete is discontinuous, with two breaks of more than 100 feet each, where only an earthen path exists. In addition, sidewalk exists on a number of side streets including Pacific Street, Love Lane, and Pike Street. Sidewalk throughout the village area is for the most part, in good condtion, though very old in many locations. It is constructed of cement concrete and varies in width from a minimum of 4 feet. The safety hazards which exist in the sidewal~ area are generally the result of one of three conditions: 1. Entire slabs have been uplifted or broken due to tree root growth, causing ledges over which pedestrians are likely to trip and injure themselves. 2. Driveways have been placed through pedestrian sidewalks., which were not designed to handle heavy motor vehicle loads, and have consequently broken up as a result of such overloads. 3. The two breaks in the continuity of sidwalk on the south side of N.¥.S. Rt. 25 in the village area force 4.38 HOLZMACHER, McLENDON ind MURRELL, P.C, / H2M CORP. pedestrians to cross the street, walk along the gutter, or walk along grass and dirt areas. It should be noted that, while these hazards exist through- out the village area, they involve only approximately 10 percent of the existing sidewalk area. The remaining sidewalk, though old in appearance, is structurally sound, at present and should provide safe pedestrian travel for a number of years tO come. Proposed Safety Improvements In an effort to alleviate the hazardous conditions which presently exist in the Mattituck village sidewalk areas, a re- moval and replacement program should be undertaken. Such a program would involve the removal of all existing sections of unsafe sidewalk, including driveway apron areas and dirt path areas, and replacement of same with new cement concrete side- walk. This program would involve approximately 10 percent of the sidewalk along N.Y.S. Rt. 25 in the village. Sidewalk areas along side streets will require minimal, if any repair. Opinion of Cost The initial opinion of cost in 1980 dollars for the side- walk replacement safety improvements proposed for the Matti- tuck village area is $21,000. This figure was based on an assumption of 10 percent sidewalk replacement, of which half of the sidewalk involved would be of driveway apron capacity. This cost includes construction costs, engineering fees and contingencies. A detailed cost breakdown is provided in Appendix I, Table 1-14. 4.39 HOLZMACHER, McLENDON end MURRELL, P.e. / H2M CO/~P. SIDEWALK IN CUTCHOGUE Existing Conditions Most of the sidewalk in the Cutchogue area runs along Main Road (N.Y.S. Rt. 25). As is the case with Mattituck, most of the shops, offices, supermarkets, and other businesses in the village are accessible from N.Y.S. Rt. 25. Heavy pedestrian as well as vehicular traffic, exists in this area, particularly through the summer months. Sidewalk extends along the north side of N.Y.S. Rt. 25 from Crownland Lane (west of the village) past East Cutchogue. This stretch of sidewalk is continuous, except for a small segment just west of East Cutchogue. Within the busy section of Cutchogue village, however, sidewalk on the north side of N.Y.S. Rt. 25 is continuous. In additon, sidewalk in the village area extends along the south side of N.Y.S. Rt. 25, from Case's Lane to Depot Lane. Though continuous, a section of this stretch, between New Suffolk Road and Wickhams Drive, walk also extends along Depot Lane, village area. is in poor condition. Side- and New Suffolk Road in the The existing sidewalk is of cement concrete composition, and generally in fair to good condition. Hazardous conditions which exist are the result of any of three conditions; uplift by tree roots, break-up due to driveway use and narrowness due to vegetative encroachment. These conditions seem to involve approximately 10 percent of the sidewalk which exists in the 4.40 HOLZMACHER. M(:LENDON and MURRELL, P.e. / H2M CORP. Cutchogue village area. Remaining sidewalk, though visibly aged, appears to be structurally sound and safe for pedestrian passage. ~ro~osed Safety Improvements In order to provide safe and adequate sidewalk for the Cutchogue village ar~a, a removal and replacement program, sim- ilar to that which was proposed earlier for Mattituck, should be initiated. Deteriorated sidewalk, including displaced slabs, and broken driveway areas, should be excavated and reconstructed with cement concrete. In addition, sidewalk along the north side of N.Y.S. Rt. 25, which extends eastward from the busy village area, should be cleared of the encroaching vegetation which has left sections narrow and unpassable. This clearing constitutes a maintenance project, which need not be included in the project for consid- eration of new sidewalk. Opinion of Cost The initial opinion of cost for the sidewalk replacement proposed herein is $29,000. This cost was based on an assump- tion of 10 percent sidewalk replacement, of which half of the involved sidewalk would be of driveway apron capacity and 1980 construction prices. This total includes construction costs, engineering fees, and contingencies. The cost of clearing existing sidewalk areas east of the village area is not included. A detailed cost breakdown is provided in Appendix I, Table 1-15. 4.41 HOLZMACNER, M©LENDON .nd MURRELL, P.C. / H2M SIDEWALK IN THE SOUTHOLD VILLAGE AREA Existing Conditions Business and shopping areas in the Southold village area are predominantly located along N.Y.S. Rt. 25. Normally, heavy pedestrian and motor vehicle traffic existing along this road- way, is intensified during the summer months by the influx of tourists. Sidewalk in the village extends from Ackerly Pond Lane to Beixedon Estates on the north side of the street, and Hobart Road on the south side. Additional short segments of sidewalk existing on the south side of N.Y.S. Rt. 25 just east of Hobart Road. short spans of sidewalk also exist on several side streets in the village including Oaklawn Avenue, Tuckers Lane, Beckwith Avenue, Mechanic Street, and Youngs Avenue. As in Mattituck and Cutchogue, the sidewalks in Southold village are of cement concrete composition, and though in gener- ally good condition, do possess certain hazardous sections due to uplift and deterioration resulting from tree root growth, and deterioration from use as driveway paths. Proposed Safety Improvements The unsafe sidewalk conditions which exist in Southold village can be rectified by removal and replacement of the broken and deteriorated sidewalk segments. Replacement should be with cement concrete sidewalk. However, in crossing driveways, design should be for sufficient strength so as to handle motor vehicle 4.42 HOLZMACH~:R, McLENDON .n,~ MURRELL, P,C. / H2M CORP. loads. It is estimated that 10 percent of the existing side- walk in the Southold village area would be removed and replaced. Opinion of Cost The initial opinion of cost for the sidewalk safety im- provements proposed for Southold village is $31,000. This estimate is based on the assumption that 10 percent of the existing village sidewalk will be removed and replaced, and half of the sidewalk which is replaced will be designed to handle driveway loads. This total includes construction costs, engineering fees, and contingencies. A detailed breakdown of this cost is presented in Appendix I, Table 1-16. 4.43 HOLZMACHER, McLENDON an~l MURRELL, P.C. / H2M CORP. STREET LIGHTING IMPROVEMENTS Existing Conditions Town roadway lighting needs have been increasing rapidly as heavier traffic has been utilizing Town roads with each suc- cessive year. While proper lighting is essential in any dark, heavily traveled roadway area. Adequate lighting of many roads in Southold Town is unusually important in that many of the existing Town roadways, including those mentioned earlier in this report, are narrow and winding and possess many hazardous segments. The construction which will remedy these hazardous conditions will be costly, and in many cases, may not take place until funds are available years from now. In the interim, proper lighting of these roadways would serve to appreciably reduce the potential for accidents on these Town roadways. Existing roadway lighting in the Town utilizes 96 watt in- candescent fixtures. These older fixtures provide lower inten- sity light, and less energy efficiency, than the high pressure sodium fixtures which are available today. Proposed Safety Improvements The Town of Southold should seek to provide adequate light- ing on all major roadways throughout the township. Priority should be given to illiminating hazardous intersections, curves and bends which presently exist. In addition, replacement of existing incandescent fixtures should be initiated, as such replacement will provide better lighting, while conserving energy. 4.44 HOLZMACHER, MGLENOON ~lnd MURRELL, P.C. / H2M CORP. Recommendations for Implementation Proper implementation of a Town Lighting Program should pro- cede as follows: 1. A complete inventory of existing lights within the Town should be compiled, indicating locations and types of each lighting system in the township. 2. This inventory must then be reviewed in conjunction with engineering appraisal of existing hazardous roadways in the Town, and traffic patterns on those roadways. Following this review, an evaluation of areas in need of lighting will follow, and a pri- ority list can be established. Such a list will indicate the locations in need of lighting system improvements, and the nature of the improvements (i.e., replacement of fixtures, new fixtures, additional lighting). 3. As funds become available, the Town can make the neces- sary improvements following the priority list which has been estab- lished. New York State has recently approved a $30,000 town light- ing replacement project under the Federal Safer Off System Roads Program. Therefore, it is imperitive that the Town initiate an inventory of existing lighting and lighting needs within the Town. 4.45 HOLZMACHER, McLENDON .nd MURRELL, P.C. / H2M COl~P. O~inion of Cost No estimate of cost can be completed at this time, as a list of desired lighting safety improvements locations must first be compiled. Factors which will effect costs at each location in- clude availability of existing poles and electricity, the nature of the improvement (replacement or new fixture), and the amount of fixtures needed. In the case of replacement of existing in- candescent fixtures with high efficiency sodium fixtures, a cost of slightly more than $200 per replacement materials and labor) will be incurred. 4.46 HOLZMACHER, McLENDON Ind MURRELi, P.C. / H2M CORP. ROADWAY SIGNING IMPROVEMENTS Existin~ Conditions Proper and complete signing along all roadways in the Town of Southold is essential. As in the case of roadway lighting, adequate signing can appreciably reduce the severity of many hazardous conditions which exist on roadways throughout the Town. Use of warning signs as well as regulatory signs, can have many positive effects on existing traffic control and passage. Existing signs in the Town fall into a number of classifi- cations. Some are adequate, while others are poorly located (obstructed), defaced, removed, outdated, or presently do not exist where needed. Proposed Safety Improvements The Tow~ should seek to complete adequate signing of all Town roadways. This represents an immediate and cost-effective means of enabling Town roadways to better handle the ever-increas- ing traffic burden placed upon them. The Suffolk County Department of Public Works has provided an inventory of town-wide signing improvement needs. In addition, the State has recently approved a Town Regulatory and Warning Sign Project for Southold. A total project cost of $50,000 was approved. Seventy five percent (75%) of the project cost is reimbursed to the Town by the Federal Government, and approx- imately seventeen percent (17%) of the project cost is reim- bursed to the Town by New York State. 4.47 HOLZMACHER, McLENDON end MUI~RELL, P.C. / H2M CORP, The Town should move quickly to utilize these funds for accomplishing the necessary Town wide signing improvements. Clearly, any delay in utilizing these funds will decrease the amount of improvement which could be derived from their expen- diture as inflation decreases the value of the grant funds as time passes. O~inion of Cost The initial estimate of the cost for making all improve- ments suggested on the list provided by the Suffolk County Department of Public Works is $75,000. This includes the cost of materials (signs and posts), as well as labor costs which will be incurred in installation of new signs, relocation of existing signs, and clearing obstructions from existing signs. The federal grant money can be utilized in covering the cost of all new sign or replacement sign installations. Other funding would be needed for sign relocations, and clearing of obstructions. A detailed cost breakdown appears in Appendix I, Table 1-17. 4.48 HOLZMACHER. McLENDON Ind MURI~ELL, P.C. / H2M CORP. ROADWAY DELINEATION IMPROVEMENTS Numerous roadway safety improvements are necessay through- out the Town of Southold. The construction measures which have been proposed here-in will serve to eliminate hazardous condi- tions on those roadways for which the improvements were designated. However, implementation of construction projects generally carries an extensive lag-time. Application for and receipt of funding, as well as design, environmental review, bidding and actual construction time can prevent completion of construction improvements for many years. The Town of Southold must seek to mitigate as many unsafe traffic conditions as possible, in a timely manner. We have proposed that improvements such as roadway lighting and signing can appreciably diminish the risks associated with structural hazards which presently exist on many Town roadways. These improvements can be accomplished more swiftly, and at substantially lesser cost, than construction improvements. However, the materials involved are costly, and prior study and planning (particularly in the case of lighting) will be time consumptive. One of the quickest, and least expensive measures which a township can employ, particularly on dark, narrow winding roads, is reflectorization. This measure simply involves placing re- flectors (similar to those on a bicycle) on trees, poles, and fences along the roadway. The proximity of dense vegetation to 4.49 HOLZMACHER, McLENDON .nd MUI~RELL, P.e. / H2M COI~P. the edge of many of the winding roads in Southold (such as Sound View Avenue, New Suffolk Avenue, and Peconic Bay Blvd.), allows for easy implementation of this simple safety measure, as no upright will be needed for mounting reflectors at most locations. In addition to reflectorization of many Town roadways, striping of these same roadways should be accomplished, using bright reflectorized paint, which should be replaced, each time the roadway is resurfaced with oil and sand. These two methods, while easily implemented and relatively inexpensive, can have a great impact on offsetting the dangers of existing road hazards until such time as reconstructive im- provements can be made. 4.50 HOLZMACHER, McLIENDON end MURRELL, P.C. / H2M CORP. 5. PRIORITIES FOR IMPLEMENTATION OF SAFETY IMPROVEMENTS Ail of the safety improvements which have been proposed here-in are necessary. Futhermore, existing conditions dictate a degree of urgency in each case, as growing traffic loads, and increased deterioration are rendering existing traffic facili- ties more and more inadequate at an ever-increasing rate. Two types of safety improvements have been proposed. Con- struction projects center on one roadway, or part of a roadway, which is in need of structural modification (i.e., resurface, regrade, drainage installation, bridge repair, etc.). Town-wide projects include signing projects, reflectorization and marking projects, roadway lighting projects, and dead end protection projects. We have indicated that on the basis of low project costs, potential for rapid implementation, and achievement of a high degree of mitigation for many existing road hazards, these Town wide projects should be implemented as soon as possible. The results which are gained by such projects will serve well in reducing the risks which will be associated with the many exist- ing structural road hazards in the Town until constructive im- provements can take place. 5.1 HOLZMACHER, McLENDON and MURRELL, P.C. / H2M CORP, As rapid completion of all of the proposed construction projects is impractical, the need for a priority list is indi- cated, whereby an evaluation of each proposed construction im- provement relative to the others is made on the basis of need. This need is a function of present physical conditions, the traffic load which would be effected by each improvement, and the overall risk or hazard associated with postponement of each of the proposed improvements. Based on these factors, the priority list for individual construction improvements is as follows: Sound Avenue - Very poor road surface conditions exist, while this is the most heavily traveled road- way for which improvements were proposed. New Suffolk Avenue - Three narrow bridges and fair to poor road surface conditions inhibit travel on this increasingly important roadway. Sound View Avenue - Traffic on this roadway is lighter than on the preceding two, however, road hazards, in- cluding many hills, curves, and surface flaws, are quite severe. Peconic Bay Blvd. and Bay Ave. - This roadway carries a moderate traffic load coupled with a poor road sur- face and several sharp hills and curves. ¥oungs Avenue - This important north-south connecting road must be resurfaced to prevent further deteriora- tion of the existing concrete roadway. Depot Lane - This roadway, along with Youngs Avenue, is a critical connecting route for traffic bypassing N.Y.S. Rt. 25 by using County Road 27. As such, accelerating deterioration of the existing roadway must be terminated. Bay Avenue Bridge - This bridge shows signs of failure, and should be renovated, though traffic load on s~ne is probably less than 20 vehicles per day. 5.2 I HOLZMACHER, McLENDON and MURRELL, P,C. / H2M CORP. 8. Village Road - Heavy summer pedestrian and vehicular traffic on this narrow street requires that the existing surface not be allowed to deteriorate further, and traffic control be maintained at a maxfmum. 9. Sidewalk Repairs in Mattituck, Cutchogue, and Southold - These repairs are particularly necessary in these heavily traveled localities, as pedestrian safety, and utiliza- tion of sidewalks, should be maximized in this area of dense vehicular traffic. This list represents priority recommendations on a project by project basis. Discussion of each individual project appeared earlier in this report, included priority breakdowns for sections within some individual projects. It should be noted that town wide roadway lighting and signing projects are extremely important. They have not been included in the priority listing, as funding and for both of these projects has become available, and planning for imple- mentation is currently taking place. These are high priority projects, as these improvements will make existing conditions on town roadways much safer between now and such time as the construction improvements proposed in this report can be under- taken. In addition, it should be reiterated that each project is necessary. Therefore, adherence to this priority list need not be maintained in the event that funding for a project of lesser priority becomes available before funding for a higher priority project. 5,3 HOL.ZMACHER. McLENDON and MUI~RELL, P.C. / H2M CORP. 6. FINANCIAL CONSIDERATIONS INTRODUCTION Basically, there are three methods available to supply the funds necessary to implement the projects outlined in this report. These three methods include: 1. Capital Appropriation 2. Capital Bonds 3. Grants in Aid Obviously, the first and second methods involve the appro- priation of local funds which are raised by local property taxes. On the other hand, federal grants from the Federal Highway Administration come from the Highway Trust Fund which is raised by gasoline taxes. These three methods of financing highway improvements will be examined more closely. CAPITAL APPROPRIATION The Town may undertake projects in this manner by appro- priating money in the highway budget for a particular year to undertake a particular project. The obvious disadvantage to this method is that local property taxes are raised in direct proportion to the size of the project. The ever-increasing demands on the costs of roadway maintenance, prevent any rela- tively large projects from being undertaken. Unfortunately, very often small projects are burdened with relatively high fixed costs such as overhead. 6.1 HOLZMACHER, IAcLENDON ind MURRELL, P,C. / H2M CORP. A slight variation to this method is to appropriate some share of a project's cost over several years. For example, 20 percent could be budgeted in each of five (5) years and construction undertaken in the fifth year. However, with today's high rate of inflation, this method is not very cost effective. CAPITAL BOND This method of financing highway improvements still util- izes local funds which must be appropriated by the Town. However, this method is more cost effective since improve- ments are made initially at today's costs and money to finance the improvement is borrowed by selling bonds. These municipal bonds usually are sold at a relatively low interest rate (6 to 9 percent) because the interest income is free from federal and state tax. The bonds may run for a period of ten, twenty or thirty years, depending upon the type of improvement which is undertaken. In order to illustrate the advantages of financing projects by selling bonds, we have illustrated three possible methods of financing a theoretical highway improvement project at a cost of $250,000. This $250,000 cost would include all construction costs, legal costs, engineering costs plus contingencies but no interest or financing costs. We have assumed that the project would have a useful life of 10 years in accordance with New York State Town Law. 6.2 HOLZMACHER. McLENDON and MURRELL, P.C. / H2M CORP. The first method of financing this project by capital appropriation would result in a $250,000 budget line item for one year which would increase the tax rate by approximately $0.37 per $100 of assessed value. The second method, basically a variation of the first method would require capital budget allocations in five years with construction taking place in the fifth year. Because of the rampant inflation in the con- struction industry, it is necessary to assume that costs would increase at a rate of at least 12 percent per year. This would bring the total project cost in four years to $394,000 and would require budget allocations of $78,800 for each of five years with an increase in the tax rate of approximately $0.12 per $100 of assessed value. This increase in the tax rate would be likely to decrease slightly, assuming that the Town's total assessed value tends to increase yearly. Lastly, the third method of financing a capital improve- ment would be by selling bonds. Assuming a bond interest rate of 7 percent, we have calculated the increase in the tax rate for a ten year bond. The details of this are shown in Table I on the following page. The increase in tax rate would vary from $0.051 to $0.044 for an average rate of $0.048 per $100 assessed value based upon the 1980 assessed valuation of the town exclu- sive of the Village of Greenport. Once again the actual increase in the rate is likely to be somewhat less in direct proportion to the increase in the Town's assessed valuation. 6.3 I I ! I I I I I ! ! I I I ! I I I I I YEAR 1 2 3 4 5 6 7 8 9 10 TOTALS TABLE 1 EXAMPLE OF $250,00~ 10 YEAR CAPITOL BOND FOR TOWN HIGHWAY IMPROVEMENTS PRINCIPAL $250 000 230 000 209 000 187 000 164,000 140,000 114,000 87,000 59,000 30,000 0 INTEREST PROJECTED PRINCIPAL PAYMENT TOTAL TAX RATE PER $100 PAYMENT__ ~ 7% PAYMENT ASSESSED VALUE $20,000 $17,500 $37,500 $.051 21,000 16,100 37,100 .050 22,000 14,630 36,630 .050 23,009 13,090 36,090 .049 24,000 11,480 35,480 .048 26,000 9,800 35,800 .049 27,000 7,980 34,980 .047 28,000 6,090 34,090 .046 29,000 4,130 33,130 .045 30,000 2,100 32,100 .0~4 $250,000. $102,900. $352,900 AVG. = $.048 HOLZMACHER, McLENDON & MURRELL, P.C. / H2M CORP. COf~ISULTING ENGINEERS. PLANNERS and ENVtRONMENTAL SCIENTISTS 6.4 HOLZMACHER, McLENDON ind MUIIRELL, P.C. / H2M CORP. A brief comparison of these three methods available to finance capital improvement project is as follows: One Five Ten Year Year Year Appropriation Appropriation Bond 1980 Construction Cost $250,000 $250,000 $250,000 other Cost - 144,000' 102,900'* TOTAL COST $250,000 $394,000 $352,900 Projected Tax Rate Increase $0.37 $0.12 $0.048 * Cost due to inflation assumed at 12 percent annually, for four years. ** Interest cost for bond assumed at 7 percent annually. Cleary the advantage of the first method is that it has the least total cost. However, the impact on the tax rate appears to be a disadvantage which is totally unacceptable. The second method has two major disadvantages. The total cost is the greatest and is 57.6 percent higher than the 1980 construction cost. The second disadvantage is that the actual reconstruction or improvement could not be implemented for at least four years. Therefore, it can be assumed that other indirect costs would be higher such as roadway maintenance and possibly increased energy consumption and costs because of the existing roadway conditions. The only partial advantage to this 6.5 HOLZMACHER, McLENDON 8nd MURRELL, P.C~ / H2M CORP. method is the effect on the tax rate which would be a projected increase of only $0.12 per $100 of assessed value. The third method (Bonding) has as its major advantage an average projected tax rate of only $0.048 per $100 of assessed value. Although the total cost is greater than $250,000, due to the need to finance the project over a ten-year perid, this is outweighed by the relatively slight impact on the tax rate plus the advantage of maintenance and energy consumption cost savings. The theoretical project described above had assumed a use- ful life of ten-years. This useful life does not necessarily mean that the work must be re-done in ten years. Actually, New York State Town Law contains a schedule of various municipal capital improvements and their useful life. The useful life determines the maximum length of time that a project may be bonded. Therefore, there are certainly other types of improvements which may be bonded for a ten, twenty or thirty year period, depending upon their defined useful life. 6.6 HOLZMACHER. McLENDON ~nd MURRELL. P;C. / H2M CORP. 7. GRANTS AND AID FEDERAL CLASSIFICATION The cost of the roadway improvements presented in this re- port cannot be born by the Town of Southold alone. State and Federal Aid must be solicited if these projects are to be accom- plished. The various improvement projects are located on several roadways throughout the Town of Southold. The Federal Highway Administration has classified each of these roadways, thereby indicating the type of Federal Aid for which each project might be eligible. The federal programs are generally administered by the State and County Governments. The Federal Program initially breaks areas into two cat- agories; Rural Road Systems and Urban Road Systems. All of Southold is located in a Rural Road System Area: The roadways thoughout the Town are then categorized as primary, secondary, local, or non-system. Eligibility for Federal Aid is dependent upon this catagorization. The roadways for which safety improve- ments have been proposed in this report are categorized under the Rural Federal Aid Program as follows: Sound Avenue New Suffolk Avenue Sound View Avenue Peconic Bay Blvd. & Bay Ave. Youngs Avenue Depot Lane Bay Avenue Bridge Village Road Sidewalks Along N.Y.S. Rt. 25 Primary Non-System Secondary Non-System Non-System Secondary Local Road Non-System Secondary 7.1 HOLZMACHER. M~:LENDON ,nd MIJRRELL. P.C. / H2M CORP. While numerous Federal Aid Programs exist, not all are funded regularly, and of those which are, only a few are applicable to the Town of Southold. These projects are: Rural Secondary Roads Program: Funding under this project is administered through the Planning and Development Office of the New York State Department of Transportation. The program is generally funded yearly, and funds are allocated throughout the state. The Town of Southold may apply for these funds for any desired project on a federally designated secondary road. Initially, the application is reviewed by the Suffolk County Department of Transportation and then forwarded to the Transportation Coordination Committee (TCC) in the New York State Department of Transportation. The TCC will review the application, and allocate funds if it feels that the priority of the project, with respect to applica- tions from other municipalities, is high enough to permit funding. Note that Southold Town is located in Region 10, and as such, competes for portions of the Rural Secondary Roads Program money which the state has allotted for Region 10. The only Towns in Region 10 which are eligible for rural road funding are Southold, part of Riverhead, part of Southampton, East Hampton and Shelter Island. Application for funding can be made by the town, to the suffolk County Department of Transportation. Such application generally includes a "Problem Definition Project Proposal" (PDPP), which defines and outlines the problem, lists various alternative 7.2 HOLZMACHER, McLENDON .nd MURRELL, P.C. / H2M CORP. solutions, analyzes benefit/cost ratios and proposes project schedules for design and land acquistion. The Rural On Systems or Secondary Roads Program could be utilized to fund the following proposed projects for the Town of Southold: Sound View Avenue, Depot Lane, and N.Y.S. Rt. 25 Sidewalk Replacement. Safer Off Systems Road Program: This program is adminis- tered through the Traffic Engineer's Office in the New York State Department of Transportation. Any road which is not on any Federal Aid Highway System is eligible for funding under this program. Typical projects are geared toward correction or elimination of hazardous roadway conditions, and can include re- alignment, resurfacing, drainage installation, pavement marking, signing, lighting, bridge widening and installation of traffic control devices. As with the previously mentioned program, the Town appli- cation is submitted to the state, evaluated, and funding is pro- vided based on project priority relative to conditions throughout the region. The safer Off System Roads Program funds would be applicable to the following proposed projects in ~le Town of Southold: New Suffolk Avenue, Peconic Bay Blvd., Bay Avenue, Youngs Avenue, Village Road, Bay Avenue Bridge, and Town-Wide Lighting, Signing or Marking Projects. 7.3 HOLZMACHER. M;LENDON and MURRELL, P.C. / H2M CORP. Consolidated Primar~ Road Pro~ram: Monies under this pro- gram are available for federally designated primary roads in both the Rural and Urban System Areas. Competition for these funds, however is very intense, as major primary roads, such as the Long Island Expressway (N.Y.S. Rt. 495) and Sunrise Highway (N.Y.S. Rt. 27) are eligible for this funding, and unfortunately, no destinction exists between Urban and Rural Systems. Use of funds from this program in Southold would be diffi- cult, due to this competition. A primary road, such as Sound Avenue, cannot compete with the Long Island Expressway, for in- stance, if priority and need is based on traffic loads. It should be noted, however, that relatively small projects on pri- mary roads in Southold Town stand a fair chance of securing funding due to comparably low cost. Application for funding under this program is accomplished in the same manner as that described for application under the Rural Secondary Roads Program. The improvements proposed for Sound Avenue could be funded by monies from this program. Pavement Markin~ Demonstration: Funding under this project is limited to placing pavement markings in previously un-marked areas, or improving existing markings by using higher type mark- ings, provided that this use is for improved safety, and not a maintenance effort. Funding for this program is limited. Application is made to the New York State Department of Transportation, which eval- uates the application, and administers funds to highest priority 7.4 HOLZMACNEI~, MGLIENDON ind MUFIRELL, P.C. / H2M CO/~P. projects, when funds become available. This funding would be useful only for roadway striping as was proposed earlier in this report. Highway Bridge Reconstruction &__Rehabilitation Program: An inventory has recently been completed for the New York State Department of Transportation, listing and describing conditions of all bridges in Suffolk County. A pribrity listing of needed repairs, rebuilding, or upgrading has also been established. The Federal Government has made 21 million dollars available to suffolk County under this program to be spent over the next 5 years. Several bridges in the Town of Southold have been assigned relatively high priorities. Of the bridges for which repairs were proposed in this report, three are already scheduled for reconstruction under this program. The Down Creek Bridge and the Mud Creek Bridge on New Suffolk Avenue are scheduled for reconstruction in December 1981, and the West Creek Bridge, also on New Suffolk Avenue, is scheduled for reconstruction beginning in May 1982. The Town should consider applying for funding under this program whenever a bridge is included in a roadway reconstruc- tion project in the Town. The Structures Department of New York State Department of Transportation maintains the Suffolk County priority list, and will always be abreast of the status of projects on the list. They should be contacted when the 7.5 HOLZMACHER. McLENDONandMURRELL, P.C./H2M CORP. Town considers a bridge repair, to determine progress on the County priority list, and whether or not the Town bridge in question is or will be in a position on the list which would afford it Federal Funding. Formal application for funds under this program is coordin- ated through the Suffolk County Department of Transportation and the New York State Department of Transportation, as the other programs described in this section. OTHER FEDERAL AID PROGRAMS Other programs exist in however, most are rarely, if list of these programs, which would apply to the Town of if funded: Secondary Road Program Bikeways and Pedestrian Walkways Program Highway Safety Standards Program Highway Safety Reserarch & Development Program Elimination of Roadside Obstacles Program the Federal Roadway Aid System, ever, funded. The following is a Southold rare, the Town shouid be cognizant of their existence, ready to apply for funding should it become available any of these programs. High Hazard Locations Program Rail/Highway Crossing Program Off-Systems Roads Program It should be noted that while funding of these programs is and be through 7.6 HOLZMACHER. McLENDONihdMURRELL, P,C./H2M CORP. Federal Aid, under any of the programs which have been dis- cussed, generally does not cover 100 percent of project costs. However, the Federal Share is usually appreciable and the State often contributes additional amounts. For example, a 1980 Safer Off Roads Program Signing Project Grant offered a 75 per- cent Federal Share, and a 25 percent State and Local Share, of which the State will assume approximately 17 percent in project costs. This type of arrangement would allow the Town to accom- plish $50,000 worth of work, with less than $4,000 expended in local tax dollars. In this particular instance, the Town's share will be provided by in-kind service from the Highway Department. This includes both labor and equipment costs. Besides the usual Federal Highway Administration Programs enumerated above, there are other potential forms of Federal Aid which can be used for various purposes including highways. These other programs include Revenue Sharing, Economic Develop- ment, Administration Grants and Community Development (HUD) Grants. Some of these programs have certain eligibility cri- teria which the Town would have to investigate. STATE AID PROGRAMS In addition to Federal Aid, the Town of Southold may be able to obtain State Aid for projects within its township. An example of State Aid is the State-Wide Transportation Bond Act, enacted in 1979. This act made more than 150,000 dollars avail- able to Southold Town. The Town only had to decide upon which roadway(s) the money should be spent and initiate the necessary application procedures. 7.7 HOLZMACHER, MGLENDON ind MUI~RELL, P.C. / H2M CORP. PREPARATION FOR FEDERAL AND STATE AID PROGRAMS The most important means by which the Town can assure itself of achieving optimum service from any aid funds which become available, is to remain aware, and prepared. Awareness of Federal and State Programs which may be enacted or funded at any time is critical so that an application can be submitted properly, on time, and with pertinent back-up such as an Engineering Report, Preliminary Plans, Cost Estimates and Environmental Analysis. Preparedness is necessary, in that the Town should know which projects are most pressing. In this way, when funds become available, time is not lost in determining where to utilize these funds, but rather, time can be used in preparing full and complete applications which are more likely to result in the receipt of aid. 7.8 HOLZMACHER. McLENDON ind MURRELL, P.C. / H2M CORP. APPENDIX I INITIAL COST OPINIONS FOR PROPOSED SAFETY IMPROVEMENTS HOLZMACHER, M(~LENDON lind MURRELL, P.C. / H2M CORP. TABLE I-I INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON SOUND AVENUE Item Clearing & Grubbing Construction of Drainage Improvements Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic Striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST A-1 Estimated Cost $ 1 000 18 000 40 000 120 000 5 000 5 000 $189 000 28 300 18 700 .$236 000 HOLZMACHER. McLENDON and MURRELL.. P.C) / H2M CORP. TABLE I-2 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON PART OF NEW SUFFOLK AVENUE (Sub-Project No. 1, Mattituck to Mattituck Airport) Item Clearing& Grubbing Construction of Drainage Improvements Remove and Replace Sections of Existing Pavement Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic striping and Signing Sub-Total Construction Cost Engineeriing Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 2,000. 55,000. 15,000. 6,000. 37,000. 3,000. 2,000. $120,000. 18,000. 12,000. $150,000. A-2 HOLZMACHER, MGLENDON ind MURRELL. P.C, / H2M CORP. TABLE I-3 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON PART OF NEW SUFFOLK AVENUE (Sub-Project No. 2, Locust Avenue to West Creek) Item Clearing & Grubbing Construction of Drainage Improvements Remove and Replace Sections of Existing Pavement Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 3,000. 155,000. 40,000. 16,000. 105,000. 5,000. 4,000. $328,000. 49,000. 33,000. $410,000. A-3 HOLZMACHER, McLENDON end MURRELL, P.C. / H2M CORP. TABLE I-4 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON NEW SUFFOLK AVENUE (Sub-Project No. 3, West Creek to Fifth Ave. and Mattituck Airport to Locust Avenue) Clearing & Grubbing Construction of Drainage Improvements Remove and Replace Sections of Existing Pavement Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic Striping Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST . $ 2,000. 105,000. 27,000. 11,000. 71,000. 5,000. 3,000. $224,000. 33,000. 23,000. $280,000. A-4 HOLZMACHER, McLENDON Ind MURRELL, P.C. / H2M CORP. TABLE I-5 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS FOR PECONIC BAY BLVD. AND BAY AVENUE (Sub-Project No. 1: Drainage Improvements) Item Preliminary Drainage Study for Peconic Bay Blvd. Area Construction Cost of Drainage Improvements Engineering Design & Inspection Fees Contingency Costs TOTAL COST . Estimated Cost $ 10,000. 240,000. 36,000. 24,000. .$310,000. A-5 HOLZMACHER, McLENOON ind MURRELL, P.C. / H2M CORP. TABLE I-6 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS FOR PECONIC BAY BLVD. AND BAY AVENUE (Sub-Project No. 2: Laurel Lane to Brushs Creek) Item Clearing & Grubbing Remove and Replace Sections of Existing Pavement Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 2,000. 1,000. 5,000. 31,000. 3,000. 2,000. $ 44,000. 6,600. 4,400. .$ 55,000. A-6 HOLZMACHER, McLENDON end MURRELL, P.C. / H2M CORP. TABLE I-7 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS FOR PECONIC BAY BLVD. AND BAY AVENUE (Sub-Project No. 3: Mattituck Park District Beach to Mattituck) Item Clearing & Grubbing Remove and Replace Sections of Existing Pavement Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic Striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 4,000. 3,000. 11,000. 75,000. 4,000. 3,000. $100,000. 15,000. 10,000. .$125,000. A-7 HOLZMACHER, M(:LENDON lind MUI~RELL. P.C. / H2M CORP. TABLE I-8 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS FOR PECONIC BAY BLVD. AND BAY AVENUE (Sub-Project No. 4: BRUSHS CREEK TO MATTITUCK PARK DISTRICT BEACH) Item Clearing & Grubbing Remove and Replace Sections of Existing Pavement Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic Striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 5,000. 4,000 17,000 109,000 5,000 4,000 $144,000 21,600. 14,400. $180,000. A-8 HOLZMACHER, McLENDON ind MURI~IELL, P.C, / H2M CORP. TABLE I-9 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS FOR SOUND VIEW AVENUE Item Clearing & Grubbing Construction of Drainage Improvements Roadway Excavation stabilized Soil Sub-Base Fine Grading Base Paving Asphaltic Concrete Leveling Course 2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic Striping and Signing Guard Rails Lighting Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST . Estimated Cost $ 5~000. 485 000. 35 000 14 000 5 000 348 000 68 000 338 000 20,000 12,000. 16,000. 14,000. $1,360,000. 204,000. 136,000. .$1,700,000. A-9 HOLZMACHER, Mc~LENDON ind MURRELL, P.C. / H~M CORP. TABLE I-lO INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON DEPOT LANE Item Repair Existing Concrete Pavement Asphaltic Concrete Leveling Course 1-1/2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic striping, Signing and Lighting Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST . Estimated Cost $ 9,000. 3,000. 53,000. 3,000. 7,000. $75,000. 11,500. 7,500. $94,000. A-10 HOLZMACHER. McLENDON end MURRELL, P,C. / H2M CORP. TABLE 1-11 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON YOUNGS AVENUE Item Repair Existing Concrete Pavement Sawcutting Existing Concrete Pavement Asphaltic Concrete Leveling Course 1-1/2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic Striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 6,000. 1,000. 2,000. 31,000. 2,000. 2,000. $44,000. 6,600. 4,400. .$55,000. A-Ii HOLZMACHER, M~LENDON ..4 MURRELL, P.C. / H2M CORP. TABLE Im12 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS ON VILLAGE ROAD Item Drainage Remove and Replace Concrete Curb and Gutter 1-1/2 Inch Asphaltic Concrete Wearing Course Maintenance of Traffic striping and Signing Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST . Estimated Cost $ 5,000. $ 2,000. 27,000. 2,000. 1,000. $37,000. 5,500. 3,500. $46,000. A-12 HOLZMACNER, McLENDON ind MURRELL, P.e. / H2M CORP. TABLE 1-13 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS SIGNING & GUARD RAIL INSTALLATION ON DEAD END STREETS* Item New Dead End Signs Guard Rail Sub-Total Cost Development Cost & Contingencies TOTAL COST Estimated Cost $11,000. 28,000. $39,000. 9,000. $48,000. * Note: Estimate is based on providing two (2) signs and a guard rail at 70 locations throughout Southold Tow~o A-13 HOLZMACHEI~, McLENDON Ind MUI~flELL, P,C. / H2M COl~P. TABLE 1-14 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS SIDEWALKS IN THE MATTITUCK VILLAGE AREA Item Remove and Replace Broken Concrete Side- walk and Earthen Path (4" Cement Concrete) Remove and Replace Broken Sidewalk in Driveways (6" Reinforced Cement Concrete) Maintenance of Traffic Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $ 7,000. 8,500. 1,500. $17,000. 2,500. 1,500. $21,000. A-14 HOLZMACHER, M©LENDON and MURRELL. P.C. / H2M CORP. TABLE 1-15 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS SIDEWALK IN THE CUTCHOGUE VILLAGE AREA Item Remove and Replace Broken Sidewalk (4" Cement Concrete) Remove and Replace Broken Sidewalk in Driveways (6" Reinforced Cement Concrete) Maintenance of Traffic Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $10,000. 11,000. 2,000. $23,000. 3,500. 2,500. .$29,000. A-15 HOLZMACHER, McLENDON ind MUI~RELL, P.C. / H2M CORP. TABLE 1-16 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS SIDEWALKS IN THE SOUTHOLD VILLAGE AREA Item Remove and Replace Broken Sidewalk (4" Cement Concrete) Remove and Replace Broken Sidewalk in Driveways (6" Reinforced Cement Concrete) Maintenance of Traffic Sub-Total Construction Cost Engineering Design & Inspection Fees Contingency Cost TOTAL COST Estimated Cost $10,000. 13,000. 2,000. $25,000. 3,500. 2,500. $31,000. A-16 HOLZMACHER, McLENDON rand MURRELL, P.C. / H2M CORP. TABLE 1-17 INITIAL OPINION OF COST FOR PROPOSED SAFETY IMPROVEMENTS FOR ROADWAY SIGNS Item Furnish and Install New Signs Replace Existing Signs with New Signs Adjust Existing Signs clear Obstructed View for Remove Existing Signs Sub-Total Cost Engineering Design & Contingency Cost TOTAL . Existing Signs Inspection Fees A-17 Estimated Cost $40,000. 7,000. 7,000. 5,000. 2,000. $61,000. 8,000. 6,000. $75,000. TO JAMESPOR . ,~, - OUNTY ,' ~. ~ " BAY AVE '~ ~ ~ BRIDGE -*.-.. ,, ,, CARPl~gS /' ~ ~ , KEY '- IMPORTANTEAST- WEST' ARTERIES ~~mIMPORTANT NORTH-SOUTH CONNECTING ROUTES ~ ~ SO~THOLD-RIVERHEAD TOWN LINE 4000' 2000' 0 2000' 4000'