HomeMy WebLinkAboutCross Sound Ferry-Parking Lot Expansion
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TRAFFIC IMPACT STUDY
FOR PROPOSED
CROSS SOUND FERRY
PAAKrN'G LOT EXPANSION
SOUTHOLD, NEW YORK
p,.."., ed for:
CROSS SOUND FERRY. INC.
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PI... by:
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DUNN ENGINEI:mNG ASSOCIATES
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Planning Board Office
Town of Southold
53095 Main Rd.
Southold, NY 11971
Slp'..lJlIER 1997
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PROPERTY OF \
PLANNiNG OFFICE
l'TOWN OF SOUTHOLO
Table of Contents
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I. INTRODUCTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A. Purpose of Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
B. Historical Perspective .....................................
C. Study Procedures ........................................
II. TRANSPORTATION: EXISTING CONDITIONS
A Existing Transportation Services . .
1. Description of Access to the Site and Internal Road Circulation
2. Route 25, Existing Conditions . . . . .
. Description ...........
. New York State DOT Volume Data .
. Summer Volume Data. . . . . . .
. Cross Sound Ferry Services Traffic versus Background Traffic
. Vehicle Mix, Route 25 ..................
3. latest State Accident Surveillance System (SASS) Data
from the Intersection of NYS Route 25 and Main Street
(Greenport) to the Eastern End of Route 25 .....
4. 7 Day Traffic Volume Counts for Route 25 Immediately
West of the Proposed Project . . .
5. Availability of Public Transportation
6. Cross Sound Ferry Service . . . .
. Transportation Link . . . . . .
. Cross Sound Ferry Services Schedules
. Trip Passenger and Vehicle Data
. Peak Hours of Use . . . . . . . . .
. Auto Vessel/High Speed Vessel . . .
. Sources of Existing Traffic, Cross Sound Ferry Services
7. Existing level of Service and Carrying Capacity on
Route 25 East of the Intersection of NYS Route 25 and
Main Street (Greenport) to the Eastern End of Route 25
. levels of Service Descriptions
. Existing Levels of Service . . . . . . . . . . . .
. Seasonal Variation . . . . . . . . . . . . . . .
8. Methods of Handling Traffic Flow During Unloading Process
B. Description of Pedestrian/Cycling Activity Safety from the
Intersection of NYS Route 25 and Main Street (Green port) to
the Eastern End of Route 25
Non-Motorist Activity
III. TRANSPORTATION: ANTICIPATED IMPACT
A. Anticipated Future Traffic Growth
B. NYSDOT Traffic Growth Factors .
C. Estimation of the Traffic Volume Following Construction of the
Proposed Action .....................
Disk #390. Cross Sound Ferry
File: Traffic:\Cover
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Table of Contents (Cant'd.l
D.
Quantification of Project Site Generated Impacts Based Upon the
Level of Service Calculations . . . . . . . . . . . . . . . . .
Assessment of the Potential of Uninterrupted Traffic Flow along
Route 25 Resulting from Vehicles Unloading at the Orient Terminal
Assessment of the Existing and Proposed Site Improvements to
Handle Existing and Projected Vehicular Volume over next
5-1 0 Years . . . . . . . . . . . . . . . . . . . . . . .
Determination of Safe Traffic Flow Volume with Respect to
Cyclists and Pedestrians
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IV.
TRANSPORTATION: SUMMARY
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APPENDIX (Separately Bound)
TRAFFIC VOLUME COUNTS
New York State Traffic Volume Counts
1996 Dunn Engineering Traffic Volume Counts
Route 25 East of Main Street, Greenport: Friday, August 16, 1996 to Friday,
August 23, 1996
Route 25 West of Tabor Road, Orient: Friday, August 16, 1996 to Friday,
August 23, 1996
Route 25 East of Narrow River Road, Orient: Friday, August 16, 1996 to
Friday, August 23, 1996
Route 25 West of Cross Sound Ferry Terminal, Orient: Friday, August 16,
1996 to Friday, August 23, 1996
Route 25 East of C.R. 48, Greenport: Friday, August 8, 1997 to Thursday,
August 21,1997 \
Route 25 West of Ferry Entrance, Orient: Friday, August 1, 1997 to
Thursday, August 14,1997
ACCIDENT DATA
1991 to June 1995: State Accident Surveillance System Accident Summaries
1996 Reportable Accident Descriptions
CAPACITY ANALYSIS
Traffic Volumes Used in Capacity Analysis
Route 25, Main Street to East Marion Orient Park, Existing Capacity Analysis
Route 25, Main Street to East Marion Orient Park, 2002 Capacity Analysis (No-
Build)
Route 25, Main Street to East Marion Orient Park, 2002 Capacity Analysis (Build)
Route 25, Main Street to East Marion Orient Park, 2007 Capacity Analysis (No
Build)
Route 25, Main Street to East Marion Orient Park, 2007 Capacity Analysis (Build)
Disk #390. Cross Sound Ferry
File: Traffic:\Cover
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Table of Contents {Cant'd.1
Route 25, East Marion/Orient Park to Narrow River Road, Existing Capacity
Analysis
Route 25, East Marion/Orient Park to Narrow River Road, 2002 Capacity Analysis
(No-Build)
Route 25, East Marion/Orient Park to Narrow River Road, 2002 Capacity Analysis
(Build)
Route 25, East Marion/Orient Park to Narrow River Road, 2007 Capacity Analysis
(No-Build)
Route 25, East Marion/Orient Park to Narrow River Road, 2007 Capacity Analysis
(Build)
Route 25, Narrow River Road to Eastern Terminus, Existing Capacity Analysis
Route 25, Narrow River Road to Eastern Terminus, 2002 Capacity Analysis (No-
Build)
Route 25, Narrow River Road to Eastern Terminus, 2002 Capacity Analysis (No-
Build)
Route 25, Narrow River Road to Eastern Terminus, 2002 Capacity Analysis
(Build)
Route 25, Narrow River Road to Eastern Terminus, 2007 Capacity Analysis (No-
Build)
Route 25, Narrow River Road to Eastern Terminus, 2007 Capacity Analysis
(Build)
ROUTE 25, NON-MOTORIZED COUNT SUMMARY
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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List of Tables
Table 1
Table 2
Table 3
Table 4
Table 5
Table 6
Table 7
Table 8
Table 9
Table 10
Table 11
Table 12
Table 13
Table 14
Vehicle Mix. . . . 13
Accident Summary 14
Accident Rates . . 1 5
1 996 Report Accidents 16
Long Island Rail Road Schedule . 29
Approximate Departure Time from Orient Point - Cross Sound Ferry 31
Approximate Arrival Time to Orient Point - Cross Sound Ferry 32
Schedule of High Speed Passenger Service: Sea-Jet,
May 1 through November 30, 1997 ........... 33
Vehicular Occupancy High Speed Ferry . . . . . . . . . . 40
Ridership Information: Orient Point Auto/Passenger Service to New London 44
Capacity Analysis Results for NYS Route 25. . . . . . 47
Traffic Volume Comparisons, 11 :00 A.M.-12:00 Noon,
Eastbound and Westbound. . . . . . . . . . . . . . 62
Capacity Analysis Results for NYS Route 25 - 2002 Conditions 66
Capacity Analysis Results for NYS Route 25 - 2007 Conditions 68
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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List of Figures
Figure 1 Location Map . 8
Figure 2 1996 Weekday Background/Ferry Traffic: NYS Route 25 Eastbound
Suffolk County Road 48 to East Marion Orient Park 10
Figure 3 1996 Weekday Background/Ferry Traffic: NYS Route 25 Westbound
Suffolk County Road 48 to East Marion Orient Park 10
Figure 4 1996 Saturday Back9round/Ferry Traffic: NYS Route 25 Eastbound
Suffolk County Road 48 to East Marion Orient Park 11
Figure 5 1996 Saturday Background/Ferry Traffic: NYS Route 25 Westbound
Suffolk County Road 48 to East Marion Orient Park 11
Figure 6 1996 Sunday Background/Ferry Traffic: NYS Route 25 Eastbound
Suffolk County Road 48 to East Marion Orient Park 12
Figure 7 1996 Sunday Background/Ferry Traffic: NYS Route 25 Westbound
Suffolk County Road 48 to East Marion Orient Park 12
Figure 8 1996 Weekday Traffic: NYS Route 25 Eastbound
Suffolk County Road 48 to East Marion Orient Park 19
Figure 9 1996 Weekday Traffic: NYS Route 25 Westbound
Suffolk County Road 48 to East Marion Orient Park 19
Figure 10 1996 Sunday Traffic: NYS Route 25 Eastbound
Suffolk County Road 48 to East Marion Orient Park 20
Figure 11 1996 Saturday Traffic: NYS Route 25 Westbound
Suffolk County Road 48 to East Marion Orient Park 20
Figure 1 2 1996 Sunday Traffic: NYS Route 25 Eastbound
Suffolk County Road 48 to East Marion Orient Park 21
Figure 1 3 1996 Sunday Traffic: NYS Route 25 Westbound
Suffolk County Road 48 to East Marion Orient Park 21
Figure 14 1996 Weekday Traffic: NYS Route 25 Eastbound
East Marion Orient Park to Narrow River Road 22
Figure 15 1996 Weekday Traffic: NYS Routa 25 Westbound
East Marion Orient Park to Narrow River Road 22
Figure 1 6 1996 Saturday Traffic: NYS Route 25 Eastbound
East Marion Orient Park to Narrow River Road 23
Figure 1 7 1996 Saturday Traffic: NYS Route 25 Westbound
East Marion Orient Park to Narrow River Road 23
Figure 1 8 1996 Sunday Traffic: NYS Route 25 Eastbound
East Marion Orient Park to Narrow River Road 24
Figure 1 9 1996 Sunday Traffic: NYS Route 25 Westbound
East Marion Orient Park to Narrow River Road 24
Figure 20 1996 Weekday Traffic: NYS Route 25 Eastbound
Narrow River Road to Eastern Terminus 25
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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List of Figures (Cont'd.)
Figure 21 1996 Weekday Traffic: NYS Route 25 Westbound
Narrow River Road to Eastern Terminus 25
Figure 22 1996 Saturday Traffic: NYS Route 25 Eastbound
Narrow River Road to Eastern Terminus . 26
Figure 23 1996 Saturday Traffic: NYS Route 25 Westbound
Narrow River Road to Eastern Terminus . 26
Figure 24 1996 Sunday Traffic: NYS Route 25 Eastbound
Narrow River Road to Eastern Terminus . 27
Figure 25 1996 Sunday Traffic: NYS Route 25 Westbound
Narrow River Road to Eastern Terminus 27
Figure 26 Weekday Arrivals - Cross Sound Ferry 34
Figure 27 Weekday Departures - Cross Sound Ferry 34
Figure 28 Saturday Arrivals - Cross Sound Ferry . 35
Figure 29 Saturday Departures - Cross Sound Ferry 35
Figure 30 Sunday Arrivals - Cross Sound Ferry 36
Figure 31 Sunday Departures - Cross Sound Ferry 36
Figure 32 Weekday Arrivals - Sea Jet 37
Figure 33 Weekday Departures - Sea Jet 37
Figure 34 Saturday Arrivals - Sea Jet . 38
Figure 35 Saturday Departures - Sea Jet 38
Figure 36 Sunday Arrivals - Sea Jet 39
Figure 37 Sunday Departures - Sea Jet . 39
Figure 38 Monthly Passenger Carries, Cross Sound Ferry. 50
Figure 39 Total Annual Auto, Truck, and Passenger Carries:
1990 to 1996, Cross Sound Ferry 58
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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II
I. INTRODUCTION
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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A. Purpose of Report
The purpose of this Traffic Impact Study is to determine the traffic impact of the proposed
construction ofa 155 car, stone surfaced, parking area on a 2.4 acre vacant parcel currently
occupied by mostly low growing disturbance species of vegetation.
The site is located at Orient Point in Orient, New York at the eastern terminus of New York
State Route 25 (Route 25). The project site is zoned R-80 (Residential Low Density A) by
the Town of Southold. The proposed parking area will be used in association with the
adj acent existing vehicular and passenger carrier service owned and operated by Cross Sound
Ferry Services, Inc. The total capacity of existing on-site parking provided by Cross Sound
Ferry Services, Inc. is 309 vehicles. The total on-site parking capacity would be raised to
464 vehicles after construction of the proposed action.
B. Historical Perspective
Cross Sound Ferry Services, Inc. has operated the Orient Point passenger and vehicular
carrier service since 1975, when it was purchased from the New London Freight Lines.
Records indicate that marine shipping and passenger service has existed at this site since the
late 1700's. Vehicular carrier service to New London, CT. began in the early 1930s. Interest
in vehicular carrier service was slow at first, however, by 1948, demand had risen. In
response, two new vessels were purchased and the number of trips rose to six per day in an
effort to meet the apparent demand. Demand has continued to steadily rise over the years,
as has the umber of vessels and the number of trips needed per day. Currently, Cross Sound
Ferry Services operates 2 to 6 boats year-round and makes approximately 8 to 24 round-trips
per day between Orient Point, NY and New London, CT., depending on demand.
As the demand for service increased over the past 50 years, so has the need to accommodate
the growing number of passengers and their vehicles on the upland portion of the ferry
property. Based upon a review of historic aerial photographs of the ferry site and
surrounding area, it appears that from 1955 to 1969 ferry parking was primarily limited to
the shoulders of Route 25 and portions of what are now known as the Snack Bar and
Terminal Parcels. Both the main section of the snack bar building and the small shack
(located just to the north of the boat ramp) existed as far back as 1955 and were used in
association with the ferry operation. The 1955 air photo appears to indicate routine dredging
of the bay bottom near the boat loading ramp. It is uncertain where the dredge spoil was
placed at that time.
Disk #390.cross Sound Fony
File: Intro.wpd
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C. Study Procedures
This study was prepared using the most recent information available for Route 25. The
statistics and conclusions contained herein are based on:
. Several personal, on-site field observations were made to observe the traffic
movements under various conditions.
. A physical inventory was made of the adjacent street network.
. An analysis was made of the traffic volume data obtained from the New York State
Department of Transportation and the files of Dunn Engineering Associates.
. Supplementary machine traffic counts were collected as necessary to update the
available volume counts.
. An examination was made of the traffic flow on New York State Route 25.
. An evaluation was made of the safety factors by reviewing recent accident records
obtained from the New York State Department of Transportation.
. A trip generation analysis was performed to determine the additional traffic
attributable to the proposed development.
· Capacity analysis were performed at key roadway sections to examine the ability to
accommodate the addition of the site-generated traffic.
. A review of the access arrangements was made.
· An evaluation of the available and proposed parking was made in regard to traffic
circulation, safety, maintenance, and adequacy oflayout.
· Conclusions were made of the traffic impact of the development as a result of the
data and facts gathered in this study.
Disk #3~ross Sound Ferry
File: Intro. wpd
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II. TRANSPORTATION:
Existing Conditions
Disk #390. Cross Sound Ferry
File: Traffic:\Cover
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Disk #390, Cross Sound Ferry
File: Traffic:\Cover
II
A. Existing Transportation
Services
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1 . Description of Access for the Site and Internal Road Circulation
NYS Route 25 (Route 25) is a major east/west highway that provides direct access to the
existing Snack Bar, Terminal, and west Parcels which serve as the staging area for the Cross
Sound Ferry at Orient Point, New York. The Terminal Parcel has two driveways on Route 25.
The western driveway is for entering traffic only and the eastern one is for exiting traffic only.
Vehicles wishing to gain access to the West Parcel for parking may do so by using the
Terminal Parcel driveway and then entering the West Parcel access drive. Vehicles will leave
the West Parcel using the same West Parcel access drive used to enter and will then exit the
site using the exit only driveway. The internal circulation ofthe Terminal Parcel parking lot
is controlled so that traffic will flow in only one direction throughout the entire area of the
parking lot.
The proposed development is to expand the Snack Bar parking lot into the "Trust Parcel" on
the east providing 155 additional parking spaces. The expanded parking lot will thus be the
combination of the Snack Bar Parcel and the Trust Parcel. To access the existing Snack Bar
Parcel and the expanded parking lot, drivers may choose either of the two access drives on the
North/South portion of Route 25. There exists a full access driveway to the parking lots just
north of the Snack Bar and an additional full access drive at the southerly end of the property.
It is proposed that these access points continue to serve the Snack Bar and the Trust Parcels.
Currently there is an existing access road beginning at the northerly lot line of the Trust Parcel,
traversing the Trust Parcel to allow access to the adjacent parcel to the east at the southwest
comer of the Trust Parcel. The purpose of this access road is to allow for servicing of Long
Island Lighting and other public utilities. The public is not allowed beyond a certain point.
This access road is unpaved and in poor condition. Following development of the Trust Parcel
for parking, it is proposed this access road be diverted to the southerly access from Route 25
and along the southerly edge of both the Snack Bar and Trust Parcel parking lots.
Disk #390, Cross Sound Ferry
File: Site Access
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2. Route 25. Existing Conditions
. Description
New York State Route 25 (Route 25) is the only continuous east-west roadway
serving the Town of South old east of Greenport and is the principal arterial roadway
bringing traffic to the Cross Sound Ferry staging area at Orient, New York. Route
25 is part of the State highway system having its westerly terminus in New York City
and its easterly terminus at the Cross Sound Ferry Terminal in Orient. Through its
length from New York City to Orient, the nature of Route 25 changes frequently,
beginning as a five lane facility in much of the densely populated western section of
Long Island and eventually becoming a two lane rural facility on the eastern end of
Long Island in the Towns of River head and Southold.
. New York State Department of Transportation Volume Data
Within the designated study area for the Cross Sound Ferry project, New York State
Route 25 is a two-lane, rural highway 7.8 miles in length from the intersection of
Route 25 and Main Street (Greenport) to its eastern terminus (Orient). (See Figure
1 for location of roadways and project site). In October 1995, the NYSDOT
conducted weekday traffic volume counts at two locations within the designated
study area. NYSDOT estimated an Average Annual Daily Traffic (AADT) of 4,200
vehicles for the 5.4 mile section of Route 25 located between Main Street and
Narrow River Road. In this segment of highway, the peak hours of traffic occurred
in the A.M. from 8:00-9:00 A.M. and in the P.M. from 2:00-3:00 P.M., occurring in
the eastbound and westbound direction, respectively. For the 2.4 mile section of
Route 25 east of Narrow River Road, the weekday peak hours occur in the A.M. from
8:00-9:00 A.M. and in the P.M. from 4:00-5:00 P.M. in the eastbound and westbound
directions, respectively. NYSDOT computed an AADT of approximately 2,700
vehicles for this easterly section. Copies of these State volume counts are provided
in the Appendix of this report in the section entitled, "Traffic Volume Counts'.
. Summer Volume Data
Dunn Engineering Associates (DEA) completed a weekday traffic volume count for
Route 25, east of Main Street, Greenport, which is west of Narrow River Road, in
August 1996 to coincide with the State count location. The three days of data
collected yielded an estimated one-way Average Daily Traffic (ADT) count of 5,901
Disk #390, Cross Sound. Ferry
File: Route 25
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FIGURE 1
STUDY AREA AND COUNT LOCATIONS
DUNN ENGINEERING ASSOCIATES
SCALE,
DATE,
PAGE,
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vehicles in the eastbound direction and 6,164 vehicles in the westbound direction, for
a two-way ADT of 12,065 vehicles. This number is 187.3% higher than the 4,200
vehicle AADT for the same section of highway provided by NYSDOT, who did their
count in October. It must be recognized that the State generated AADT represents the
Average Annual Daily Traffic and thus is proported to be an average over the entire
year. The DEA count represents the Average Daily Traffic for a weekday period in
August of 1996 and thus represents the summer peak traffic. Copies of these traffic
counts are contained in the Appendix of this report in the section entitled, "Traffic
Volume Counts".
During the same period in August 1996, DEA also collected traffic volume counts on
Route 25 east of Narrow River Road and west of the entrance to the Cross Sound
Ferry facility in Orient. The ADT for the August 1996 count east of Narrow River
Road was 5,620 vehicles as compared to the State's AADT of 2,700 vehicles, a
108.1 % increase. At the easterly end of Route 25, just west of the Cross Sound Ferry
facility in August 1996, the ADT was found to be 3,945 vehicles.
Thus, along New York State Route 25 in August 1996, the Average Daily Traffic was
found to vary from a high of 12,065 vehicles per day on the west to a low of 3,945
vehicles in the vicinity of the easterly terminus.
. Cross Sound Ferry Services Traffic versus Background Traffic
The volume data obtained in 1996 just west of Main Street in Greenport was
compared to the hourly traffic volume originating at and destined for the Cross Sound
Ferry Services Terminal in Orient. The volume of traffic originating and arriving at
the Orient terminal was calculated by determining the number of vehicles carried by
arriving and departing vessels and by dividing the number of passenger walk-ons by
an occupancy factor to arrive at the number of vehicles the walk-on passengers
generate. The comparison of background traffic versus traffic associated with the
Cross Sound Ferry Services Terminal on Route 25 from the intersection of Suffolk
County Road 48 to East Marion Orient Park is presented in Figures 2 through 7. It
can be seen in these figures that during the peak hours of traffic flow, the percentage
of traffic associated with the Orient terminal is minimal when compared to the
background traffic on Route 25.
Disk #390, Cross Sound Ferry
File: Route 25
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FIGURE 2
I 1998 Weekday Background/Ferry Tralllc
NYS Route 25 EMtbound
SI.IfoIlCOunlyRoed 4810 E.INrlonOMnl:Pwt{
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I 1998 Weekday Background/Ferry Trame
NYS Roue. 25 Westbound
UaIl. Ccu1ly Roed 48 to E. M.non Orient Pwtc
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I FIGURE 3
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FIGURE 4
I 1886 Saturday Tralllc
NYS Route 25 Eastbound
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NYS Route 25 Westbound
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FIGURE 6
I 1996 Sunday Traffic
NYS Route 25 Eastbound
Nwn:tw Rtv.r R<*ta Eutem T~
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I 1996 Sunday Traffic
NYS Route 25 Westbound
NM'oW RlYw RC*! to EllAim T""*'"
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I FIGURE 7
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. Vehicle Mix, Route 25
On August 12,1996, a Tuesday, a study was done of the vehicular mix on Route 25
east of Main Street from 3:00 P.M. to 5:00 P.M. The vehicle mix consisted of
passenger cars, recreational vehicles, buses and trucks. A total of 823 vehicles were
counted. The observed counts were as follows: 799 passenger cars (97.1%), 4
recreational vehicles (0.5%), 3 buses (0.4%) , and 17 trucks (2.0%).
On August 13, 1996, a Wednesday, a similar vehicular mix study was conducted on
Route 25 east of Main Street from 10:00 A.M. to 12:00 P.M. A total of964 vehicles
were counted. The observed counts were as follows: 913 passenger cars (94.7%), 12
recreational vehicles (1.2%), 4 buses (0.4%), and 35 trucks (3.7%).
Based on the information obtained from both studies, the A.M. percentages are
approximately the same as the P.M. percentages, with passenger cars being the
primary means of transportation on Route 25 east of Main Street. These data are
summarized in Table 1.
August 12, 1996 August 13. 1997
3:00 P.M. 5:00 P.M. 10:00 A.M. 12:00 Noon
Passenger Cars 799 97.1% 913 94.7%
Recreation Vehicles 4 0.5% 12 , 1.2%
Buses 3 0.4% 4 0.4%
Trucks 17 2.0% 35 3.7%
TOTAL VEHICLES 823 100% 964 100%
Table 1
Vehicle Mix
Route 25 East of Main Street
Disk #390. Cross Sound Ferry
File: Route 25
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3. Latest State Accident Surveillance System (SASS) Data from the Intersection
of NYS Route 25 and Main Street (Greenport) to the Eastern End of Route 25
The following paragraphs present the results of an accident analysis concerning the two-lane,
rural section of New York State Route 25 from the intersection of Route 25 and Main Street
(Greenport) to its eastern terminus. This 7.8 mile section serves 4,200 vehicles per day on
the 5.4 mile portion west of Narrow River Road and 2,700 vehicles per day on the 2.4 mile
eastern portion, based on NYSDOT AADT estimates. Reconstruction of the stated Route
25 section occurred from June 1994 to October 1995 and resulted in safety improvements
to the facility, including widening the shoulders.
Two sets of accident data were utilized in computing accident rates for periods before and
after the discussed Route 25 safety improvements. State Accident Surveillance System
(SASS) data, which included all reportable and non-reportable accidents, was obtained for
1991 through June 1995. In addition, the Accident Records Bureau of the New York State
Department of Motor Vehicles provided abstracts of reportable accident cases from 1994 to
1996. Table 2 contains a summary of the available accident data. The table shows two of
the accidents in the six year time frame involved a fatality, and injuries were sustained in 51
of the 66 (77%) reportable accidents. Note that the number of non-reportable accidents for
1995 and 1996 are estimated based on a 1.94: 1 ratio, as determined from the SASS data, of
non-reportable to reportable accidents.
Total Non- Pedestrian!
Year Reportable Fatal Injury Bicyclist
1991 26 14 0 8 a
1992 25 16 a 8 a
1993 , 36 29 1 6 a
, 45
1994 , 28 a 13 2
1995 38 25' 1 9 1
1996 24 16' a 7 2
Note: Non-reportable accidents are those of lesser severity which are not required to be reported
to the Department of Motor Vehicles.
. Estimated
Table 2. Accident Summary
Disk #390, Cross Sound Ferry
File: Accident-Analysis
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Table 3 lists annual accident rates, incorporating all reportable and non-reportable accidents,
for 1991 to 1996. The table reveals the accident rates varied from 2.25 accidents per million
vehicle-miles of travel (ACCIMVM) in 1996 to 4.23 ACCIMVM in 1994, averaging 3.04
ACCIMVM over the six year period. For the purpose of comparison, the average accident
rate, based on 1992 to 1995 data, for a two-lane, rural New York State highway is 2.75
ACCIMVM.
Year
Accident Rate
(per million vehicle-miles of travel)
-
1991
1992
1993
1994
1995
1996
2.44
2.35
3.38
4.23
3.57
2.25
~-
Table 3, Accident Rates
Although the average accident rate for Route 25 exceeds that of similar New York State
highways, special consideration must be given to the effect of the completed safety
improvements for the study area. Specifically, a comparison of accident rates before and
after the safety improvements, 2.72 ACCIMVM for 1991-1993 and 2.25 ACCIMVM for
1996 respectively, yielded a 17 percent decrease in the accident rate for the post-construction
period. Furthermore, the 1996 accident rate fell below the stated average for two-lane, rural
New York State highways.
It should be noted that the calculated accident rates are based on the 1995 AADT count data
provided by New York State. Based on the summer 1996 traffic counts collected by Dunn
Engineering, we presume that the AADT calculated using October count data and the State
seasonal adjustment factors may be understating the actual AADT. However, for the purpose
of providing a conservative assessment we have based our report on the State figures.
Table 4 presents a breakdown of individual reportable accidents which occurred in 1996
within the study area (mile marker 67.2 to 75.0) since the completion of the State project.
It should be noted that in 1996 no accident clusters exist, thereby no single or multiple
problem areas are indicated. Four of the eight accidents indicated in the table involved a
Disk #390, Cross Sound Ferry
File: Table-2 Section.wpd
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-------------------
Mile Date Time Type Severity Pavement Light Comments
Marker Condition Condition
67.4 7/5/96 4:00 P.M. Pedestrian Injury Dry Day Pedestrian error/confusion
67.5 8/31/96 8:00 A.M. Fixed object Injury Dry Day Driver fell asleep
68.3 10/16/96 3:00 P.M. Bicycle Injury Dry Day Bicyclist failed to yield R.O.W.
69.3 6/8/96 N/A Other PDO Dry Night Collision with animal
69.8 Yz/96 5:00 P.M. Fixed object Injury Snow Night Pavement slippery
70.4 4/14/96 1 :00 A.M. Fixed object Injury Dry Night Driver fell asleep
72.6 4/21/96 12:00 P.M. Right angle Injury Dry Day Drive inattentiveness
74.7 4/11/96 6:00 A.M. Fixed object Injury Dry Dawn Driver fell asleep
Table 4
1996 Report Accidents
Disk #390. Cross Sound Ferry
File: Table-2 Section.wpd
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fixed object collision, and none of the accidents exhibited a particular trend with respect to
roadway configuration. In fact, based on the comments listed from the accident reports
prepared by police on the scene, the cause of each accident can be attributed to human error
or weather conditions or other natural phenomenon. This finding, coupled with the
previously discussed accident rate comparisons, suggest that the Route 25 study area
currently operates at an acceptable safety level and there are no identifiable problems.
Disk #390, Cross Sound Ferry
File: Table.2 Section.wpd
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4. 7 Day Traffic Volume Counts for Route 25 Immediately West of the Proposed
Project
Dunn Engineering Associates completed a detailed traffic volume count on New York State
Route 25 immediately west of the proposed project for an eleven day period in August 1996
and a seven day period in August 1997. The specific count location resided between Orient
Beach Road and the existing Ferry parking lot. Figures 8 through 25 depict the average
hourly traffic plots for weekdays, Saturdays and Sundays for the count locations, as
determined from the field study results, for 1996 and 1997, respectively. Average daily
traffic estimates revealed a 1.9 percent increase in traffic, from 3,945 vehicles in 1996 to
4,023 vehicles in 1997, between the two study periods. On average, Route 25 weekday
traffic volume counts reached a peak in the 9:00 A.M. hour in the eastbound direction and
the 6:00 P.M. hour in the westbound direction, and peak traffic levels occurred, in general,
in the mid-day hours on weekends.
In addition, DEA conducted traffic counts in August of 1996 and 1997 at a location just east
of the intersection of Route 25 with County Road 48/Main Street in Greenport. A
comparison of total daily count volumes between August 1996 and August 1997 showed no
increase in traffic.
It should be noted that these counts focused on a single week of data in both years and
growth patterns could be overshadowed by conditions on individual days. Growth factors
are best determined by examining data from permanent count stations operated by the State
or County to determine an area's trends. Until recently, the North Fork of Long Island did
not have a permanent count station and the State primarily relied on data from its Route 27
permanent count station in Southampton to predict trends for the East End. The new
permanent count station located on Route 25 in Southold has not been functional for a
sufficient length oftime to provide historic growth statistics.
The traffic volume counts can be found in the Appendix of this report. Figure 1 shows the
locations of counts collected for this Study and obtained from NYSDOT.
Disk #390. Cross Sound Ferry
File: Traffic Volume Count
18
- - - - - - - - - - - - - - - - - - -
Vehicle Count Vehicle Count
(vehicles per hour) (vehicles per hour)
o !l !!l g ~ 8 ~ g ~ ~ 8 ~ ~ o~!l~!!l8g~~g8~~~g~~~~g8~
12AM 12AM
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(vehicles per hour) (vehicles per hour)
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Vehicle Count Vehicle Count
(vehicles per hour) (vehicles per hour)
8 N 8 ~ 8 N N 8
0 g 8 g g 0 g g 8 g
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Vehicle Count Vehicle Count
(vehicles per hour) (vehicles per hour)
8 '" N ~ '" 8 ~ ~ 8 '" ~ ~ 8 .. ~
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- - - - - - - - - - - - - - - - - - -
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(vehicles per hour) (vehicles per hour)
~ 8 ~ ~ ~ 8 g ~ g 8 '" '" ~ ~ 8 .. ~
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Vehicle Count
(vehicles per hour)
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(vehicles per hour) (vehicles per hour)
8 N N ~ ~ 8 ~ 8 N ~ ~
0 l'J l'J 8 l'J 0 l'J l'J l'J
12AM 12AM
1 AM 1 AM
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Vehicle Count Vehicle Count
(vehicles per hour) (vehicles per hour)
8 ~ 8 ~ ~ ~ 8 ~ 8 N N ~ ~ 8
0 g g 0 g g 8 g
12AM 12AM
1 AM 1 AM
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I\)
.....
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5. Availability of Public Transportation
The Cross Sound Ferry facility is fully accessible to the bus services provided by Suffolk
Transit. At present, one bus route provides service to the site. The S-92 bus operates along
Route 25 between Orient Beach State Park and East Hampton. The S-92 bus passes by the
site throughout the day.
The first three S-92 bus runs do not leave the ferry parking lot, but rather leave from
Greenport, the first at 6:15 A.M. and arriving at Riverhead at 6:55 A.M. The next two S-92
runs leave Greenport at 6:55 A.M. and 8:00 A.M. and arrive at East Hampton at 9:15 A.M.
and 10:15 A.M., respectively. Then bus service begins departing the ferry parking lot
approximately every hour, from 8:40 A.M. to 4:00 P.M. The ride from the ferry parking lot
to East Hampton is approximately 2-1/2 hours.
The S-92 bus ridership along the entire line (a 72-mile stretch) was 18,278 people in June
1997,21,259 people in July 1997, and 20,761 people in August 1997. During the offpeak
months, ridership drops to 14,000 people per month.
Cross Sound Ferry has engaged in a partnership with Trolleys of Long Island to transport
passengers between Tanger Outlet Center in Riverhead and Orient Point to meet the ferry
twice daily.
People interested in using this service can park their car at Tanger and depart at 8:30 AM
aboard a trolley, board a ferry at 10 AM to New London, and then have the option of
boarding a bus to Foxwoods Casino. The trolley meets passengers on the 7:00 PM ferry
from New London that evening and returns to Tanger at 8:30 PM. This service is in its
second year of operation and is available July 2, 1997 through November 30, 1997. The cost
is $25 per person which includes the trolley and ferry fare.
In addition, the trolley service is also used to transport travelers from Connecticut via the
ferry to patronize Tanger Outlet Center. The trolley meets the 9:00 AM from New London
and returns in the evening to meet the 8:00 PM ferry from Orient Point. This service has also
been used on a charter basis to bring groups from Connecticut to visit North Fork wineries
and the village of Greenport.
Long Island Rail Road (LIRR) service is also available via the Ronkonkoma Branch of the
LIRR. Greenport is at the easternmost end of the Ronkonkoma Branch of the LIRR. The
Greenport station is located at the intersection of Wiggins Street and 4th Street,
Disk #390, Cross Sound Ferry
File: Public Transportation
28
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approximately 1.1 miles south of the Route 25-County Road 48 intersection. The S-92 bus
passes one block north of the station. The train schedule is presented in Table 5, Long Island
Rail Road Schedule:
Weekdays
I Eastbound Wastbound
I
~
Departs Arrives Departs I Arrivas
Penn Station Greenport Greanport Penn Station
I 7:39 A.M. 10:26 A.M. 5:29 A.M. 8:20 A.M.
5:41 P.M. 8:18 P.M. 11:30A.M. 2:30 P.M.
I 9:39 P.M. 12:29 P.M.
9:12 A.M. 12:00 P.M. I 1:17 P.M. 4:05 P.M.
2:12 P.M. 5:00 P.M. 6:17 P.M. 9:05 P.M.
Weekends
Table 5
Long Island Rail Road Schedule
Bus service is also available to Greenport from Queens and Manhattan via Sunrise Express.
The Queens collection point is directly in front of Queens College. The Manhattan
collection point is on the southwest comer of 44th Street and 3rd Avenue. Both operate on the
same schedule. There are three collection times: 11:00 A.M., 2:30 P.M. and 6:30 P.M. The
rides are approximately 2 to 2-1/2 hours long.
The use of the existing bus (S-92), trolley, Sunrise Express and train (LIRR) services by the
patrons of the Cross Sound Ferry facility significantly reduce the traffic impact of the ferry
facility on the surrounding street and highway network. In addition, the ferry serves as a
cnticallink in Long Island's mass transportation system by connecting these facilities with
the New London multi-modal transportation center.
It should be noted that on the New London side of the Sound, the Cross Sound Ferry
terminal is located within walking distance of the New London Transportation Center which
is a multi-modal facility, including inter- and intra-State Greyhound bus and Amtrak rail
service, local bus service and a taxi stand as well as ferry service to Block Island and Fishers
Island. There are frequent connections to Providence, Boston and points north, as well as,
New Haven and all major cities along the southern coast of Connecticut.
Disk #390, Cross Sound Ferry
File: Public Transportation
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6. Cross Sound Ferry Services
. Transportation Link
Since the 1700's, freight and passenger service has existed from Orient Point to New
London. In 1923 the service began transporting autos. Its role as a transportation link
serving interstate commerce has become increasingly important. The service allows
efficient movement of people and goods to and from Long Island and New England
without a round about trip through New York City. While serving as a convenience to
its users, this service helps reduce the traffic loads on the congested bridges and
expressways of New York City, Westchester County and Nassau County and the 1-95
Corridor in Connecticut. The reduction in traffic in these areas helps reduce carbon
monoxide generation due to congestion in the New York City area which is a non-
attainment area for carbon monoxide. Further, the use of the service reduces vehicle
miles traveled by automobiles by shortening the distance of automotive trips and
replacing a portion of the trip with a mass carrier; both important goals for Suffolk
County, which is a non-attainment area for ozone pollution.
. Cross Sound Ferry Services Schedules
The schedules from May 1 through September 30, 1997 for the Cross Sound Ferry
services can be seen in Tables 6 and 7. Also shown are the arrivals and departures of the
Sea-Jet I high speed passenger-only vessel in Table 8.
. Trip Passenger and Vehicle Data
The number of passengers arriving and departing on the Cross Sound Ferry was
determined. Figures 26 through 31 depict the number of passengers arriving and
departing at Orient Point during the August 8-18, 1997 time period via the regular auto
vessel service. The number of passengers was compared to the number of vehicles
arriving on the Cross Sound vessels, as can be found in .Peak Hours of Use" section, in
order to determine the vehicle occupancy.
The average vehicle occupancy for arriving traffic for a weekday, Saturday, and Sunday
can be seen in the tables provided at the end of this section. These tables show that the
average vehicle occupancy during the week is 2.34 persons/vehicle. The vehicle
occupancy for Saturday was determined to be 2.66 persons/vehicle and Sunday's vehicle
occupancy was determined to be 2.74 persons/vehicle.
Disk #390, Cross Sound Ferry
File: F- Trip Information
30
-------------------
May 1 through September 30, 1997
May 1 through 21 May 22, 27 Ma~ 23, 24, May 28 through June 19 June 20 September 2 throu~h 30 September September
5,28 thro::a::, (except September ,3,4) 2 3&4
Septem r
1
--- ------ _.n__ - .------ r------ t-- ----
FrI:.r, & MOnda~ Frld':T,& Mon~ Saturday Dally Frld':T,.& Monda~ Saturday
Sun 8Y throug Sun ay throua.,: Sun y thro~
Thursday & Thurs y Thu By
Saturday
7:00 A.M. 7:00 A.M. 7:00 A.M. 7:00 A.M. 7:00 AM. 7:00 AM. 7:00 A.M. 7:00 A.M. 7:00 A.M. 7:00 A.M. 7:00 AM. 7:00 A.M. 7:00 A.M.
9:00 AM. 9:00 AM. 9:00 A.M. 9:00 A.M. 9:00 A.M. 9:00 A.M. 9:00 A.M. 8:00 A.M. 9:00 A.M. 9:00 A.M. 9:00 A.M. 8:00 A.M. 9:00 A.M.
10:00 AM. (10:ooA.M.) 10:00 A.M. 10:00 A.M. 10:00 A.M. 11 :00 AM. 10:00 A.M. 9:00 A.M. 10:00 A.M. 11:00 A.M. 10:00 A.M. 9:00 AM. 10:00 A.M.
11:00 A.M. 11:00 A.M. 11:00 A.M. 11:ooA.M. 11:00 A.M. 1:00 P.M. 11:ooA.M. 10:00 A.M. 11:00 A.M. 1:00 P.M. 11:00 A.M. 10:00 A.M. 11:00A.M.
1:00 P.M. 1:00 P.M. 1:00 P.M. 12:00 Noor 12:00 Noor 3:00 P.M. 1:00 P.M. 11:00A.M. 12:00 Noor 3:00 P.M. 1:00 P.M. 11:00AM. 1:00 P.M.
2:00 P.M. (2:00 P.M.) 2:00 P.M. 1:00 P.M. 1:00 P.M. 5:00 P.M. 2:00 P.M. 12:00 Noor 1:00 P.M. 5:00 P.M. 2:00 P.M. 12:00 Noor 2:00 P.M.
3:00 P.M. 3:00 P.M. 3:00 P.M. 2:00 P.M. 2:00 P.M. 7:00 P.M. 3:00 P.M. 1:00 P.M. 2:00 P.M. 7:00 P.M. 3:00 P.M. 1:00 P.M. 3:00 P.M.
5:00 P.M. 5:00 P.M. 5:00 P.M. 3:00 P.M. 3:00 P.M. 8:45 P.M. 5:00 P.M. 2:00 P.M. 3:00 P.M. 8:45 P.M. 5:00 P.M. 2:00 P.M. 5:00 P.M.
6:00 P.M. 7:00 P.M. 7:00 P.M. 4:00 P.M. 4:00 P.M. 7:00 P.M. 3:00 P.M. 4:00 P.M. 7:00 P.M. 3:00 P.M. 6:00 P.M.
7:00 P.M. 8:45 P.M. 8:45 P.M. 5:00 P.M. 5:00 P.M. 8:45 P.M. 4:00 P.M. 5:00 P.M. 8:45 P.M. 4:00 P.M. 7:00 P.M.
9:00 P.M. 6:00 P.M. 6:00 P.M. 5:00 P.M. 6:00 P.M. 5:00 P.M. 8:45 P.M.
_. -
9:45 P.M. 7:00 P.M. 7:00 P.M. 6:00 P.M. 7:00.P.M. 6:00 P.M.
- -------- --
8:00 P.M. 8:00 P.M. 7:00 P.M. 8:00 P.M. 7:00 P.M.
.
9:00 P.M. 9:00 P.M. 8:00 P.M. 9:00 P.M. 8:00 P.M.
____._u . - _.....,-
9:45 P.M. 9:45 P.M. 9:00 P.M. 9:45 P.M. 8:45 P.M.
------- - - ---- _~_ _-0 ---- ----- -------. -.---.----..-- _____n_ ---------- ---. - - ---
9:45 P.M.
( ) = Saturday only
Table 6
Approximate Departure Time from Orient Point - Cross Sound Ferry Service
Disk #390, Cross Sound Ferry
ile: Departure-Table
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May 1 through September 30,1997
May 1 through 21 May 22, 27 Mal 23. 24, May 28 through June 19 June 20 September 2 throu~h 30 September Septamber
5,26 throus::, (except September ,3,4) 2 3&4
Septem r
1
----.
FrI:'y' & Mon~ Frld'Z, & Monda~ Saturday Dally Frldal. & Monda~ Saturday
Sun ay thorug Sun y lhroUs,:'y Sun ay throu~
Thuraday & Thura Thura ay
Saturday
8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M. 8:20 A.M.
9:20 AM. (9:20 A.M.) 9:20 A.M. 9:20 A.M. 9:20 A.M. 10:20 A.M. 9:20 A.M. 9:20 A.M. 9:20 A.M. 10:20 A.M. 10:20 AM. 9:20 A.M. 9:20 A.M.
10:20 A.M. 10:20 A.M. 10:20 AM 10:20 A.M. 10:20 A.M. 12:20 P.M. 10:20 A.M. 10:20 A.M. 10:20 A.M. 12:20 P.M. 11:20AM. 10:20 A.M. 10:20 AM
12:20 P.M. 12:20 P.M. 12:20 P.M. 11:20 A.M. 11:20 A.M. 2:20 P.M. 12:20 P.M. 11:20 A.M. 11:20 A.M. 2:20 P.M. 12:20 P.M. 11:20A.M. 12:20 P.M.
1:20 P.M. (1:20 P.M.) 1:20 P.M. 12:20 P.M. 12:20 P.M. 4:20 P.M. 1:20 P.M. 12:20 P.M. 12:20 P.M. 4:20 P.M. 2:20 P.M. 12:20 P.M. 1:20 P.M.
2:20 P.M. 2:20 P.M. 2:20 P.M. 1:20 P.M. 1:20 P.M. 6:20 P.M. 2:20 P.M. 1:20 P.M. 1:20 P.M. 6:20 P.M. 3:20 P.M. 1:20 P.M. 2:20 P.M.
4:20 P.M. 4:20 P.M. 4:20 P.M. 2:20 P.M. 2:20 P.M. 8:20 P.M. 4:20 P.M. 2:20 P.M. 2:20 P.M. 8:20 P.M. 4:20 P.M. 2:20 P.M. 4:20 P.M.
5:20 P.M. 6:20 P.M. 6:20 P.M. 3:20 P.M. 3:20 P.M. 10:05 P.M. 6:20 P.M. 3:20 P.M. 3:20 P.M. 10:05 P.M. 6:20 P.M. 3:20 P.M. 5:20 P.M.
6:20 P.M. 8:20 P.M. 8:20 P.M. 4:20 P.M. 4:20 P.M. 8:20 P.M. 4:20 P.M. 4:20 P.M. 8:20 P.M. 4:20 P.M. 6:20 P.M.
8:20 P.M. 10:05 P.M. 10:05 P.M. 5:20 P.M. 5:20 P.M. 10:05 P.M. 5:20 P.M. 5:20 P.M. 10:05 P.M. 5:20 P.M. 8:20 P.M.
9:20 P.M. 6:20 P.M. 6:20 P.M. 6:20 P.M. 6:20 P.M. 6:20 P.M. 10:05 P.M.
--..-
10:20 P.M. 7:20 P.M. 7:20 P.M. 7:20 P.M. 7:20 P.M. 7:20 P.M.
-----------..
8:20 P.M. 8:20 P.M. 8:20.P.M. 8:20 P.M. 8:20 P.M.
. --~-----
9:20 P.M. 9:20 P.M. 9:20 P.M. 9:20 P.M. 10:05 P.M.
---- -- f--u - ---
10:20 P.M. 10:20 P.M. 10:20 P.M. 10:20 P.M.
---- ------- ..-.-...-.-.
11:05 P.M.
( ) = Saturday only
Table 7
Approximate Arrival Time to Orient Point - Cross Sound Ferry Service
Disk #390. Cross Sound Ferry
i1e: Arrival-Table
32
.
.
. Departing from Orient Point Arriving at Orient Point
. 8:00 A.M. 7:40 A.M.
f----
. 10:00 A.M. 9:40 A.M.
. 12:00 Noon* 11 :40 A.M. *
~-- --.- --
6:00 P.M. 5:40 P.M.
. 8:00 P.M. 7:40 P.M.
. 9:45 P.M. * 9:40 P.M. *
. * Operates on limited days throughout the year
.
.
.
.
.
.
. Table 8
Schedule of High Speed Passenger Service
. Sea-Jet I
May 1 thru November 30. 1997
. Disk #390, Cross Sound Ferry
File: Schedule Table 33
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...
5 200
I
-
~
~ 150
c:
Q}
CI)
CI)
III 100
a.
...
:;, 200
o
I
-
~
~ 150
c:
Q}
CI)
CI)
III 100
a.
FIGURE 26
Weekday Arrivals - Cross Sound Ferry Services
300
250
50
o
8AM 10AM 12N 2PM 4PM 6PM 8PM 10PM
9AM 11AM 1PM 3PM 5PM 7PM 9PM 11PM
Time
Weekday Departures - Cross Sound Ferry Services
300
250
50
o
7AM 9AM 11AM 1PM 3PM 5PM 7PM 9PM 11PM
8AM 10AM 12N 2PM 4PM 6PM 8PM 10PM
Time
FIGURE 27
34
I FIGURE 28
I Saturday Arrivals - Cross Sound Ferry Services
350
I 300
I .... 250
~
0
:c
I ""- 200
~
Q)
Cl
c: 150
Q)
I Ul
Ul
tll
a. 100
I 50
I 0
SAM 10AM 12 N 2PM 4PM 6PM 8PM 10PM
I 9AM 11 AM 1 PM 3PM 5PM 7PM 9PM 11 PM
Time
I
I Saturday Departures - Cross Sound Ferry Services
350
I 300
I .... 250
:1
0
:c
I ""- 200
~
Q)
Cl
c: 150
Q)
I Ul
Ul
tll
a. 100
I 50
I 0
7AM 9AM 11 AM 1 PM 3PM 5PM 7 PM 9PM 11 PM
I 8AM 10AM 12N 2PM 4PM 6PM 8PM 10PM
Time
I FIGURE 29
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450
400
350
...
:J 300
0
I
-
~ 250
Q)
Cl
c: 200
Q)
(/)
(/)
t'll 150
c..
100
50
0
5 350
o
~ 300
(/)
...
~ 250
c:
5: 200
(/)
t'll
c.. 150
FIGURE 30
Sunday Arrivals - Cross Sound Ferry Services
8AM 10AM 12N 2PM 4PM 6PM 8PM 10PM
9AM 11 AM 1 PM 3PM 5PM 7PM 9PM 11 PM
Time
Sunday Departures - Cross Sound Ferry Services
500
450
400
100
50
o
7AM 9AM 11AM 1PM 3PM 5PM 7PM 9PM 11PM
8AM 10AM 12N 2PM 4PM 6PM 8PM 10PM
Time
FIGURE 31
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FiGURE 3~
Weekday Arrivals - Sea Jet I
Orient Point
350
300
....
:::l 250
0
:I:
-..
Ul 200
....
Q)
C>
c: 150
Q)
Ul
Ul
ell 100
a..
50
0
7:40 AM
....
:::l
o 200
:I:
Us
....
~ 150
c:
Q)
Ul
Ul 100
ell
a..
9:40 AM
11:40AM
5:40 PM
7:40 PM
9:40 PM
Time
Weekday Departures - Sea Jet I
Orient Point
300
250
50
o
8AM
10AM
NOON
6PM
8PM
9:45 PM
Time
FIGURE 33
37
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The average vehicle occupancy for departing traffic for a weekday, Saturday, and Sunday
can be seen in the tables contained at the end of this section. These tables show that the
average vehicle occupancy during the week is 2.39 persons/vehicle. The vehicle
occupancy for Saturday was determined to be 2.68 persons/vehicle and Sunday's vehicle
occupancy was determined to be 2.85 persons/vehicle.
It should be noted that the occupancy rates calculated above are based on the total
number of passengers carried versus the total number of vehicles carried on the auto
vessels. It has been established by observation the auto vessels carry some portion of
passengers who are not associated with the vehicles being carried by the vessel and are
either drop-offs at the terminal or are persons who parked their vehicles at the terminal
and walk on. The number of walk-ons to the auto vessels tend to be low, however,
because of the time savings in using the high-speed service. Prior to the commencement
of the high speed passenger-only service, walk-on passengers were all accommodated
on the auto carrying vessels with large numbers of passengers being carried on the two
largest of the auto vessels. The arrivals and departures of the passenger-only service are
scheduled to coincide with the operation of the smaller of the auto carrying vessels to
minimize the number of vehicles arriving and departing the terminal during a given
period. It is evident that if the high speed vessel were not running the walk-on
passengers would be accommodated by the auto vessels.
Manual counts of the total number of vehicles and the total number of passengers
arriving at the site were also conducted on a typical weekday and Saturday from 7:15
A.M. to 8:00 A.M. and 9:15 A.M. to 10:00 A.M. These times were chosen because it is
expected that the majority of the patrons of the high-speed ferry would be present within
approximately 45 minutes before the 8:00 A.M. and 10:00 A.M. departure times of the
high-speed ferry. The following table is a summary of the passengers/vehicle
occupancies for the four 45 minute periods prior to the departure of the high-speed ferry.
Time Totel # of Total # of Occupancy
Vehicles Passengers
7: 15-8:00 A.M. 60 130 2.17
Weekday 9:15-10:00 A.M.
94 201 2.14
e---
7:15-8:00 A.M. 37 80 2.16
Saturday
9:15-10:00 A.M. 62 148 2.39
Table 9
Vehicular Occupancy High Speed Vessel
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In order to present a worse case scenario, a vehicle occupancy of 2.1 passengers/vehicle
is assumed for the high-speed ferry.
. Peak Hours of Use
As noted previously, information was obtained from the Cross Sound Ferry Services,
Inc. concerning the number of cars and number of passengers arriving and departing at
Orient Point from Friday, August 8 through Monday, August 18, 1997. Also, the
amount of passengers on the high speed ferry was determined for the same time periods.
The average number of hourly vehicles departing Orient Point by the Cross Sound Ferry
can be seen in Figures 14 thru 19 for an average weekday, Saturday, and Sunday. It can
be seen that the peak departing traffic for an average weekday occurs between 11 :00
A.M. and 12:00 P.M. with an average of 108 vehicles departing. The Saturday peak
also occurs between 11:00 A.M. and 12:00 P.M. when an average of 118 vehicles
depart. The Sunday peak occurs between 3:00 P.M. and 4:00 P.M. when an average of
117 vehicles depart.
The average number of vehicles arriving at Orient Point by the Cross Sound Ferry can
be seen in Figures 26 through 31 for an average weekday, Saturday, and Sunday. It can
be seen that the peak arriving traffic for an average weekday occurs between 6:00 P.M.
and 7:00 P.M. with an average of 106 vehicles arriving. The Saturday peak occurs
between 2:00 P.M. and 3:00 P.M. when an average of 115 vehicles arrive. The Sunday
peak occurs between 6:00 P.M. and 7:00 P.M. when an average of 105 vehicles arrive.
Similarly, the amount of passengers arriving and departing on the Sea Jet I high speed
vessel can also be seen in Figures 32 thru 37. The peak weekday departures for the high
speed ferry occurred at 10:00 A.M., when an average of333 passengers departed. The
peak Saturday departures also occurred at 10:00 A.M., when an average of 285
passengers departed on the high speed vessel. The Sunday peak also occurred at 10:00
A.M., when an average of264 passengers departed.
The peak weekday arrivals for the high speed vessel occur from 7:00 P.M. to 8:00 P.M.
when an average of 319 passengers arrive. The peak Saturday arrivals also occur from
7:00 P.M. to 8:00 P.M. when an average of261 passengers arrive on the high speed
ferry. The Sunday peak also occurs from 7:00 P.M. to 8:00 P.M. when an average of
269 passengers arrive.
Disk #390, Cross Sound Ferry
File: F.Trip Information
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It should be noted that in reviewing the passenger records for the high-speed vessel
during a weekday period for the August peak of travel activity, there was considerable
variation from day to day. Fridays were typically light with Mondays, Tuesdays,
Wednesdays and Thursdays being high with several days being in excess of 350
persons.
. Auto Vessel/High Speed Vessel
As can be seen by a review of the ridership data presented, the amount of vehicles and
passengers accommodated hour to hour throughout the day during the peak August use
of the Cross Sound Ferry Services is largely dependent on the size of the ship used. The
John H. is capable of carrying in excess of 120 autos and over 1,000 passengers, while
the Cape Hen10pen can carry up to 95 vehicles and 900 passengers. The remaining auto
ferries carry 50 or less vehicles. All of the 5 auto vessels carry passengers that walk-on
and are unassociated with the vehicles the vessel carries, but the percentage of walk-on
passengers appears relatively low because of the attractiveness of the high-speed vessels
in serving walk-on passenger needs at a much faster pace. If there were no high speed
vessel or if there were less service, the passengers would migrate to the vehicle vessel.
Prior to the introduction of the high-speed passenger-only service, all walk-on
passengers were accommodated on the auto ferries with the larger boats, the John H.
and Cape Henlopen, carrying the bulk of the walk-ons because of the availability of
passenger carrying capacity. Walk-on passengers prior to the Sea Jet I filled the cabins,
reducing the available seating for the automobile drivers and their passengers. Thus,
the introduction of Sea Jet I maintained the quality of service for passengers on the auto
vessels. Currently, walk-ons for the auto vessels still increase when the Sea Jet I is out
of service, during midday hours when Sea Jet is not running, or during the winter when
total passenger ridership will not economically support Sea Jet I operation.
It was recognized by the management of the Cross Sound Ferry Services that
logistically, carrying full auto capacity and very high walk-on capacity on the same ship
was difficult. Operationally, it was deemed better to spread the load out over different
time periods. In order to do this, the high-speed ferry (Sea Jet I) was introduced. The
departures for the Sea Jet were scheduled to coincide with the arrivals and departures
of the smaller auto vessels to minimize loading and parking operations. The
attractiveness of the service has potentially encouraged travelers to leave their vehicles
in Orient and avail themselves of mass transportation service of the Sea Jet and
associated bus and train transportation on the Connecticut side. This should be
considered a major benefit in that it deceases vehicle miles traveled in automobiles, a
Disk #390, Cross Sound Ferry
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major environmental accomplishment in this region where ozone levels are above
standard.
Furthermore, providing the high speed passenger service which improves logistical
operations for the service has the additional benefit of spreading out the traffic loads on
Route 25. From this standpoint, the high speed passenger service is beneficial to
transportation services in Southold Town.
. Sources of Existing Traffic, Cross Sound Ferry Services
The origins of passengers taking the Cross Sound Ferry from Orient Point to New
London are indicated concomintant with the purpose of the trip and the frequency of
ridership in Table 10, Ridership Information. Weekend travel is the purpose for 59%
of the services travelers with 35% of the passengers utilizing the service 4 to 8 times per
year.
Disk #390. Cross Sound Ferry
File: F.Trip Information
43
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I Origin of Orient Point to New London Passengers
I I Origin I Percent I
East End of Long Island (Including Brookhaven) 35%
I West End of Long Island 41%
I Boston Area 7%
-.-
Rhode Island 5%
I Other 12%
TOTAL 100%
I
I Purpose of Trip
Purpose Percent
I Weekend Trip 59%
I Family Vacation 21%
Business Trip 20%
I TOTAL 100%
I Frequency of Ridership
I Number of Riders Percent
I More than once a year 28%
4 to 8 times a year 35%
I 1 to 2 times a year 25%
Less than once a year 12%
I TOTAL 100%
I Source: 1994 Survey
Table 10
Ridership Information
I Orient Point Auto/Passenger Service to New London
Disk #390, Cross Sound Ferry
File: Ridership Table 44
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7. Existing level of Service and Carrying Capacity on Route 25 East of the
Intersection of NYS Route 25 and Main Street (Greenportl to the Eastern End
of Route 25
. levels of Service Descriptions
Typically, three parameters are used to describe service quality on two lane highways.
These parameters are a) average travel speed, defined as the distance divided by the
average travel time of all vehicles, b) percent time delay, defined as the average
percent of time that all vehicles are delayed while traveling in platoons due to the
inability to pass, and c) capacity utilization, defined as the ratio of demand flow rate
to the capacity of the facility. These Levels of Service (LOS), designated "A" through
"F" in descending quality of service, are defined as follows:
Level of Service A
LOS A would result in average speeds approaching 60 mph on two-lane highways. The
passing frequency required to maintain these speeds has not reached a demanding level.
Passing demand is well below passing capacity, and almost no platoons of three or more
vehicles are observed. Drivers would be delayed no more than 30 percent of the time
by slow-moving vehicles.
Level of Service B
LOS B is characterized by speeds of 55 mph or slightly higher. Passing demand needed
to maintain desired speeds becomes significant and approximately equals the passing
capacity. Drivers are delayed up to 45 percent of the time on the average. Above this
flow rate, the number of platoons forming in the traffic stream begins to increase
dramatically.
Level of Service C
Further increases in flow characterize LOS C, resulting in noticeable increases in
platoon formation, platoon size and passing difficulties. Average speed still exceeds 52
mph, even though unrestricted passing demand exceeds passing capacity. While traffic
flow is stable, it is becoming susceptible to congestion due to turning traffic and slow-
moving vehicles. Percent time delays are up to 60 percent.
Disk #390-Cross Sound Ferry
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Level of Service D
Unstable traffic flow is approached as traffic flows enter LOS D. The two opposing
traffic streams essentially begin to operate separately at higher volume levels, as passing
becomes extremely difficult. Passing demand is very high, while passing capacity
approaches zero. Platoon sizes of 5 to 10 vehicles are common, although speeds of 50
mph can still be maintained. The percentage of time motorists are delayed approaches
75 percent. This is the highest flow rate that can be maintained for any length of time
over an extended section without a high probability of breakdown.
Level of Service E
LOS E is defined as traffic flow conditions on two-lane highways having a percent time
delay of greater than 75 percent. Under ideal conditions, speeds will drop below 50
mph. Average travel speeds on highways with less than ideal conditions will be slower,
as low as 25 mph in some cases. Passing is virtually impossible under LOS E
conditions, and platooning becomes intense when slower vehicles or other interruptions
are encountered.
Level of Service F
As with other highway types, LOS F represents heavily congested flow with traffic
demand exceeding capacity. Volumes are lower than capacity, and speeds are below
capacity speed.
. Existing levels of Service
This section outlines the results of a capacity analysis for two portions of roadway
within the New York State Route 25 study area. Specifically, through the use of
Highway Capacity Software, the existing levels of service and the carrying capacity of
a 4.9 mile section of Route 25 from Main Street (Greenport) to Edwards Lane and a 2.9
mile section from Edward's Lane to the eastern terminus of Route 25 were found. The
analysis was completed for three one-hour time periods within a typical weekday,
Saturday and Sunday.
Table 1 I presents a summary of the capacity analysis. The level of service listed in the
table pertains to peak period (15 minutes) operations within each one-hour time frame.
In general, the section of Route 25 from Main Street to Edwards Lane exhibited a lower
level of service than the section from Edwards Lane to the eastern terminus of Route 25,
reflecting the significant change in traffic volume between the two sections.
Disk #390-Cross Sound Ferry
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Two-Way Capacity Existing Volume i Existing Level of
Road Time of Week Tlme-of-Oay (vehicles per hour) Service
(vehicles per hour) (Peak August) (Peak August)
11:00 A.M.-12 Noon 2239 607 C
----~---"
Weekday 5:00-6:00 P.M. 2280 776 D
--
9:00-10:00 P.M. 2225 302 B
-----.
NYS Route 25 from 11:00 A.M.-12 Noon 2225 1163 E
Suffolk County Road 48 5:00-6:00 P.M. 2184 1018 E
to East Marion Orient Saturday
Park 9:00-10:00 P.M. 2252 444 C
11:00 A.M.-12 Noon 2184 1220 E
Sunday 5:00-6:00 P.M. 2110 1127 E
9:00-10:00 P.M. 2145 467 C
11:00 A.M.-12 Noon 2145 388 C
Weekday 5:00-6:00 P.M. 2252 436 C
9:00-10:00 P.M. 2211 189 B
NYS Route 25 from 11 :00 A.M.-12 Noon 2145 721 D
East Marion Orient 5:00-6:00 P.M. 2197 562 C
Park to Narrow River Saturday ------- ..
Road 9:00-10:00 P.M. 2266 208 B
11:00 A.M.-12 Noon 2110 736 D
----- --..
Sunday 5:00-6:00 P.M. 2145 768 D
-
9:00-10:00 P.M. 2087 261 C
Table 11
Capacity Analysis Results for NYS Route 25
August Peak Period
Disk #390-Cross Sound Ferry
File: tables.wpd
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-------------------
Two-Way Capacity Existing Volume I Existing Level of
Road Time of Week Time-of-Day (vehicles per hour) , Service
(vehicles per hour) I
(Peak August) (Peak August)
11 :00 A.M.-12 Noon 2170 336 C
Weekday 5:00-6:00 P.M. 2280 301 C
9:00-10:00 P.M. 2053 134 B
11:00 A.M.-12 Noon 2211 444 C
NYS Route 25 from
Narrow River Road to Saturday 5:00-6:00 P.M. 2170 407 C
its Eastern Terminus
9:00-10:00 P.M. 2145 164 B
11:00 A.M.-12 Noon 2076 559 D
Sunday 5:00-6:00 P.M. 2110 640 0
9:00-10:00 P.M. 1986 219 C
Table 11 (Continued)
Capacity Analysis Results for NYS Route 25
August Peak Period
Disk #390-Cross Sound Ferry
File: Results.wpd
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Conversely, the section east of Edwards Lane has lower two-way capacity levels than
the section west of Edwards Lane. The appendix contains detailed remarks, including
a list of input data, regarding each capacity analysis.
. Seasonal Variation
As noted previously in this report, the peak travel time of August has been chosen for
the purpose of this Study. August represents the peak of travel volume on Route 25 on
the North Fork, as well as the peak usage of the Cross Sound Ferry Services and peak
use of the adjacent Orient State Park.
While volumes on Route 25, the Cross Sound Ferry Services and the park are all
significantly lower in July than August, Cross Sound Ferry Services ridership drops to
approximately half the August ridership in September and June. This drop in ridership
continues through the Fall, Winter and Spring.
Figure 38, Monthly Passengers Carries, indicates the extreme seasonal variation in total
passenger ridership of the Cross Sound Ferry Services.
Disk 1390-Cross Sound Ferry
File: Results.wpd
49
- - - - - - - - - - - - - - - - - - -
_._~-~--- ---~-,--~._~~-----._- -..- -, - ..'._--. -' -- _u_.____.._._
Monthly Passenger Carries
Cross Sound Ferry Services
180,000 r----'------------'-- ----------.--- , ----- .----- - "'-- --.-.--.-- ---------------
170,000 ---"--------- -, --~-_._--~- --------,..-------- -- .'----- ---,- ,-- ,-----,--
160,000 - ------- - -----~--- ----- - ------- -- ,- - -- - - - - --- - ---- ------
150,000 - II
1-40,000 ..------ ,,-
130,000 .----
120,000 -------
110,000 - ---..-----.. - -- -- ---
!! 100,000 - ..
I II
90,000 - --
90,000 -- ----
II II
10,000 ------- II
60,000 -- ,----. s- -'--.--- ,- -.--------
50,000 ---- --------~--_._- --- --- ------ ------ _____u.__ __u_ ------------ - --"1
- ,--
<<>,000 -- - ----.. ------.--- ----
II II
30,000 ..-------,------- -- .-.- --..--------------..--. ---~--------_._._---------- - -----.---.-. .-..-.-.
-----.-- ~
20,000 -- ,- -, -
10,000 ------ -~-_._- .'--.-
0 L___, _m._____ - --- -- ----- ----- -- -----
~ .. i ~ i w S ~ ~ g ~ 0
~ ~ ~ .. ~
w
'"
Month
---_.._.,._~_... --_._.,.~_._-------- ---- _M._._"'__
FIGURE 38
-
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8. Methods of Handling Traffic Flow During Unloading Process
Observations show that when the auto carrying vessel arrives and the ship docks, the vehicles
leave the boat as soon as they can. This is an orderly process. The passengers, both from
the auto carrying vessels and the high-speed passenger-only vessels, cause more random
departures. The passengers unload and then proceed to their cars. Because of the walking
time and start-up time, the traffic leaving the parking area is random.
All traffic exit either the boat or the parking lot and enter Route 25 westbound proceeding
to their destinations. Due to the relatively low volumes and the random passenger
departures, vehicles entering Route 25 do so in a timely and orderly manner.
Disk #39D-Cross Sound Ferry
File: Methods.wpd
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B. Description of Pedestrian/Cycling
Activity Safety from the
Intersection of NYS Route 25
and Main Street (Greenport) to
the Eastern End of Route 25
Disk #390, Cross Sound Ferry 52
File: Traffic:\Cover
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B. Non-Motorist Activity
Non-motorist counts were obtained from the New York State Department of Transportation
for all four Saturdays in the month of August 1997. Manual counts of pedestrians, bicyclists,
and skateboarders traveling in both the eastbound and westbound directions on Route 25
between Rocky Point Road and Old Orchard Road from 10:00 A.M. to 4:00 P.M. were
recorded. A summary of the non-motorized counts, Non-Motorized Count Summary, is
presented in the Appendix.
During the month of August 1997, the Saturday eastbound average counts for the 6 hour
period were: 58 pedestrians (40%), 74 bicyclists (52%), and 11 skateboarders (8%). For the
westbound direction on Saturday, the counts averaged: 70 pedestrians (46%),71 bicyclists
(46%), and 12 skateboarders (8%).
The pavement condition of Route 25 is excellent. In 1994, the road was repaved and
widened. Route 25 provides one lane in each direction, each having a width of 10 feet.
Route 25 also provides wide shoulders, each having a width of 7 feet. Both shoulders are
in excellent condition. The wide edge line which separate the shoulders from traffic are in
good condition.
In order to develop a quantitative approach to rating Route 25 as a bicycle route, available
publications and reports were researched. In checking the bicycle suitability on Route 25
with the available criteria, characteristics considered to be primary factors were taken into
account. The characteristics (listed in order of significance) are:
. Shoulder width;
. Annual daily traffic (ADT) volume per lane;
. Speed limit; and,
. Shoulder pavement conditions
Factor scores for each of the individual characteristics were obtained using various studies
and reports. Suitability criteria in these sources are oriented toward intermediate or
experienced bicyclists who are familiar with the rules of the road and effective cycling. Each
suitability factor has three (or five) possible value ranges with factor scores ranging from +2
to -2. The middle range for each suitability factor corresponds to minimum desirable
bicycling conditions. The low suitability factor range corresponds to desirable bicycling
conditions, whereas the high suitability factor range corresponds to less than desirable
bicycling conditions. The suitability factor ranges were selected based upon available
Disk #390. Cross Sound Ferry
File: Pedestrian Environment-2
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information from several other studies and reports. According to the available publications
and reports researched, it is recommended that:
· a factor score of2 be used if the shoulders are greater than 6 feet wide,
· a factor score of -I be used if the traffic volumes, ADT per lane, are in the 5,000 to
9,999 range,
· a factor score of 1 be used if the posted speed limit falls in the 40 to 49 mph range,
and
· a factor score of2 be used if the shoulder/travellane pavement surface quality is new
or in very good condition.
A single numerical suitability score (bicycle suitability score) was obtained by summing the
score for each factor. Each suitability factor was weighted equally for simplicity. The
bicycle suitability score value was then interpreted using available information from several
other studies and reports.
According to various sources, the resulting bicycle suitability score can fall in either of four
ranges, each range having its own interpretation. A bicycle suitability score between 6 and
8 indicates that the physical characteristics of the roadway make it more than desirable for
intermediate to experienced bicyclists, and not for beginning bicyclists. A bicycle suitability
score between -I and 5 indicates that the physical characteristics of the roadway make it
desirable for intermediate to experienced bicyclists, and not for beginner bicyclists. A
bicycle suitability score between -2 and -5 indicates that the physical characteristics of the
roadway make it undesirable for intermediate to experienced bicyclists. Lastly, a bicycle
suitability score between -6 and -8 indicates that the physical characteristics of the roadway
make it more than undesirable for intermediate to experienced bicyclists.
On Route 25, the shoulders are 8 feet wide (factor score = 2), traffic volumes, ADT per lane
are in the 5,000 to 9,999 range (factor score = -I), the posted speed limit falls in the 40 to 49
mph range (factor score = 1), and the shoulder/travellane pavement surface quality is new
or very good condition (factor score = 2). Summarizing the score for each factor resulted in
a bicycle suitability score of 4. This value indicates that the physical characteristics of the
roadway make it desirable for intermediate to experienced bicyclists, and not for beginner
bicyclists.
It is further interesting to note that in August 1996 the Cross Sound Ferry Service
accommodated 442 trips by bicyclists and could be a reason why the Route 25 bicycle route
is so popular.
Disk #390. Cross Sound Ferry
File: Pedestrian Environment-2
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III. TRANSPORTATION:
Anticipated Impact
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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A. Anticipated Future Traffic Growth
As noted in prior sections of this report, Route 25 has been divided into three segments
within the study area based on NYSDOT control sections for traffic data collection and
analysis of accident data. The three sections are:
. Route 25, Main Street/c.R. 48 to East Marion Orient Park
. Route 25, East Marion Orient Park to Narrow River Road
. Route 25, Narrow River Road to the Ferry terminal
Traffic growth along these highway segments in the future will be due to a number of factors,
including:
. Development of currently vacant land along that portion of Route 25
. Population growth in areas surrounding Southold
. Increases in tourism
. Increased use of Orient Beach State Park
The development of vacant parcels between Main Street in Greenport and Orient will provide
the most direct increase in traffic on Route 25 as this roadway must be used to access
commercial shopping and employment centers. How much traffic will grow on Route 25
due to the development of currently vacant lots is directly related to the number of residential
units actually constructed in the area. This cannot be ascertained at this time, although it is
useful to note that the Town of South old issued an average of94 residential permits a year
from 1990 to 1995 on a town-wide basis. It is further interesting to note a single family
house generates approximately 9.6 vehicle trips per day per the Institute of Transportation
Engineers' Trip Generation handbook, 5th Edition, so that on the order of 10,000 new vehicle
trips are added to the Town of South old's highway system each year.
Based on data contained in the Long Island Lighting Company's 1996 Long Island
Population Survey, population growth between April 1 , 1990 and January 1, 1996 was 2.7%
for the entire Town of South old and 2% for the hamlets of Orient and East Marian combined.
During the same period, the Town of Brookhaven experienced 3.3% growth, the Town of
Riverhead experienced 3.5% growth, the Town of Southampton experienced 1.8% growth,
and the Town of East Hampton experienced 2.3% growth.
Traffic due to general tourism is more difficult to identify, significant efforts have been made
throughout Long Island to increase tourism. Increases in traffic generated by increased
attendance at the Orient Beach State Park are more identifiable; in the past year, activity at
this Park increased 4.6% and accommodated 121,054 visitors between January 1, 1997 and
Disk #390. Cross Sound Ferry
File: Traffic:\Anticipated Traffic
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August 31, 1997. Activity at all State Parks on Long Island increased by only 3.7% within
the past year indicating that Orient State Park is increasing in popularity. It is further
interesting to note that a new 30' by 60' pavilion will be added for the 1998 season. It will
be used for special events such as fund raisers, reunions, weddings and/or company picnics.
Such events could easily generate 100 arrivals and departures in relatively tight time frames.
Long Island continues to promote itself as a vacation destination and in recent years the Long
Island Convention and Visitors Bureau (LICVB) has received additional funding, through
a hotel occupancy tax imposed on hotel rooms in Suffolk and Nassau counties, specifically
appropriated to advertise Long Island. A good portion of this advertising has been placed
in New England cities such as Boston, Springfield, Massachusetts, Hartford, and Providence.
Those travelers wishing to visit Long Island from these locations are encouraged to take the
ferry and are sent a ferry schedule with their vacation guides. Cross Sound has joined in
cooperative advertising and promotion ventures with various Long Island attractions such
as Palmer Vineyards and Splish Splash Water Theme park in Riverhead to encourage visitors
from Connecticut to take the ferry and visit these entities. Cross Sound has also become
involved in group marketing and has set up through numerous New England tour companies,
series of motorcoach bus tours utilizing the ferry to visit attractions all throughout Long
Island. Cross Sound has set up partnerships for group tours with attractions such as North
Fork wineries, Sag Harbor, East Hampton, Montauk, Old Westbury Gardens, the Suffolk
County Vanderbilt Museum, and Old Bethpage Village Restoration. Most of these groups
will both depart and return via Cross Sound, but some continue to drive across Long Island
and return via the bridges over Long Island Sound.
During the time period, 1990 to 1996, the Cross Sound Ferry Services has seen an increase
in total passengers by an average of7.1 % each year while total autos carried increased by 4%
per year. Total trucks carried increased by 1.8% per year. The Foxwoods Casino, which
opened in 1992, may have contributed to the increase in passenger traffic over vehicular
traffic (i.e., 7.1 % total passengers versus 4% for autos). The total passengers carried in 1993
increased by 6.9% and the autos increased by 6.2% when the Casino first opened and bus
transportation was not regularly available on the Connecticut side. In 1994, with bus service
available in Connecticut, total passengers carried increased by 10.2% while vehicles carried
increased by 4.6%. In 1995, the Sea Jet I Service was started but was only operable partially
through the season and passenger ridership increased by 12.9%, while autos carried increased
by 3.7%. In 1996, with Sea Jet I Service available throughout the season, passenger
ridership fell by 2.8% and autos carried fell by 2.9%, a comparable figure. Data through the
first seven months of 1997 indicate that ridership rates have rebounded and that passenger
carries are up by 11.6% versus 1996 but only 5% per year versus 1995. A graph of total
annual auto, truck and passenger carries on the Cross Sound Ferry is provided in Figure 39.
Disk #390. Cross Sound Ferry
File: Traffic:\Anticipated Traffic
57
-------------------
1,000,000
900,000
800,000
700,000 --
ill 800,000
'E
G
o
j ~,OOO
~
I- 400,000
300,000
200,000 ---
100,000
o .--."
~
Total Annual Auto, Truck, and Passenger Carries: 1990 to 1996
Cross Sound Ferry Services
"6- . _..-_--~~---l
------;;r---
./
.Ai
------
6~
---
~
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n______ __I!----____ --!'
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1990
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_L~~_J
lL. .
'99'
.
1992
~:_-~.
'993
Year
.
'994
-.-
'995
'996
FIGURE 39
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II Autos
. Trucks
-I!I.- Passengers
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As indicated in Figure 39, ridership has decreased since 1995. It is assumed that the peak
in passengers in 1995 is attributed to several unusual events in 1995 that increased ridership
artificially, such as the 1995 U.S. Open Golf Championship. It should be further noted that
the ridership figures for August 1995 did not show a decrease in passenger ridership as was
the case for the entire year, but rather reflected an increase of 5.1 % over 1995.
For the purpose of this study, August has been selected for the analysis period because
August reflects the highest use of the Cross Sound Ferry Services, as well as traditionally the
highest vehicle use for the East End of Long Island. The use ofthe August period will then
represent a worst case scenario for transportation issues.
The use of Cross Sound Ferry Service tends to be growing at a steady pace over the past six
years and at a pace faster than the population in the surrounding towns. In 1993, 1994 and
1995 there were significant increases in ridership. The pace of growth now appears to have
settled into a 5% growth in passenger ridership and a 4% growth in vehicle transportation.
The faster pace of growth in Cross Sound Ferry Service usage as compared to population
growth is explained by a variety of causes. First, traditionally on Long Island, vehicle
registrations and the issuance of licenses has grown at a faster pace than population.
Secondly, the Cross Sound Ferry Service is an important link in Long Island's transportation
system. It is a link by which the population of the five eastern towns of Long Island,
Brookhaven and much of Suffolk County can access New England without traversing the
heavily congested Nassau County and New York City area. The Service thus provides a
route which avoids the continuing and increasing congestion in the Nassau County/New
York City area for a wide area with a steadily growing population. Additionally, economic
conditions have improved across Long Island. Cross Sound Ferry Services traffic is
dependent upon: economy, weather, traveler preferences, which in itself are occasioned by
destinations and their popularity, the relative efficiency and costs of alternative access,sincluding airplane, congestion in Queens (Whitestone and Throgs Neck Bridges), and road
construction in western Long Island and southern Connecticut, and whether there is new
water carrier service developed between Connecticut and Montauk.
Disk #390, Cross Sound Ferry
File: Traffic:\Anticipated Traffic
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B. NYSDOT Traffic Growth Factors
The New York State Department of Transportation was contacted to determine what growth
factors the Department of Transportation used for the Study area. Mr. William Thomwell
of the NYSDOT Regional Planning and Program Management stated that the NYSDOT
utilized a 3% per year growth factor for ail projects located in the five eastern towns of Long
Island.
Disk #390, Cross Sound Ferry
File: Traffic:\Anticipated Traffic
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C. Estimation of Traffic Volume following Construction of the Proposed Action
This section presents the results of an estimation of the anticipated traffic growth associated
with the construction of the proposed action. This analysis was completed for the following
three time periods within a typical weekday, Saturday, and Sunday: 11-12 Noon, 5-6 P.M.
and 9-10 P.M., when the construction of the proposed parking lot could have the most impact
on traffic within the Study area. Parking is currently available to serve existing peak use for
the 8:00 A.M. and 10:00 A.M. high speed vessels and it would be the twelve noon vessel
where parking on peak days occasionally becomes a problem. The Cross Sound Ferry
Services will balance growth in ridership between the first passenger vessel out (8:00 A.M.),
the third passenger vessel out (12:00 Noon) with the second passenger vessel (10:00 A.M.)
currently running at capacity with no room for growth. The balancing will be done through
reservations, advertising and pricing. Half of the departure growth will occur for the 8:00
A.M. high speed passenger service but it will be unaffected by the project as parking is
always available. Half of the growth will occur for the 12:00 Noon departure when the
proposed new parking facilities will allow for increases in traffic. The A.M. study period
captures the traffic growth resulting from a Sea-Jet I departure at 12:00 Noon, and the two
P.M. study periods account for the traffic growth associated with the Sea-Jet I arrivals on the
5:40 return and 9:40 return each carrying half of the total growth. Given NYS Route 25
traffic volume counts immediately west of the existing terminal parking lot, records of auto
vessel arrivals and departures, and records of Sea-Jet I passenger arrivals and departures, a
forecast of future five-year and ten-year Route 25 traffic volumes was completed through the
application of appropriate growth factors. Route 25 traffic not associated with the Cross
Sound Ferry Services was increased three percent per year. The number of vehicles utilizing
the car services grew at a rate of four percent per year. Passengers riding on Sea-Jet I were
increased five percent per year, and an average of 2.1 Sea-Jet I passengers occupied one
parked vehicle at the Orient termina1. Table 12 lists the estimated traffic volumes on Route
25 after five and ten years. The levels of eastbound Route 25 traffic for the 11-12 Noon
study period relates to a 12 Noon Sea-Jet I departure, and the volume of westbound Route
25 traffic for the two evening study periods is associated with Sea-Jet I arrivals of5:40 P.M.
and 9:40 P.M.
Disk #390, Cross Sound Ferry
File: Estimation.wpd
61
-------------------
,
Auto Ferry i Estimated
Background I High Speed
Time of Traffic Vehicles
Road Week Time-of-Day Traffic (Both Arriving Ferry Traffic Parked at
(Two Way) and Departing) (One-Way Only) Additional Site
Existing 468 85 54 -
Weekday 2002 Conditions 543 101 93 39
2007 Conditions 629 126 129 75
--
NYS Route 25 from Existing 966 83 114 -
Suffolk County Road Saturday 2002 Conditions 1120 101 163 49
48 to East Marion
Orient Park 2007 Conditions 1298 123 170 56
Existing 1036 91 93 -
Sunday 2002 Conditions 1201 110 137 44
2007 Conditions 1392 135 162 69
Existing 249 85 54 -
Weekday 2002 Conditions 289 101 93 39
2007 Conditions 335 126 129 75
NYS Route 25 from Existing 524 83 114 -
East Marion Orient --
Park to Narrow River Saturday 2002 Conditions 607 101 163 49
-- ---------- ----- - ---------- ___m___ ------- ---- --
Road 2007 Conditions 704 123 170 56
Existing 552 91 93 -
- -~--
Sunday 2002 Conditions 640 110 137 44
-----.-.- --
2007 Conditions 742 135 162 69
Disk #390-Cross Sound Ferry
File: T-EB-WB.wpd
Table 12
Traffic Volume Comparisons, 11 :00 A.M. - 12:00 Noon
Eastbound and Westbound
62
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Background Auto Ferry i High Speed I Estimated
Time of Traffic i Vehicles
Road Week Time-of-Day Traffic (Both Arriving Ferry Traffic Parked at
(Two Way) and Departing) (One-Way Only) Additional Site
Existing 197 85 54 -
.--.__..0._.-
Weekday 2002 Conditions 228 101 93 39
2007 Conditions 265 126 129 75
Existing 247 83 114 -
NYS Route 25 from
Narrow River Road to its Saturday 2002 Conditions 286 101 163 49
Eastern Terminus
2007 Conditions 332 123 170 56
Existing 375 91 93 -
Sunday 2002 Conditions 455 110 137 44
2007 Conditions 504 135 162 69
Disk #390-Cross Sound Ferry
File: T-EB-WB.wpd
Table 12 (Continued)
Traffic Volume Comparisons. 11 :00 A.M. - 12:00 Noon
Eastbound and Westbound
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D. Quantification of Project Site Generated Impacts Based upon the Level of
Service Calculations
In order to examine the impact of the additional traffic on Route 25 in the area, two lane
highway capacity analyses were performed for the following sections of roadway:
. Route 25 from Suffolk County Road 48 to East Marion Orient Park
. Route 25 from East Marion Orient Park to Narrow River Road
. Route 25 from Narrow River Road to end of Route 25
First, capacity analyses were performed to examine the future levels of service without the
additional traffic that could use the Cross Sound Ferry Service with the provision of
additional parking (2002 No-Build Conditions). These volumes included a 3.0% per year
normal traffic growth rate for the background traffic. The existing background traffic was
determined by subtracting the amount of vehicles that use the Cross Sound Ferry Services
(auto and passenger-only) from the existing traffic counts. The remainder is the traffic on
Route 25 that does not use either passenger or auto carrying service.
The 2002 No-Build Conditions also included an increase in the auto water borne traffic of
4.0% per year. The 3.0% increase in background traffic, together with the 4.0% increase in
auto water borne traffic and the existing auto trips generated by the passenger-only vessel
combined to result in the 2002 No-Build Conditions. It should be noted that in the No-Build
Condition, the auto vessel usage may increase disproportionally higher if parking is
unavailable. In other words, if patrons arriving at the terminal find no parking available, they
may elect to take an auto carrying vessel and drive in their autos to the final destination.
Other patrons may find less convenient off-site parking that will allow them to complete their
trip via the Sea Jet I as planned. No allowance has bee made for either occurrence in the
"No-Build" Analysis.
The capacity analyses were performed for the weekday, Saturday, and Sunday peak hours
of 11:00 A.M.-12:00 Noon, 5:00 P.M.-6:00 P.M. and 9:00 P.M.-I0:00 P.M. All capacity
analyses were performed using the "Highway Capacity Manual", "Transportation Research
Board Special Report 209,1994".
All of the capacity analyses were conducted with the peak hour factors generated by the A TR
counts for the analysis hours at the three locations. The peak hour factors utilized varied
from 0.5 to 0.95, depending on the hour of analysis, location and time of day. Lower peak
Disk #390-Cross Sound Ferry
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hour factors were found later in the day and in the far eastern analysis section while the
higher peak hour factors were found in the middle of the day in the western analysis section.
Through the use of the peak hour factors, the capacity analysis looks at the highest fifteen
minute period within the analysis hour and actually looks at the impact of the unloading of
the Cross Sound Ferries Service's Vessels over a shorter period of time.
Level of Service is a measure of the quality of flow of traffic. The concept of Levels of
Service uses qualitative measures that characterize operational conditions within a traffic
stream and their perception by motorists and passengers. The descriptions of individual
levels of service characterize these conditions in terms of such factors as speed and travel
time, freedom to maneuver, traffic interruptions, and comfort and convenience. Levels of
service represent a range of conditions and thus a lowering of a Level of service may only
be a crossing of a threshold between the levels and may only be the addition of very few
vehicles.
A summary of the capacity analyses and existing and No-Build levels of service for the peak
travel period in August are contained in Tables 13 and 14. Where a level of service change
results from the Existing to the "No Build" condition, the change is highlighted in the table.
Likewise, where there is a change from the "No Build" to "Build" the change is also
highlighted.
Table 13, Capacity Analysis Results for NYS Route 25-2002 Conditions presents the results
of the No-Build capacity analysis for the year 2002 in comparison to the existing capacity
analysis presented in Table 11. A description of Level of Service terminology is presented
on pages 45 and 46. As can be seen by examining Table 13, the normal background growth
in traffic over a five year period results in decreases in levels of service for three of nine time
periods in the western analysis segment of Route 25, two of nine time periods in the central
segment and one of nine in the eastern segment. It must be recognized that only three time
periods ofl6 time periods between 7:00 A.M. and 11:00 P.M. on a weekday, Saturday and
Sunday were examined and that the same decreases in levels of service could be expected
to occur at many of the other hours of the day not analyzed, as non project related growth
will continue throughout all hours of the day.
Table 14, Capacity Analysis Results for NYS Route 25-2007 Conditions presents the results
of the No-Build capacity analysis for the year 2007 versus the existing capacity analysis
results. As can be seen from a review of this Table, the normal background growth of traffic
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Existing Projected No- Projected No- I Projected Build I P j t d B 'Id
Time of Build Volume Build V I ' ro ec e UI
oume
Road Time-of-Day Level of . Level of
Week (vehicles per Level of (vehIcles per S I
Service hour) Service hour) erv ce
11 :00 A.M.-12 Noon C 703 780 0
Weekday 5:00-6:00 P.M. 0 889 892 0
NYS Route 25 9:00-10:00 P.M. B 345 431 C
from 11 :00 A.M.-12 Noon E 1,340 E 1,437 E
Suffolk County
Road 48 to East Saturday 5:00-6:00 P.M. E 1,172 E 1,174 E
Marlon Orient
Park 9:00-10:00 P.M. C 507 C 586 C
(Western) 11 :00 A.M.-12 Noon E 1,407 E 1,494 E
Sunday 5:00-6:00 P.M. E 1,293 E 1,301 E
9:00-10:00 P.M. C 541 624 0
11 :00 A.M.-12 Noon C 449 C 526 C
Weekday 5:00-6:00 P.M. C 494 C 498 C
NYS Route 25 9:00-10:00 P.M. B 214 B 300
from East 11 :00 A.M.-12 Noon 0 827 0 924
Marion Orient
Park to Narrow Saturday 5:00-6:00 P.M. C 643 645
River Road
(Center) 9:00-10:00 P.M. B 242 321
11:00 A.M.-12 Noon 0 847 934 0
Sunday 5:00-6:00 P.M. D 876 884 E
9:00-10:00 P.M. C 303 386 C
Note: Shaded area indicates change in level of service.
Table 13
Capacity Analysis Results for NYS Route 25 - 2002 Conditions
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Existing Projected No- Projected No- Projected Build . Projected Build
Time of Build Volume Build Volume
Road Week Time-of-Day Level of (vehicles per Level of (vehicles per Level of
Service hour) Service hour) Service
11 :00 A.M.-12 Noon C 389 C 466 C
Weekday 5:00-6:00 P.M. C 465 C 468 C
NYS Route 25 9:00-10:00 P.M. B 152 B 238
from 11 :00 A.M.-12 Noon C 506 C 603
Suffolk County
Road 48 to East Saturday 5:00-6:00 P.M. C 464 C 466 C
Marion Orient
Park 9:00-10:00 P.M. B 200 279 C
(Eastern)
11 :00 A.M.-12 Noon 0 641 0 728 0
Sunday 5:00-6:00 P.M. 0 728 0 736 0
9:00-10:00 P.M. C 266 C 349 C
~ Shaded area indicates change in level of service.
Disk #390-Cross Sound Ferry
File: T-2002.wpd
Table 13 (Continued)
Capacity Analysis Results for NYS Route 25 - 2002 Conditions
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Existing Projected No- Projected No- , Projected Build I Projected
Time of Build Volume Build Volume Build
Road Week Time-of-Day Level of (vehicles per Level of (vehicles per Level of
Service hour) Service hour) Service
11 :00 A.M.-12 Noo C 818 967 D
Weekday 5:00-6:00 P.M. D 1,022 1,053 E
NYS Route 25 9:00-10:00 P.M. B 394 524 C
from 11 :00 A.M.-12 Noo E 1,546 E 1,658 E
Suffolk County
Road 48 to East Saturday 5:00-6:00 P.M. E 1,351 E 1,355 E
Marion Orient
Park 9:00-10:00 P.M. C 582 C 698
(Western) 11:00 A.M.-12 Noo E 1,628 E 1,766 E
Sunday 5:00-6:00 P.M. E 1,487 E 1,505 E
9:00-10:00 P.M. C 627 756 D
11 :00 A.M.-12 Noo C 524 673 D
Weekday 5:00-6:00 P.M. C 566 597
9:00-10:00 P.M. B 242 372
NYS Route 25
from East Marion 11 :00 A.M.-12 Noo D 953 1,065
Orient Park to 5:00-6:00 P.M. C 738 742
Narrow River Saturday
Road 9:00-10:00 P.M. B 273 389
(Center)
11 :00 A.M.-12 Noo D 977 1,115
Sunday 5:00-6:00 P.M. D 1,005 1,023 E
9:00-10:00 P.M. C 351 480 C
.N2.tl!.; Shaded area indicates change in level of service,
Table 14
Capacity Analysis Results for NYS Route 25 - 2007 Conditions
Disk #390-Cross Sound Ferry 68
File: T-2007.wpd
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Existing Projected No- Projected No- Projected Build Projected
Time of Build Volume Build Volume Build
Road Week Tlme-of-Day Level of (vehicles per Level of (vehicles per Level of
Service hour) Service hour) Service
11 :00 A.M.-12 Noo C 454 C 603
Weekday 5:00-6:00 P.M. C 421 C 452 C
NYS Route 25 9:00-10:00 P.M. B 171 301 C
from
Suffolk County 11 :00 A.M.-12 Noo C 5BO 692 D
Road 48 to East
Marion Orient Saturday 5:00-6:00 P.M. C 530 534
Park
(Eastern) 9:00-10:00 P.M. B 225 341
11 :00 A.M.-12 Noo D 739 D 877
Sunday 5:00-6:00 P.M. D 832 D 850
9:00-10:00 P.M. C 308 C 437
Note: Shaded area indicates change in level of service.
Disk N3g0-Cross Sound Ferry
File: T-2007.wpd
Table 14 (Continued)
Capacity Analysis Results for NYS Route 25 - 2007 Conditions
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over a ten year period results in decreases in levels of service in four out of nine analysis
periods in the western study segment, decreases in five out of nine in the central study
segment and decreases in five out of nine in the eastern study segment. Again, the No-Build
analysis looked at only a few time periods of the day and the steady growth of background
traffic throughout all hours of the day can be expected to lead to numerous other decreases
in levels of service.
The capacity analyses were then rerun to examine future levels of service with the additional
traffic (2002 Build Conditions). These volumes included the growth rates in the 2002 No-
Build Conditions as well as the additional traffic that could use the passenger-only service
with the provision of additional parking. Further, it was assumed that the 8:00 A.M.
passenger-only service, which continuously runs under capacity will accommodate half of
the growth but that plenty of parking is always available so this increase will not be related
to the proposed project. The 10:00 A.M. high speed ferry runs near capacity and there is
little room for an increase. In addition, sufficient parking is generally available to meet the
needs of the 10:00 A.M. high-speed ferry. Thus, it is the 12:00 Noon, or last morning ferry,
which will likely carry any increase related to the proposed additional parking. Further, in
order to present a worse case scenario, it was assumed that the additional passengers
departing the 8:00 A.M. or 12:00 Noon ferry would return on the 5:40 and 9:40 return trips.
Both of these time periods were analyzed.
Table 13, Capacity Analysis Results for NYS Route 25-2002 Conditions presents the results
of the "2002 Build" capacity analysis in contrast to the "2002 No Build" analyses and the
1997 existing analyses. A review of the capacity analysis table indicates that in the year
2002 levels of service in the western analysis section of the study area will not change. In
the two eastern sections of the roadway, which generally exhibit low traffic volumes, and the
Cross Sound Ferry Services traffic represents a higher portion of total traffic, there were
several level of service changes. During the 9:00 to 10:00 P.M. time period for weekdays
and Saturday in the center analysis section, levels of service went from B to C. Level of
service C is still considered a good level of service.
In the eastern analysis section, the weekday 9:00 P.M. to 10:00 P.M. analysis section went
from level of service B to C, while 11:00 A.M. to 12:00 Noon went from C to D.
As seen in Table 14, Capacity Analysis Results for NYS Route 25-2007 Conditions, in the
year 2007 in the western analysis section, the level of service for one time period, 9:00 P.M.
to 10:00 P.M. Saturday, lowers from C to D. In the central section, the levels of service for
one time period, weekday 5:00 to 6:00 P.M., lowered from C to D. In addition, two time
Disk #390-Cross Sound Ferry
File: Draft.wpd
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periods, Saturday and Sunday 11:00 A.M. to 12:00 Noon lower from D to E. In the eastern
section, three time periods, weekday 11:00 A.M. to 12:00 Noon, Saturday 5:00 to 6:00 P.M.
and Sunday 9:00 to 10:00 P.M., all go from levels of service C to D. Additionally, the time
period Sunday 5:00 to 6:00 P.M lowers from level of service D to E.
These changes in level of service must be understood within the context of the 10 year
analysis period and the changes in levels of service that will occur without the project action
due to the normal growth of traffic as previously demonstrated in the "No Build" analyses.
When comparing the existing condition versus the no-build conditions for the western
analysis section, the level of service for one time period goes from D to E, the level of
service for two time periods goes from C to D and the level of service for one time period
goes from B to C. In the central analysis section, one time period goes from D to E, two go
from C to D and two go from B to C. In the eastern analysis section, two time periods go
from B to C, and one goes from C to D.
Thus, the magnitude of change related to the development of the additional parking spaces
to allow for the normal growth in the walk-on passenger-only service is similar if not less
than the changes attributable to the normal growth of traffic. The change attributable to the
project in the western analysis segment are negligible because the traffic already on the
highway serving the adjacent community is already high. In the central and eastern analysis
segments where community traffic is lighter, the increase in traffic that could be attributable
to the project are somewhat more recognizable, although it results in no poorer levels of
service than are currently encountered in the western segment of the study area.
It must be further reiterated that the analysis by taking the anticipated growth and assuming
it occurs primarily in three individual analyses hours, and utilizing low peak hour factors,
has looked at the worst case impacts. Further, these impacts will only occur during two
months of the year and only on limited days during that period when peak travel occurs. The
impacts of the normal growth of traffic are not, however; confined to a three hour period of
the day; but they occur all hours of the day, 12 months of the year. As demonstrated above,
even in the analysis hours when the increased parking may allow growth in the passenger-
only service, the impacts of the normal growth of traffic are greater than those related to the
addition of 155 parking spaces.
Disk. #390-Cross Sound Ferry
File: Draft.wpd
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E. Assessment of the Potential of Uninterrupted Traffic Flow along Route 25
Resulting from Vehicles Unloading at the Orient Terminal
It is recognized that the existing auto transport service does create a stream of traffic exiting
the vessel as it docks. However, the unloading of vehicles only lasts from 5 to 15 minutes
depending on how full the vessel is and the size of the vessel. Momentary delays in the
unloading period cause gaps in this stream of traffic as does driver behavior as slower drivers
allow gaps to develop between themselves and faster drivers. The unloading only occurs
once every hour and more often than not lasts 5 minutes or less. The other portion of the
hour, no traffic is generated by vehicles departing the auto-ferry.
The high speed passenger vessel is another situation. The passengers have to walk off the
ship, carrying their belongings, find their vehicle in the parking lot, and pack the car, thus
stretching out the departures from the parking lot and creating more random gaps. This
random departure pattern provides for gaps in the traffic stream along Route 25.
It should be pointed out that traffic caused by both auto and high speed ferry service does not
produce uninterrupted traffic flow for long periods of time along Route 25. The further away
from the terminal along Route 25, the more gaps will be introduced into the traffic stream
not only due to activity at the terminal but also due to friction along the roadway. Residents
along Route 25 will be able to pull out of driveways and side streets without being
significantly affected.
Disk #390, Cross Sound Ferry
File: F-Assessment
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F. Assessment of Existing and Proposed Site Improvements
At present, the Cross Sound Ferry Services Terminal parking lot on the Snack Bar Parcel is
unpaved and not in very good condition. The proposed site improvement would regrade the
parking lot and provide a stone surface in addition to expanding the facility onto the Trust
Parcel. In addition, it is recommended that curb stops as were used in the "West Parcel" be
used to create efficient parking aisles throughout the lot. By creating these aisles with curb
stops or other means, drivers would be clear as to where the parking spaces are and where
two-way traffic is allowed. The improved lot would efficiently facilitate more parking
spaces than the existing parking area.
In addition, observations show that the passengers from the high-speed passenger-only vessel
walk to the parking lot in a random fashion. No guidance is given to the passengers via
crosswalks or signing. Since the high speed vessel arrives at different times than the auto-
vessel, this does not cause a problem in the existing conditioos. Problems do occur when the
auto-vessel arrives at Orient Point and walk-on passengers are on-board. These passengers
mix with the traffic departing the ship and create a vehicular/pedestrian conflict. If these
pedestrians were separated from the vehicle stream, the problem could be avoided.
At present, there are no existing crosswalks. It was observed that pedestrian activity is quite
random. Pedestrians walk along Route 25 among the traffic to get from the parking lot to
the ferry and vice versa.
It is recommended that signing be provided to guide pedestrians to the parking area. In
addition to the signing, walkways with sanctions should be provided that will guide
pedestrians to the parking area and separate them from the vehicle flow. This will also help
to expedite the unloading of the vehicles from the auto-vessel by providing a clear travel path
for the exiting vehicles.
To improve pedestrian safety, two crosswalks should also be provided at the site. One
crosswalk should run in the east-west direction connecting the Terminal parcel and the Snack
Bar Parcel. The other crosswalk should run in the north-south direction within the Snack Bar
parcel parking lot. The purpose of providing the crosswalks is to concentrate the majority
of pedestrians in these two areas, allowing for safer crossing of Route 25 and the
southernmost site access drive.
Disk #390, Cross Sound Ferry
File: Assessment.wpd
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G. Determination of Safe Traffic Flow Volume with Respect to Cyclists and
Pedestrians
On Route 25, traffic volwnes, ADT per lane, are in the 5,000 to 9,999 range (factor score = -I).
If the ADT per lane is 10,000 or greater, a factor score of -2 would be used instead of -I and
the resulting bicycle suitability score would then be 3. According to Table 14, the
interpretation would be the same. An increase in traffic volume would not affect the present
bicycle environment.
Disk #390, Cross Sound Ferry
File: Text-2
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IV. TRANSPORTATION:
Summary
Disk #390, Cross Sound Ferry
File: Traffic:\Cover
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The Cross Sound Ferry Service provides a critical link in Long Island's transportation network. It
provides a transportation connection between the eastern tip of Long Island and New England for
autos, trucks, freight, buses and walk-on passengers. Currently, the vessel service operates five
combination auto and passenger vessels, the largest having a capacity of 120 cars and 1,000
passengers, and one that services exclusively passengers and has a maximum capacity of 400.
The passenger service only vessel, the Sea-Jet I, is a high speed ship that started trips in 1995 in
response to growing demand for passenger-only service. With the initiation of the high speed vessel
service, walk-on passengers who were using the auto vessels were given a new option. The bulk of
the walk-on passengers, which had previously been accommodated on the two largest of the auto
carrying vessels were attracted to the high speed vessel. Further, the high speed vessel was
scheduled to arrive and depart port closer to arrival and departure of the smaller of the auto carrying
vessels. The new scheduling thus moved vehicle arrivals and departures at the Orient terminal
associated with walk-on passengers to hours of the day when the small auto carrying vessels
generated little traffic.
Records indicate the passenger and freight service was initiated in the 1700's with the advent of auto
transport service in 1923. The service has become increasingly popular. Data provided by the Cross
Sound Ferry indicates that auto carrying has increased an average of 4% per year over the past 6
years while walk-on passenger service is currently increasing at a rate of 5% per year. These rates
are in comparison with a New York State Department of Transportation estimate which predicts that
traffic on the State highways in Southold is increasing at a rate of 3% per year. Within the vicinity
of the Cross Sound terminal in Orient it was also noted that Orient State Park increased attendance
by 4% between 1996 and 1997, serving 121,000 people from January 1,1997 to August 31, 1997.
We have found no cause-and-effect relationship between the availability of high speed passenger
service and growth in ridership.
Growth of the Cross Sound ridership has caused some operational problems within the vicinity of
the terminal at Orient in that at certain peak usage times it appears that inadequate parking is
available on site to accommodate demand of the walk-on ridership. The adequacy of the parking,
however, is only a factor during the months of June, July and August when peak travel occurs.
During the months of May and September ridership is down by over 40% and there is plenty of
excess capacity in the existing parking lots. Indeed for the most part, the existing parking
accommodated the existing 1997 ridership on almost all days because of parking management
techniques implemented by Cross Sound to maximize use of the available parking.
The proposed project is to add 155 parking spaces to the existing parking facilities by developing
the "Trust Parcel" which lies to the east of the "Snack Bar Parcel" and that currently provides most
of the on-site parking. With the addition of the 155 parking spaces peak summer demand will
continue to be accommodated conveniently on site and Cross Sound can satisfy the growth of
demand for passenger service while preventing parking problems in the vicinity of the terminal.
Disk #390-Cross Sound Ferry
File: Summary.wpd
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The additional parking spaces will primarily allow for normally anticipated increases in the ridership
of walk-on passengers and the most significant numbers of walk-on passengers utilize the three
morning runs of the passenger-only vessel to depart Orient. The same passengers then use the last
three return trips of the passenger-only vessel to return to Orient. The study concentrated on these
analyses periods as the additional parking will have no measurable effect at other times. It was
further observed that the earliest (8:00 A.M.) departure and earliest return are far below capacity and
adequate parking is always available. It is anticipated that half of the passenger-only ridership
growth will occur during this time period, but that it is not project related as adequate parking would
always be available. In addition, the 10:00 A.M. passenger-only departure currently runs almost at
capacity during peak season and appears to be unaffected by the existing parking. In the future,
additional parking will maintain this condition but not increase it as the capacity of this vessel has
already been reached. Therefore, an increase in ridership and parking will have no effect on this time
period. Likewise, the 7:40 return trip back to Orient seems largely at capacity so expansion of the
ridership would concentrate on the 5:40 or 9:40 return trips and be roughly equal.
Using the 5% per year growth rate in passengers and projecting that to the total ridership of the first
three vessels leaving Orient, it was assumed that all of the growth would occur equally on the first
and third vessels out as the second does not have room for growth. The return of these passengers
was equally spread out across the 5 :40 and 9:40 returning vessels.
In 1998, it is projected that ridership for the 12:00 departure would rise by 16 and generate 8
additional vehicles. This traffic would be accommodated on the existing Sea Jet I departure at that
hour. It is assumed that the return trips would use the 9:40 return trip. By 2002, the additional
growth could generate 39 additional vehicles for the 12:00 Noon departure and 39 additional for the
return trips for the 9:40 P.M. vessel. By the year 2007, growth could generate 75 additional vehicles
for the 12:00 Noon departure and 75 additional for the 9:40 P.M. return trip, again only during peak
season.
It must be remembered that while traffic will grow, maximum usage will still be associated with the
10:00 A.M. departure and 7:40 arrival which is most popular due to its timing. Indeed, growth may
well not proceed at the current 5% growth rate because of the extent to which it must take place
during proven unpopular times. Moreover, passenger traffic actually decreased in 1996 from 1995
levels. For the purposes of this study, however, the 5% growth rate has been utilized.
It must be recognized that the additional parking will accommodate demand primarily during one
or two hours of the day two or three months of the year, and will not be used during the remaining
nine months of the year.
The analysis of traffic impact as stated above, focuses on the possible impacts of the additional
traffic on the three hours of a weekday, Saturday and Sunday during the peak season. Further, the
Disk #390-Cross Sound Ferry
File: Summary.wpd
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analysis looked at three individual segments of Route 25 between Greenport and Orient for the future
year 2002 and future year 2007 conditions. As a result of this analysis, it was determined that
changes in levels of service will occur five and ten years into the future due to the normal growth
in traffic caused by a multitude of reasons unassociated with the construction of the proposed
parking lot. Indeed, although not analyzed as part of this Study, the Study results indicate that the
growth of traffic in the surrounding area will lead to lower levels of service on the three segments
of Route 25 studied during weekdays, Saturday and Sundays for many of the hours of the day from
7:00 A.M. to 10:00 P.M. not specifically analyzed in this Study.
The analysis further indicated that if the growth in walk-on passenger ridership continues at 5% per
year, levels of service would fall for several additional time periods for the three study segments.
The changes in levels of service would only be associated with the three hours of operation of the
high speed vessel departing Orient at 12:00 Noon and arriving at Orient at 5:40 P.M. and 9:40 P.M.
These changes in levels of service must be understood within the context of the 10 year analysis
period and the changes in levels of service that will occur without the project action due to the
normal growth of traffic which the project only accommodates.
The magnitude of change related to the development of the additional parking spaces to
accommodate the walk-on passenger vessel service is far less than the changes attributable to the
normal growth of traffic primarily because other growth is occurring throughout the day and is not
relegated to a three hour period of the day only a few months of the year. Even when looking just
at the three hour period when the additional parking may accommodate peak ridership, there are
more levels of service changes from growth unrelated to the project as related to the project. The
change attributable to the project in the western analysis segment is negligible because the traffic
already on the highway serving the adjacent community is already high. In the central and eastern
analysis segments where community traffic is lighter, the increase in traffic that could be attributable
to the project is more recognizable, although it results in no poorer levels of service than are
currently encountered in the western segment of the study area.
It must be further reiterated that the analysis, by taking the anticipated growth at a continuing 5%
per year assuming it occurs primarily in the analyses hours, and utilizing low peak hour factors, has
looked at the worst case impacts. It is unlikely that growth will continue at the 5% pace because
growth in walk-on ridership must occur at unpopular times. Further, these impacts will only occur
during two to three months of the year and only on limited days during that period when peak travel
occurs.
As part of the study of transportation along Route 25 between Greenport and Orient, an examination
of accident statistics was made. The accident experience on this portion of Route 25 prior to 1996
was somewhat higher than the statewide average for similar facilities. However, in 1994 and 1995
Disk #390.Cross Sound Ferry
File: Summary.wpd
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the State reconstructed the roadway, provided drainage, installed new signing and pavement
markings, and improved the condition of the shoulders. As a result, accident statistics for 1996 show
a decrease in accidents to below the statewide rate. Further, a detailed examination of reportable
accidents in 1996 showed no location with more than one accident and no frequency of type or
location that would indicate problems with congestion or roadway geometrics.
Any increase in traffic, that may be attributable to the increase in parking spaces as a result of the
project, will not result in new maximum hourly volumes of traffic than are already being
accommodated on the roadway at other times there is no reason to suspect that these increases will
result in additional safety problems.
Bicycle and pedestrian use along Route 25 was also examined. In general, usage was found to be
low but was significant. It was also noteworthy that the Cross Sound Ferry contributes to Route 25's
popularity with bicyclists because of the numbers transported by the vessel during the summer
months. Route 25 between Greenport and Orient was also rated for its suitability as a bicycle route
using available criteria. The roadway was found to be user-friendly for intermediate and experienced
bikers, particularly due to its wide high quality shoulders and light adjacent traffic loads. This
criteria was re-examined in light of the anticipated traffic growth likely to be experienced on Route
25 and no degradation of quality is anticipated.
It is recommended that curb stops as were used in the "West Parcel" be used to create efficient
parking aisles throughout the lot. By creating these aisles with curb stops or other means, drivers
would be clear as to where the parking spaces are and where two-way traffic is allowed. The
improved lot would efficiently facilitate more parking spaces than the existing parking area.
It is further recommended that signing be provided to guide pedestrians to parking areas. In addition
to the signing, walkways with sanctions should be provided that will guide pedestrians to the parking
area and separate them from the vehicle flow. This will also help to expedite the unloading of the
vehicles from the auto-ferry by providing a clear travel path for the exiting vehicles.
To improve pedestrian safety, two crosswalks should also be provided at the site. One crosswalk
should run in the east-west direction connecting the Terminal parcel and the Snack Bar Parcel. The
other crosswalk should run in the north-south direction within the Snack Bar parcel parking lot. The
purpose of providing the crosswalks is to concentrate the majority of pedestrians in these two areas,
allowing for safer crossing of Route 25 and the southernmost site access drive.
Disk #390-Cross Sound Ferry
File: Summary.wpd
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