HomeMy WebLinkAboutGaia Holistic Circle/Shizen TRAFFIC IMPACT STUDY
FOR PROPOSED
GAIA HOLISTIC CIRCLE
East Marion, New York
Prepared for:
Cramer Consulting Group
Prepared by:
DUNN ENGINEERING ASSOCIATES
APRIL 2005
REVISED AUGUST 2008
INTRODUCTION........................................................................................................................... 1
Purposeof Report.............................................................................................................2
Location............................................................................................................................ 2
STUDYAPPROACH...................................................................................................................... 6
EXISTING ROADWAY NETWORK... ............ ........................................._................................ 9
RoadwayCharacteristics................................................................................................ 10
UnsignalizedIntersection............................................................................._................ 10
Gradesand Sight Distances............................................................................................ I 1
EXISTING TRAFFIC FLOW CONDITIONS......................._............................................ 12
TrafficVolumes ............................................................................................................. 13
AccidentRecords ........................................................................................................... 15
EXISTING EMERGENCY SERVICES ....................................................................................... 16
SITE TRIP GENERATION ANALYSIS................................................._................................... 18
Site-Generated Traffic.................................................................................................... 19
DIRECTIONAL DISTRIBUTION ANALYSIS.... ................................................................... 23
TRAFFIC ASSIGNMENT ANALYSIS ....................................................................................... 26
PLANNED ROADWAY IMPROVEMENTS AND OTHER PLANNED
DEVELOPMENTS..................................................................................................................... 31
Planned Roadway Improvements................................................................................... 32
Other Planned Developments......................................................................................... 32
INTERSECTION CAPACITY ANALYSES................................................................................34
Unsignalized Intersections ............................................................................................. 35
GapStudy Analysis........................................................................................................ 38
ROADWAYMODIFICATIONS.................................................................................................. 41
ACCESSEXAMINATION...........................................................................................................44
PARKING......................................................................................................................................46
ADDITIONAL CONSIDERATIONS........................................................................................... 48
AlternativeUses............................................................................................................. 49
PublicTransportation.................................................................................................... 51
Alternative Site Access Configurations.......................................................................... 51
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INTRODUCTION
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CONCLUSIONS........................................................................................._.............................55
APPENDIX......... ......................... ............... ...........................................................................60
Intersection Capacity Analyses Summaries
Capacity Analyses Results
Traffic Volume Counts
Accident Records
Gap Study Analysis
Public Transportation
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Purpose of Report
This Traffic Impact Study contains the results of a traffic engineering examination of the proposed
development of a hotel in East Marion, Town of Southold, New York. The proposed GAIA Holistic
Circle will consist of the following uses: 114 rooms of transient motel (of which 27 guest rooms are
in the Main Spa Building and the remaining 87 rooms are in 23 guest lodges of 3-unit and 5-unit
clusters), a 198-seat gourmet organic restaurant housed within the Main Spa Building (of which 72
seats are open to the public and 126 seats are reserved for transient motel guests), a private manna,
and a single-family residence for the Center's owner. The Main Spa Building will house other
transient motel accessory uses including a 50-seat restaurant in the annex center, office area dedicated
for motel use, accessory "personal services" offered in the form of a spa facility with 27 treatment
suites, and a maintenance and utility building. This report appraises the traffic aspects of the
proposed development with particular emphasis on its impact on the surrounding street and highway
network.
This report has been prepared in accordance with the Final Scope for Draft Environmental Impact
Statement for the project.
Location
The proposed GAIA Holistic Circle will be located to the south of Main Road (NYS Route 25) at the
southern terminus of Shipyard Lane in East Marion, Town of Southold,New York.
Figure 1, Area Map, indicates the location of the Town of Southold in the New York Metropolitan
area. The location of the site is shown in Figure 2, Location Map, while Figure 3, Site Map, presents
the boundaries of the property and the adjacent roadway network.
At present, the site of the proposed GAIA Holistic Circle is vacant and occupied only by vacant
buildings associated with a previous shellfish processing facility use of the property.
The site is zoned Marine II supporting the proposed hotel use.
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Map of the
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STUDY APPROACH
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As part of the preparation of this Traffic Impact Study, the following tasks were undertaken:
1. Several personal, on-site field observations were made to observe the traffic movements under
various conditions.
2. A physical inventory was made of the adjacent street network.
3. An analysis was made of the traffic volume data obtained from the New York State
Department of Transportation (NYSDOT) and the files of Dunn Engineering Associates.
4. Supplementary manual traffic counts and Automatic Traffic Recorder (ATR) counts were
collected as necessary to update the available volume counts.
5. An examination was made of the traffic flow on Main Road (NYS Route 25), Shipyard Lane,
Gillette Drive, and the Cleaves Point Condominium complex in the vicinity of the site.
6. An evaluation was made of the safety factors by reviewing recent accident records obtained
from the New York State Department of Transportation.
7. The availability of police and fire protection services was examined.
8. A trip generation analysis was performed to determine the additional traffic attributable to the
proposed GAIA Holistic Circle development.
9. A directional distribution analysis was performed to distribute the site-generated traffic onto
the surrounding street network.
10. A trip assignment analysis was performed to examine the composite traffic volumes that
would result due to the addition of the site-generated traffic to the existing traffic volumes in
order to determine the traffic impacts on the surrounding roadways.
11. Capacity analyses were performed at key intersections in order to examine their ability to
accommodate the additional traffic generated by the proposed GAIA Holistic Circle.
12. A review of the access arrangements was made.
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13. An evaluation was made of the adequacy of the proposed parking to meet the demands of the
proposed use.
14. Conclusions were made of the traffic impact of the development as a result of the data and
facts gathered in this study.
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EXISTING
ROADWAY NETWORK
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Roadway Characteristics
As shown in Figure 3, Site Map, the site is located to the south of Main Road (NYS Route 25) on
Shipyard Lane in East Marion, New York.
Shipyard Lane is a north/south roadway located west of the site that will provide direct access to the
site. Shipyard Lane terminates at its intersection with Main Road and continues to the south.
Shipyard Lane provides access to residential development, the Cleaves Point Condominium complex
and the industrial site that is the focus of this application. In the vicinity of the site, Shipyard Lane
consists of two lanes (one in each direction). The posted speed limit on Shipyard Lane in the vicinity
of the site is 35 miles per hour. North of Main Road, Shipyard Lane becomes Golf View Court.
Main Road (NYS Route 25) is a major cast/west New York State highway facility located north of
the site that will provide indirect access to the site. In the vicinity of the proposed development,
Main Road consists of two lanes (one in each direction) with wide shoulders (8-10 feet) on both
sides. The posted speed limit on Main Road in the vicinity of the site is 45 miles per hour.
Gillette Drive is a north/south roadway located east of the site. Gillette Drive terminates at its
intersection with Main Road and continues to the south. In the vicinity of the site, Gillette Drive
consists of two lanes (one in each direction). The posted speed limit on Gillette Drive in the vicinity
of the site is 35 miles per hour.
Unsignalized Intersections
In the vicinity of the site, the following unsignalized intersections were investigated:
• Main Road (NYS Route 25) at Shipyard Lane/Golf View Court
• Main Road (NYS Route 25) at Gillette Drive
• Shipyard Lane at Cleaves Point Condominium Access Road
The lane configurations at the unsignalized intersection approaches of Main Road (NYS Route 25) at
Shipyard Lane/Golf View Court consist of the following:
1. Eastbound Main Road Approach: A combined left turn/thru/right turn lane.
2. Westbound Main Road Approach: A combined left turn/thru/right turn lane.
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3. Northbound Shipyard Lane Approach: A combined left turn/thru/right tum lane.
4. Southbound Golf View Court Approach: A combined left turn/thru/right tum lane.
The lane configurations at the unsignalized T-intersection approaches of Main Road (NYS Route 25)
at Gillette Drive consist of the following:
1. Eastbound Main Road Approach: A combined thru/right turn lane.
2. Westbound Main Road Approach: A combined left tum/thm lane.
3. Northbound Gillette Drive Approach: A combined left turn/right tum lane.
The lane configurations at the unsignalized intersection approaches of Shipyard Lane at Cleaves
Point Condominium Access Road consist of the following:
1. Northbound Shipyard Lane Approach: A combined left turn/thru lane.
2. Southbound Shipyard Lane Approach: A combined thru/right turn lane.
3. Eastbound Cleaves Point Condominium A combined left turn/right tum lane.
Access Road Approach:
It should be noted that one of the site driveways (the main entrance) for the proposed GAIA Holistic
Circle development is to be located on the east side of Shipyard Lane and aligned with the center of
three access roads for the Cleaves Point Condominium complex across the street.
Grades and Sight Distances
In the vicinity of the site access driveways, Shipyard Lane is essentially flat and there are no
horizontal curves. As a result, no sight distance restrictions occur in the vicinity of the access drive
on Shipyard Lane. There are no restrictions to sight distance on Main Road at its intersection with
Shipyard Lane.
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EXISTING
TRAFFIC FLOW
CONDITIONS
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Traffic Volumes
Available traffic flow information was obtained from the New York State Department of
Transportation and the files of Dunn Engineering Associates. The available information consisted of
machine hourly traffic volume counts on Main Road (NYS Route 25). The estimated Average
Annual Daily Traffic on Main Road (NYS Route 25) from County Road 48 to Narrow River Road,
provided by the New York State Department of Transportation, was 10,031 vehicles per day in 2004.
An examination of the NYSDOT traffic volume information reveals that the peak weekday morning
and evening traffic volumes occur between the hours of 9:00 A.M. to 10:00 A.M. and 4:00 P.M. to
5:00 P.M., respectively. The peak existing weekend traffic volumes occur on Saturdays from 12:00
Noon to 1:00 P.M.
To obtain specific turning count information of the existing traffic during the peak hours identified
above from review of the NYSDOT traffic count on Main Road, manual intersection turning
movement counts were collected on a weekday from 7:00 A.M. to 10:00 A.M. and from 4:00 P.M. to
6:00 P.M. as well as on a Saturday from 10:00 A.M. to 1:00 P.M. These counts were performed
during a peak period of seasonal activity in August of 2007.
The manual turning movement counts were collected at the following intersections:
1. Main Road at Shipyard Lane
2. Main Road at Gillette Drive
3. Shipyard Lane at Cleaves Point Condominium Accesses (three access roads)
A review of the manual counts collected revealed that the actual peak hours of traffic at the first two
study intersections only coincide with the peak hours identified based on the NYSDOT Main Road
traffic count during the weekday A.M. and P.M. peak hours.
Table 1, Comparison of NYSDOT identified and Actual Peak Hours, presents the NYSDOT
identified and actual peak hours at both the Main Road at Shipyard Lane and the Main Road at
Gillette Drive intersections.
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Shipyard Lane 10:OOA.M. 9:45A.M. 5:OOP.M. 5:OOP.M. - 1 :00P.M.
12:30P.M.
Main Road at 9:OOA.M. 9:OOA.M.- 4:OOP.M.- 4:OOP.M.- 12:OONoon 11:OOA.M.
Gillette Drive 10:OOA.M. 10:00A.M. 5:OOP.M. 5:OOP.M. - 1 :OOP.M. - 12Noon
Table 1
Comparison of NYSDOT Identified and Actual Peak Hours
To supplement the available NYSDOT traffic machine count data, additional automatic traffic
recorder (ATR) counts were collected for a full week, including a weekend, on Main Road between
Shipyard Lane and Gillette Drive (in both the eastbound and westbound directions) and on both
Shipyard Lane and Gillette Drive immediately south of Main Road (in both the northbound and
southbound directions). These ATR counts were also performed during peak summer season.
All of the traffic volume counts can be found in the section of the Appendix entitled"Traffic Volume
Counts".
Accident Records
Accident history data was obtained from the New York State Department of Transportation
concerning all the reportable and non-reportable accident cases that have occurred on Main Road
from 300 feet west of Shipyard Lane to 300 feet east of Gillette Drive, on Shipyard Lane, and on
Gillette Drive for the latest three years for which records are available. This data made it possible to
identify existing accident hazards and to evaluate the effect the proposed development would have on
the rate of accidents in the area.
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The accident data obtained for the three most recent years for which accident data was available
indicates that only one accident occurred on the entire length of Shipyard Lane south of the
intersection of Shipyard Lane at Main Road during the latest three-year period (January 2003 through
December 2005). This single accident involved a northbound vehicle striking a vehicle that was
stopped southbound. It is unknown as to the manner of collision and the apparent contributing
factors. Due to privacy concerns, we are unable to obtain additional details regarding this event.
The accident data obtained also indicates that no accidents occurred on the entire length of Gillette
Drive south of Main Road during the January 2003 to December 2005 three-year period and that one
accident did occur on Main Road near Shipyard Lane. This single accident involved a vehicle
traveling in a southwesterly fashion which collided with two vehicles traveling eastbound as a result
of driver inattention.
The available accident data obtained from the New York State Department of Transportation can be
found in the section of the Appendix entitled "Accident Records".
It should be noted that with the design of the proposed access plan, the presence of the proposed
GALA Holistic Circle is not expected to unduly increase the rate of occurrence of accidents in the
vicinity of the site. With the design of the three access driveways on Shipyard Lane, the guests,
patrons, and employees of the proposed GAIA Holistic Circle will be provided safe and efficient
ingress and egress.
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EXISTING
EMERGENCY
SERVICES
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The availability of police protection and fire protection services in the vicinity of the proposed site is
excellent. The area of the site is patrolled by the Southold Town Police Department. The Southold
Town Police Department is located near the intersection of Route 25 at Peconic Lane in Peconic
approximately 9 '/� miles west of the proposed development. At present, numerous police patrols
pass by the site.
The firehouse of the East Marion Fire Department is located on the south side of Main Road and east
of Bay Avenue, approximately one mile east of the proposed development.
Due to the close proximity of the firehouse and the presence of police patrols, it should be recognized
that excellent emergency services are available to service the site of the proposed development.
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SITE TRIP
GENERATION
ANALYSIS
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Site-Generated Traffic
The components of the proposed GAIA Holistic Circle have been presented previously. In
determining an accurate forecast of the trip generating potential of the development it is necessary to
consider carefully which components will generate trips beyond those which can be attributed to a
traditional hotel use and which components will not. Typical hotels include related uses including
restaurants that are typically open to the public.
Information on trip generation rates for various land uses is contained in the latest(7a') edition of Trip
Generation', a report published by the Institute of Transportation Engineers (ITE). This is a
nationally recognized authoritative source of trip generation information for various land uses. The
description under Land Use Code 310 (Hotel) in the Trip Generation report characterizes hotels as
"places of lodging that provide sleeping accommodations and supporting facilities such as
restaurants, cocktail lounges, meeting and banquet rooms or convention facilities, limited recreational
facilities (pool, fitness room) and/or other retail and service shops".
With the exception of 72 seats in the gourmet organic restaurant that will be open to the public, none
of the other facilities or services will be used by anyone other than overnight guests. This is in
contrast to a conventional hotel which would not limit public access to a restaurant or meeting and
conference facilities. These facts indicate that the actual trip generation will be less than that
predicted utilizing the ITE Hotel land use trip generation data. Furthermore, we will also add to the
Hotel trip generation a separate generation for a 72 seat restaurant which in actuality should also be
reflected in the conventional Hotel trip generation. These factors result in an analysis of potential
impacts that is high-side conservative in a number of ways. Actual trip generation can be expected to
be lower.
The potential impact of the proposed private marina is worthy of additional discussion. This marina,
like the other components of the project with the exception of 72 seats in the restaurant, will not be
open to the public. This marina will serve only guests of the GAIA Holistic Circle and the yachts
that they may arrive at the site with. Rather than increasing vehicle trips, there may be a reduction in
vehicle trips as guests use this marina as an alternative form of transportation to and from the site.
"Trip Generation", Seventh Edition, Institute of Transportation Engineers,Washington,D.C., 2003.
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Based on the above, the trip generation estimates for the proposed GAIA Holistic Circle were
prepared utilizing ITE Land Use Code 310 (Hotel) and Land Use Code 931 (Quality Restaurant).
The calculation and addition of the 72 public restaurant seats results in a trip generation that is higher
than will likely be realized.
Table 2 presents a breakdown of the anticipated traffic entering and exiting the proposed GAIA
Holistic Circle for both the weekday A.M. and P.M. peak hours as well as the Saturday midday peak
hour.
It is noted that the developer is seeking LEED (Leadership in Energy and Environmental Design)
certification for this project. One of the requirements for this certification involves the reduction of
vehicles trips a site would generate. In addition to any trip reductions as a result of the private marina
discussed previously, the developer is committed to providing other services to reduce trips to the
site. These include:
Carpool and vanpool services for guests to and from transportation hubs including the ferry
and Long Island Railroad.
Carpool and vanpool services for guests to and from places of interest; Greenport Village,
Riverhead, etc.
Vanpool pickup and drop-off of employees at remote locations closer to where they may live.
A conservative estimate of the trip reducing effects of these services is 5% of the total. However, for
the purposes of presenting a worst-case analysis of potential impacts, no reduction in trips was used
in any of the analysis performed.
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Hotel
114 Rooms 44 32 30 32 50 49
(ITE Code 310)
Quality Restaurant
72 Seats open to public 1 1 13 6 14 10
(ITE Code 931 )
Total 45 33 43 38 64 59
LEED Certification Credit (2) (1) (2) (1) (3) (2)
(5%)
Total 43 32 41 37 61 57
Note 1 : LEED Credit not reflected in analysis. Total traffic w/o credit was used in all analysis.
Table 2
Site-Generated Traffic
Proposed GAIA Holistic Circle, East Marion
It can be seen by examining Table 2 that the highest site-generated traffic without the UiED
Certification Credit can be expected to occur on a Saturday during the midday peak hour when an
estimated 123 vehicle trips per hour will be generated by the whole proposed GALA Holistic Circle
development (64 in and 59 out). During the weekday P.M. peak hour, the site-generated volumes are
anticipated to be 81 vehicles per hour (43 in and 38 out). During the weekday A.M. peak hour, trip
generation at the site will be lower when the site-generated traffic is expected to be 78 vehicles per
hour (45 in and 33 out).
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DIRECTIONAL
DISTRIBUTION
ANALYSIS
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In order to determine the origins and destinations of vehicles entering and exiting the proposed
development, a directional distribution analysis was performed. The directional distribution analysis
performed took into account the nature of the available approach roadways, the available modes of
transportation, the proposed site location, and the proposed site access driveway locations. Given the
proposed site location, the available modes of transportation, and the nature of the available approach
roadways, it was determined that the majority of the site traffic (90%)would arrive from the west and
the remaining 10% of the traffic would arrive from the east on Main Road (NYS Route 25).
Figure 4, Directional Distribution of Site-Generated Traffic, presents the directional distribution of
traffic that is expected to arrive at and depart from the proposed GAIA Holistic Circle via the existing
roadways.
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J(L3L (0) MAIN ROAD (NYS ROUTE 25)
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KEY:
XX - ENTERING TRAFFIC
FIGURE 4 (XX)- EXITING TRAFFIC
DIRECTIONAL DISTRIBUTION
OF SITE-GENERATED TRAFFIC
TRAFFIC
ASSIGNMENT
ANALYSIS
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The site-generated traffic estimates (gross without the LEED Certification Credit removed) and the
directional distribution were utilized to assign the expected generated traffic volumes at the proposed
access points and on the adjacent roadway network. Figures 5, 6, and 7, Assignment of Site-
Generated Traffic, assign the site-generated traffic for the proposed GAIA Holistic Circle during the
weekday morning and afternoon peak hours as well as the Saturday midday peak hour, respectively,
using the directional distribution shown in Figure 4 and the trip generation estimates shown in Table
2.
It should be noted that Figures 5, 6 and 7 represent the expected site-generated traffic on the adjacent
street system during the three critical time periods studied. These traffic volumes do not include a
deduction for the LEED certification vanpool/carpool credit. It was assumed in this report that no
one will vanpool or carpool to and from the proposed GAIA Holistic Circle in order to present a
high-side conservative estimate.
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MAIN ROAD (NYS ROUTE L---25-) J
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NOTE: THESE TRAFFIC VOLUMES DO
NOT INCLUDE A DEDUCTION
FOR THE LEED CERTIFICATION
VAN POOL/CAR POOL CREDIT
IN ORDER TO PRESENT A
CONSERVATIVE SCENARIO.
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SITE
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SECONDARY
ENTRY
KEY:
XX - ENTERING TRAFFIC
FIGURE 5 (XX)- EXITING TRAFFIC
ASSIGNMENT OF
SITE-GENERATED TRAFFIC
WEEKDAY AM PEAK HOUR
ico-LL90) MAIN ROAD (NYS ROUTE 25)
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NOTE: THESE TRAFFIC VOLUMES DO
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IN ORDER TO PRESENT A
W
CONSERVATIVE SCENARIO.
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SITE
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t-(35) ENTRY SLIDING GATED ROAD
RESTRICTED TO
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VEHICLES &
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4
3) SECONDARY
ENTRY _....
KEY:
FIGURE 6 XX - ENTERINGTRAFFIC
(XX) - EXITING TRAFFIC
ASSIGNMENT OF
SITE-GENERATED TRAFFIC
WEEKDAY PM PEAK HOUR
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NOTE: THESE TRAFFIC VOLUMES DO
NOT INCLUDE A DEDUCTION
FOR THE LEED CERTIFICATION
VAN POOL/CAR POOL CREDIT
IN ORDER TO PRESENT A
CONSERVATIVE SCENARIO.
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SERVICE (D
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LSITE
(54) MAIN CLEAVES PT.
ENTRY SLIDING GATED ROAD
RESTRICTED TO
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4
SECONDARY
ENTRY
KEY:
FIGURE 7 XX - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
ASSIGNMENT OF
SITE-GENERATED TRAFFIC
SATURDAY MIDDAY PEAK HOUR
PLANNED ROADWAY
IMPROVEMENTS AND
OTHER PLANNED
DEVELOPMENTS
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Planned Roadway Improvements
The latest available (2006-2008) Nassau-Suffolk Transportation Improvement Program (TIP) does
not list any projects involving the reconstruction and improvement of roadways serving the proposed
development prior to its expected completion.
Other Planned Developments
Discussions with representatives of the Town of Southold revealed that no other planned
developments are currently being undertaken in the vicinity of the site which will have an appreciable
effect on traffic in the study area and that, therefore, should be considered as part of this traffic study.
Thus, no other planned developments were included in this traffic study.
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INTERSECTION
CAPACITY
ANALYSES
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Unsignalized Intersections
In order to examine the impact of the site-generated traffic from the proposed GAIA Holistic Circle
on the adjacent roadways and to determine the ability of vehicles to safely negotiate turning
movements at key unsignalized locations, intersection capacity analyses were performed at the
unsignalized intersections noted below:
• Main Road (NYS Route 25) at Shipyard Lane
• Main Road (NYS Route 25) at Gillette Drive
• Shipyard Lane at Cleaves Point Condominium Center Access Road/Proposed Main Site Entrance
The unsignalized intersection capacity analyses were performed for the weekday A.M. and P.M. peak
hours as well as the Saturday midday peak hour. These intersection capacity analyses calculations
were performed in accordance with the methodology set forth in the latest (2000) edition of the
Highway Capacity Manual using the most current version of the Highway Capacity Software
(HCS+). Utilizing this methodology, the unsignalized capacity analyses software (HCS+) analyzed
the quantity, size and capacity of gaps in the traffic stream on Main Road, Shipyard Lane and Gillette
Drive.
Methodology
The unsignalized intersection capacity analysis methodology evaluates the average control delay per
vehicle to determine level of service. Level of service for a two-way stop-controlled intersection is
defined solely for each minor movement. Several variables impact the measure of delay for a two-
way stop-controlled intersection, including the level of conflicting traffic impeding a minor street
movement and the size and availability of gaps in the conflicting traffic stream.
Level of service for an unsignahzed intersection is defined in terms of average control delay per
vehicle during a peak 15 minute analysis period. Control delay consists of initial deceleration delay,
queue move-up time, stopped delay, and final acceleration delay. Six levels of service, ranging from
A to F, have been established as measures of vehicle delay. These levels and their related control
delay criteria are summarized in Table 3,Unsignalized Intersections - Level of Service Criteria.
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�'�`' '�'t sem•:+ �QV6f 0�$BFIFIC@- t �w�
� nt
A < 10.0
B 10.1 - 15.0
C 15.1 - 25.0
D 25.1 - 35.0
E 35.1 - 50.0
F > 50.0
Source: Highway Capacity Manual 2000, Transportation Research Board, National Research Council,
Washington, D.C. 2000.
Table 3
Unsignalized Intersections
Level of Service Criteria
Intersection capacity analyses were first performed to examine existing levels of service (2007
Existing Conditions). This condition evaluates the traffic conditions at the site and adjacent study
area intersections without the proposed GAIA Holistic Circle at present.
Intersection capacity analyses were then calculated for the "2009 No-Build" condition. This
examination projected the 2007 existing traffic volumes by a growth factor of 2% per year to
determine the total traffic that would be on the roadways without the addition of the proposed GAIA
Holistic Circle. The 2.0% annual growth factor used was based on the results of the New York State
Department of Transportation's LITP (Long Island Transportation Plan) 2000 planning study and is
specific to the North Fork of Long Island. The
Next, the intersection capacity analyses were recalculated to review the same peak periods once the
proposed development is open and operating (2009 Build Condition). Finally, capacity analyses were
performed to examine conditions with the implementation of the roadway modifications
recommended in this report (2009 Build Condition with Modifications).
Summaries of the results of the unsignalized capacity analyses are contained in Tables A. B, and C in
the Appendix of this report under the section entitled, "Summary of Intersection Capacity Analyses".
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The results of the capacity analyses performed indicate that vehicles entering Shipyard Lane do so
without any notable delay (LOS A). However, based on this analysis, vehicles exiting Shipyard Lane
are subject to significant delays (LOS C, C, and F during the weekday A.M., weekday P.M., and
Saturday midday peak hours, respectively). Without the proposed development LOS C, C, and E
conditions exist but are exacerbated with the addition of the traffic associated with the GAIA site.
Potential measures to address these delays were examined. These measures are discussed below:
At a minimum, widen and restripe the northbound Shipyard Lane approach to provide two
lanes; a combined left turn/thru larie and a separate right tum lane.
The widening of northbound Shipyard Lane to two lanes will improve traffic conditions to a
degree but will not address fully the delays associated with the northbound left turn out of
Shipyard Lane during the Saturday midday peak period. These options for dealing with this
issue have been identified. They are:
1. Widen Route 25 and install a striped median in the vicinity of Shipyard Lane to allow
left tum vehicles exiting Shipyard Lane to do so in two steps. This method would
decrease delays considerably as drivers could take advantage of gaps in a single
direction on Main Road to make their turn rather than waiting for a two-way gap. This
striped median would need to be of sufficient length to facilitate this maneuver.
2. Install a new traffic sigmd at this location. This method allows vehicles to exit
Shipyard Lane under the protection of the signal and eliminates the high delays. In
addition, the presence of a traffic signal at this location will result in an added benefit
to other roadways intersecting Main Road such as Gillette Drive. The cycling of the
traffic signal and stoppage of vehicle flow on Main Road will introduce relatively long
gaps in the traffic stream on Main Road which can be advantageous to vehicles exiting
other side streets in the area..
3. Leave the traffic control as-is. This results in a change to a two lane northbound
approach but no changes in traffic control. Left tum delays would remain high, a
condition that exists at nurrerous side street locations in this area.
The widening of northbound Shipyard Lane to two lanes will improve traffic conditions to a degree
but will not fully address the high delays associated with the northbound left tum out of Shipyard
Lane during the Saturday midday peak period. However, the implementation of Options 1. or 2.
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above will result in improved LOS for the northbound left turn movement during the critical Saturday
peak period.
The results of the unsignalized capacity analysis performed for the intersection of Shipyard Lane at
the proposed Main Site Entrance/Cleaves Point Condominium Center Access Road indicate excellent
levels of service (LOS) during all time periods and scenarios, including the 2009 Build Condition. It
is noted that the eastbound approach to Shipyard Lane from the Cleaves Point Condominium
Complex continues to operate at LOS A during all peak time periods, even with the introduction of
the GALA Holistic Circle traffic. The site volumes arc not high enough to have anv discernable effect
on vehicles entering or exiting the Cleaves Point Complex.
Gap Study Analysis
The unsignalized intersection capacity analysis performed and discussed previously indicated
significant delays to northbound left turning vehicles from Shipyard Lane to Main Road, particularly
during the Saturday Midday peak period in the 2009 Build Condition. The software utilized in this
analysis predicts gaps in traffic available to northbound left turning vehicles based on pre-set
algorithms. As such, while this is one standard method of performing this analysis, it does not
provide results specific to conditions that exist at the study intersection.
The scope for the Draft Environmental Impact Study Cor this project calls for a gap study. A gap
study involves the actual measuring and categorization of gaps in the traffic stream at a specific place
and time rather than relying on preset algorithms that may not reflect local conditions such as vehicle
platooning and driver characteristics.
Hence, a gap study was conducted on Main Road at its intersection with Shipyard Lane by Dunn
Engineering Associates in August 2007. This gap study was performed on a weekday from 7:00
A.M. to 10:00 A.M_, on a weekday from 4:00 P.M. to 6:00 P.M. and on a Saturday from 10:00 A.M.
to 1:00 P.M. during the summer peak of traffic. The details of this gap study can be found in the
section of the Appendix entitled "Gap Study Analysis".
A vehicle making a left turn from Shipyard Lane to Main Road requires a gap of a certain length
(time) to exist in the traffic flow of both directions concurrently on Main Road. This critical gap, as
it is called, for the northbound left turn is 7.2 seconds for the first turning vehicle. Subsequent
turning vehicles behind the first require an additional 3.5 seconds to turn into the same gap.
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Therefore, the presence of a 7.2 second gap allows a single vehicle to make the northbound left. If
two vehicles were queued to make the turn, the second vehicle would require an additional 3.5
seconds. Hence, a gap of 7.2 seconds accommodates one vehicle, a gap of 10.7 seconds can
accommodate two vehicles and a gap of 14.2 seconds can accommodate three vehicles, etc.
The ability to make a northbound right tern is dependent on a gap in eastbound Main Road traffic
only. This one-way gap is much more prevalent than the two-way gap needed for the left turn.
Thus, the northbound left turn is the critical move at this location.
The gap study performed recorded the length in time of all two-way gaps on Main Road near
Shipyard Lane during the peak periods described above. The number of gaps for time ranges
between 2 and 30+ seconds in 2 second increments were recorded. The number of gaps of each time
length allow for the determination of the number of left turns out of both Shipyard Lane and Gillette
Drive that could be accommodated by the traffic stream on Main Road with much more accuracy
than the unsignalized capacity analysis.
Table 4 presents the results of the gap study as well as the volume of traffic expected to attempt the
northbound left turn at Shipyard Lane and Gillette Drive during the three analyzed peak periods.
The gap study results contained in Table 4 indicate that the delays projected for the critical
northbound left turn movement out of Shipyard Lane by the unsignalized capacity analysis are
overstated, and likely significantly so. Examining the Saturday peak hour, the capacity analysis
indicates a movement capacity of 123 vehicles with an average delay of 96.2 seconds. The gap study
however, indicates a movement capacity of 148 vehicles or 20% greater than the anticipated demand.
Furthermore, the number of gaps in the peak hour >8 seconds was found to be 82. On average this is
one every 44 seconds while vehicles on average would arrive once every 41 seconds. While it is true
that these gaps will not arrive at even intervals, many of them can handle more than one left turning
vehicle.
From the results of the gap study, it is clear that the delays reported by the unsignalized capacity
analysis are unrealistically high and actual delays will likely be significantly lower.
NP. 24088-GAIA holistic Circle 37
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Weekday A.M. Weekday P.M. Saturday Midday
Peak;Hour"; Hours' PeakHour,
Peak
Total Total Total
Total" Total - .
Number Number Total
Location Movement Traffic Number Traffic NumberTraffic Number,of
Volume 91 of NB Volume of Number of
of NB' Volume " Available.
Available Available N8 Left!
Expected Left Expected ' Left ' Expected" Gaps"
Turns
{Veh (Hr )!
Gap Turns tVeh /Hr i g$ecs Turns, tVeh /Hr } > 8 Sees possible "
> 8 Secs
.,, 44 �u �POsslble, � >h r,POSSIblet ? ,: Obse v tl '
'Gbserx d r vert S, #
g
Main Road at Northbound
Shipyard Lane Left Turn 42 141 311 49 78 151 87 82 148
Main Road at Northbound 10 141 311 16 78 151 24 82 148
Gillette Drive Left Turn
Table 6
2009 Build Traffic Volumes Expected and Number of Available Gaps Observed
NY- 240884 iAIA Ilot istie Circle 1�
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ROADWAY
MODIFICATIONS
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Based on the traffic analyses performed to determine the potential impacts of the proposed GAIA
Holistic Circle, the following actions are recommended to enhance the flow of traffic in the vicinity
of the site and mitigate the effects of the additional site traffic:
• Shipyard Lane at the Site Access Drives
Construct the site access drives to provide one lane for entering traffic and one lane for
exiting traffic.
Install a "Stop" sign on the westbound approach for exiting site traffic.
• Main Road (NYS Route 25) at Shipyard Lane
At a minimum, widen and restripe the northbound Shipyard Lane approach to provide
two lanes; a combined left turn/thru lane and a separate right turn lane.
The widening of northbound Shipyard Lane to two lanes will improve traffic
conditions to a degree but will not address fully the delays associated with the
northbound left turn out of Shipyard Lane during the Saturday midday peak period.
These options for dealing with this issue have been identified. They are:
1. Widen Route 25 and install a striped median in the vicinity of Shipyard Lane
to allow left turn vehicles exiting Shipyard Lane to do so in two steps. This
method would decrease delays considerably as drivers could take advantage of
gaps in a single direction on Main Road to make their turn rather than waiting
for a two-way gap. This striped median would need to be of sufficient length
to facilitate this maneuver.
2. Install a new traffic signal at this location. This method allows vehicles to exit
Shipyard Lane under the protection of the signal and eliminates the high
delays. In addition, the presence of a traffic signal at this location will result in
an added benefit to other roadways intersecting Main Road such as Gillette
Drive. The cycling of the traffic signal and stoppage of vehicle flow on Main
Road will introduce relatively long gaps in the traffic stream on Main Road
which can be advantageous to vehicles exiting other side streets in the area.
3. Leave the traffic control as-is. This results in a change to a two lane
northbound approach but no changes in traffic control. Left turn delays would
NP- 240"-GAIA Holistic Uircle 40
Pile e Admin/Reports/AugusCOOS/I IS doc
remain high, a condition that exists at numerous side street locations in this
area.
The developer of the proposed GAIA Hclistic Circle is committed to mitigating the impacts of the
project to the greatest extent possible. Of the above described improvement possibilities, the
installation of a traffic signal is the most effective. The developer is committed to implementing any
of these improvements at their cost with no use of public funds.
NP: 24088-GAIA Holistic Circle 41
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ACCESS
EXAMINATION
NP. 24088-GAIA Holistic Circle 42
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The access plan for GALA Holistic Circle provides for three access points on Shipyard Lane. These
three driveways shall be two lanes; one for entering and one for exiting traffic. All approaches to
Shipyard Lane shall be stop-controlled.
The northernmost access will be designated as a service access. Use of this access is expected to be
very infrequent.
The central access will serve as the main access point for hotel guests. This access point is aligned
opposite the Cleaves Point Condominium complex center access road and is expected to see the most
traffic of the three. In keeping with standard and accepted traffic engineering best-practice, this
access point is aligned with the Cleaves Point Condominium Center Access Road. The alignment of
driveways, where possible, minimizes the number of intersections and points along a given roadway
where motorists must anticipate vehicles turning into and out of the traffic stream. The location of
this main access point opposite an existing active driveway is the best and most suitable location.
The southernmost access point will be used mainly by members of the public as they patronize the
portion of the restaurant that is open to non-guests.
An access point is also proposed on the east side of the site onto Cleaves Point Road. One lane will
be provided for entering traffic and another for exiting traffic. However, this proposed access point
will be restricted to use by emergency vehicles and personnel only and not be used under normal
circumstances.
The proposed access plan for the proposed GAIA Holistic Circle will provide safe and efficient
access for the Center's guests, patrons, and employees.
In addition to the above described proposed access plan, several alternative site access configurations
included in the Scope for the Draft Environmental Impact Statement (DEIS) were also considered
and evaluated. The analyses of these different alternatives are described in further detail later in the
section of this report entitled "Alternative Site Access Configurations".
NP: 24088-GAIA Holistic Circle 43
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PARKING
NP. 24083-GA1A Holistic Circic 44
He AdTill n./Reports/August2008/T1Sdoe
The site plan for the proposed GAIA Holistic Circle contains a total of 189 parking stalls. Based on
the variety of uses to be provided on the site, discussions between members of the project team and
the Town of Southold Planning Department were held to determine the appropriate application of the
code. These discussions resulted in the parking data contained in Table 5, Parking Data Table, GAIA
Holistic Circle.
�S2 �., ��-� P Y�I IT1g ,G' Ifs ' Y' i.�-x 3''� "�s {9a 1'(I� OIYid d�t
. _ .r ^-.:o.,'nv�rs �+..` v e- . ,.G,e". "'sr. M ...
Transient Motel 1 Per Guestroom 114 (Guestroom)
1 Per Employee 4 (Maids)
Accessory Use Parking as Required 6 (Admin. Staff)
Office: 1 Per 100 SF 16 (Personal Services)
1 (Valet)
2 (Van Drivers)
Marina 1 Space Per Boat Slip 0 (Slips are Private)
1 Per Employee 2 (Employees)
Restaurant 1 Space Per 3 Seats 24 (72 Public Seats)
or 14 (Employees)
1 Per 100 S.F. whichever is greater
Residence 2 Spaces Per Dwelling 2 (Residence)
4 (Maintenance/Landscaping)
TOTAL 189 TOTAL
(162 Provided 27 Landbanked)
Table 5
Perking Data Table
GAIA Holistic Circle
Based on the data contained in Table 5, the site plan contains parking to meet code requirements and
will provide adequate parking to the uses proposed on-site. The parking is not expected to spill off-
site.
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ADDITIONAL
CONSIDERATIONS
NP. 24088-GAZA Ilolistic Cislc 46
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Alternative Uses
The site of the proposed GAIA Holistic Circle encompasses 17.3 acres and is zoned Marine 11
District. This zoning classification allows for a wide range of commercial and retail development
under the Town of Southold Code. Each of these uses has associated with it the potential to generate
varying levels of traffic.
The following alternatives as presented in the DEIS have been examined for the GALA Holistic
Circle site:
Alternative A: Construction of a high speed passenger ferry tenninal and restaurant/catering
hall. The ferry operation would be capable of berthing 4 ferries, each with a
capacity of 100 passengers. The restaurant/catering facility would be 22,275
square feet in size. This alternative plan provides 520 parking spaces on site.
Alternative BI: Construction of a 19 boat-slip marina, boat sales, repair and retail totaling
68,000 square feet and a 158,000 square foot indoor boat storage building.
This alternative provides 441 parking spaces and 22 truck loading spaces.
Alternative 132: Construction of a nsh processing facility and use of the marina for the
unloading of commercial fishing vessels. The total building size under this
alternative is 216,000 square feet. This alternative provides 433 parking
spaces and 22 truck loading spaces.
Alternative C: Development of the site with the same uses at the same sizes as proposed.
However, the southernmost secondary entry that was intended for the
restaurant has been eliminated.
The trip generating potential of these alternative site uses was determined as follows:
Alternative A
1. The restaurant/catering component was determined utilizing ITE Land Uses Code 931,
Quality Restaurant.
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2. The ferry component was determined based on a forecast passenger capacity of 100 persons.
It was conservatively assumed that 2.5 persons arrives per vehicle and that a departure occurs
at the top of the hour and arrivals at the bottom of the hour.
9lternative BI
1. Trip generation for the marina and boat storage building was based on data for a marina (I flt
Land Use Code 450) with 500 boats. These boats would be stored in the building and placed
in the water by customer request for use as needed and stored when not in use.
2. The 68,000 square foot balance was broken up with 28,000 square feet associated with the
marina operation (No additional trips) and 40,000 square feet as specialty retail.
Table 6, Trip Generation Alternative Site Uses, presents the results of the trip generation calculations
using the site development alternatives. Also included in Table 6 is the trip generation of the
proposed GAIA Holistic Circle for comparison.
Wb'Okaay A M, r 9@d}?s
-d7t 4' S
OeuePpv eakloar £ Peakk�ottc Mtla ouf
r'= n_`,. Erife� arta Total EriterT ExtL total Enter xrx o aI
Alternative A 55 45 100 165 102 167 196 154 350
Alternative B1 31 41 72 108 104 212 110 142 252
Alternative B2 79 16 95 19 72 91 5 6 11
Alternative C 43 32 75 41 37 78 61 1 57 1 118
Proposed GAZA Holistic 43 32 75 41 37 78 61 57 118
Circle
Table 6
Trip Generation
Alternative Site Uses
As can be seen by examination of Table 6, with the exception of Alternative B2 on Saturday/Sunday,
three of the Alternatives could be expected to generate traffic levels equal to or greater than what is
forecast for the GATA Holistic Circle. In many cases, the alternatives could be expected to generate
significantly more traffic (more than double) than the proposed use.
VP'. 24088-GALA Holistic Circle 48
FileAdmin/Reports/August2008/I IS
In addition, it should be noted that two oI-the alternative uses would generate a significantly higher
level of truck traffic to the site than the proposal.
Public Transportation
Suffolk County Transit provides bus service to most of Suffolk County. The nearest bus route to the
proposed GAIA Holistic Circle site provided by Suffolk County Transit is the S-92 connector bus
line. This route has buses which travel along Main Road (NYS Route 25) in this area. The 5-92 bus
line originates in Orient Point at the Orient Point Ferry Terminal and travels east and west of the site
on Main Road (NYS Route 25).
The Long Island Rail Road (LIRR) provides railroad service to most of the North Fork of Suffolk
County. The Long Island Rail Road Greenport Line parallels and crosses NYS Route 25 near the
line's eastern terminus. The LIRR providr.,s easUwest service from Greenport on the east through the
North Fork communities on Long Island's North Shore and into New York City.
The North Ferry Company provides ferry service from the north side of Shelter Island to Greenport
and vice versa. The North Ferry Company provides service from the north side of Shelter Island to
Greenport approximately every 10 to 20 minutes beginning before 6:00 A.M. with the last ferry
leaving Shelter Island at 11:45 P.M. Ferry service from Greenport to the north side of Shelter Island
is provided approximately every 10 to 20 minutes beginning at 6:00 A.M. with the last ferry leaving
Greenport at 12:00 midnight.
Additional information regarding the bus, ailroad, and ferry schedules can be found in the section of
the Appendix entitled, "Public Transportation".
As noted in the Trip Generation section of this report. As a component of errors to quality for
LEEDS certification, the project sponsors have committed to providing carpool and vanpool services
for site employees as well as guests arriving via these public transportation hubs. While this is
expected to reduce the number of trips to the site, no credit was taken in the analysis contained in this
report for this effect.
Alternative Site Access Configurations
The Preliminary Draft Scope for the Draft Environmental Impact Statement (DEIS) includes
consideration for the following six site access configurations:
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I. Alternative driveway configuration to consolidate two driveways into one located farther
north from the Cleaves Point Condominiums.
2. Alternative south end driveway location to avoid conflicts with public access to the road end.
3. Consideration for the use of the Gillette Drive driveway for alternate access in addition to
employee access to distribute vehicle trips.
4. Consideration for the use of the Gillette Drive driveway for emergency access only.
5. Consideration for use of the combination of Shipyard Lane and Gillette Drive as a separate
ingress and egress from the site.
6. Consideration for the removal of the southernmost secondary entry that was intended for the
restaurant.
Each of the above site access configurations were evaluated. The following describes in further
detail the analyses of these different alternatives.
Alternative Site Access Configuration #1
This alternative site access configuration calls for the consolidation of the two northerly site
driveways into one and locating this single driveway farther north from the present Cleaves Point
Condominium Main Access.
Were the two driveways consolidated to a single driveway located further north of the Cleaves Point
Condominium Main Access, the Center's hotel guests would not be as well served as if the main site
access were more centrally located opposite the Cleaves Point Main Access. It is standard best
practice in traffic engineering to align roadways and driveways opposite others whenever possible to
minimize the number of intersections and conflict points on a given segment of roadway (in this case,
on Shipyard Lane). The proposed centrally located Main Site access, opposite the Cleaves Point
Condominiums Main access, does this while serving the access needs of the Center's hotel guests.
The northerly site driveway is intended to serve as a service entrance. As such, it will experience
very low volumes. This access exists to isolate service vehicles from arriving and departing hotel
guests at the main entrance. While it would certainly operate fine if combined with the main
entrance, it is the developers wish to separate this traffic from guest traffic. This service entrance at
this location will cause no traffic concerns.
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The southerly site driveway is intended to serve the portion of the restaurant open to the public and
separate this traffic from hotel guest traffic. Again, volumes at the southern driveway will be so
minimal as to not cause any traffic concerrs.
Alternative Site Access Configuration #2
This alternative site access configuration calls for the relocation of the south end driveway to avoid
conflicts with public access to the road end.
While it is recognized that the south end driveway is located in the proximity to the end of Shipyard
Lane, the location of this driveway will not pose any problems as far as conflicts with public access
to the southern terminus of Shipyard Lane. As noted above, volumes using this driveway will be
associated with the portion of the restaurant open to the public. These low volume levels are not
expected to cause any significant conflicts.
Alternative Site Access Configurations #3 and #5
Both of these alternative site access configurations call for the combination of Shipyard Lane and
Gillette Drive as a separate ingress and co' ess from the site to distribute the vehicle trips. Under
these two configurations, those vehicles originating from or destined to the west are expected to
arrive at and depart from the site via Shipyard Lane. Similarly, the vehicles originating from or
destined to the east are expected to arrive al and depart from the site via Gillette Drive.
The site-generated traffic for the proposed GAIA Holistic Circle development was assigned as such
onto the surrounding roadway network and at the proposed site access drives and capacity analyses
were performed for this alternate scenario (2009 Build with Alternative Site Access Configuration
Scenario).
However, the layout of the site strongly lends itself to access to and from Shipyard Lane only.
Access to both roadways would require vehicles traveling the width of the site.
Summaries of the results of the analyses completed for this alternative site access configuration
Scenario are contained in Tables D, E, and F in the section of the Appendix entitled, "Summary of
Intersection Capacity Analyses". It is noted that due to the anticipated arrival and departure patterns
to and from the site this change in access has little effect on the intersection performance of Main
Road at Shipyard Lane. The majority of traffic is expected to arrive from and depart to the west
utilizing Shipyard Lane.
NT 24088-GAIA Holistic Circle 51
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Alternative Site Access Configuration #4
This alternative site access configuration calls for the use of the Gillette Drive driveway for
emergency access only.
This Alternative corresponds to the proposed access plan for the GAIA Holistic Circle. Capacity
analyses were performed for this scenario referred to in this report as the 2009 Build Condition.
Summaries of the results of the analyses completed are contained in 'Cables A, B, and C.
Alternative Site Access Configuration #6
This alternative site access configuration is similar to the original proposed design, but calls for the
removal of the southernmost secondary entry that was intended for the restaurant.
NP- 24088-DATA Holistic Circle 52
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CONCLUSIONS
NP'. 24088-GALA Holistic Circle 53
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Our study and traffic engineering analysis have led us to conclude that, with the proposed
recommended roadway modifications, the proposed development of the GALA Holistic Circle will
not have a significant detrimental effect on traffic conditions on the surrounding roadway system in
the vicinity of the site.
Although the development will result in an increase in traffic flow, with the proposed recommended
roadway modifications, the proposed site development will provide a safe traffic operation for the
guests, patrons, and employees of the proposed GAIA Holistic Circle. The following points should
be recognized:
1. Although the site will generate additional traffic, this traffic can be adequately handled by the
existing highway network with the proposed roadway improvements, the proposed access
location, and the internal circulation patterns.
2. The access plan for the site has been designed to adequately provide for the estimated traffic
flow from the adjacent roadways so as to assure the public safety and to minimize traffic
congestion.
3. 'the points of access to the proposed development will provide safe and efficient internal
circulation patterns, and in him minimize the overall traffic impact. Two access points will be
utilized on Shipyard Lane for site patrons and visitors. In addition, a service entrance is
provided at the north end of the site. These site access driveways will provide one lane for
entering traffic and one lane for exiting traffic. Left and right turns into and out of the site
will be permitted at both driveways. The westbound approaches to Shipyard Lane will be
stop-controlled. The secondary (southern) driveway will primarily be used by restaurant
patrons.
Ali access point is also proposed on the east side of the site onto Cleaves Point Road. One
lane will be provided for entering traffic and another for exiting traffic. However, this
proposed access point will be restricted to use by emergency vehicles and personnel only.
The proposed location of the GAIA Holistic Circle main access is opposite the Cleaves Point
Condominium Complex center access road. This is the most suitable location based on the
basic traffic engineering principal of aligning with existing driveways to reduce the overall
number of intersections.
4. It is expected that the development of the proposed GAIA Holistic Circle will not lead to an
undue increase of the rate of accidents in the vicinity of the site.
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5. The availability of police protection and fire protection services in the vicinity of the proposed
development is excellent. Due to the excellent patrol coverage of the Police Department and
the immediate proximity of the firehouse, it should be recognized that excellent emergency
services are available to service the site of the proposed GAIA Holistic Circle.
6. Trip generation estimates utilized for the GAIA Holistic Circle in this study likely overstate
peak vehicle trip activity. The hotel data from the ITE publication, Trip Generation includes
the effect of restaurants as part of the hotel being open to the public. However, to present a
conservative high-side analysis trips for a separate 72 seat restaurant were added.
7. The presence of the private manna will not increase trips as the marina is for use only by
guests of the hotel. Guests arriving,via the marina will likely reduce vehicle trips.
8. The current zoning of the site of the proposed GAIA Holistic Circle allows for the
development of a number of alternative commercial and retail uses. This includes use of the
site for as a ferry terminal with a restaurant/catering facility, a fish processing facility or a
marina with indoor boat storage and associated repair and retail uses. These alternative uses
of the site would be expected to generate higher levels of traffic than the proposed use during
the weekday A.M. and P.M. peak hours as well as the Saturday midday peak hour with the
exception of the fish processing plant. In many instances these alternative uses would
generate significantly higher volu r es of traffic.
9. Our Study and analysis have concluded that, with the proposed recommended mitigation, the
proposed GAIA Holistic Circle will have no significant adverse traffic impact on Main Road
(NYS Route 25), Shipyard Lane, and the contiguous roadways in the immediate area of the
proposed site.
Based on the traffic analysis performed to determine the impacts of the proposed GAIA
Holistic Circle development, the following actions are recommended to enhance the flow of
traffic in the vicinity of the site and mitigate the effects of the additional site traffic:
• Shipyard Lane at the Site Access Drives
Construct the site access drives to provide one lane for entering traffic and one
lane for exiting traffic.
Install a"Stop" sign on the westbound approaches for exiting site traffic.
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• Main Road (NYS Route 25) at Shipyard Lane
At a minimum, widen and restripe the northbound Shipyard have approach to
provide two lanes; a combined left tum/thru lane and a separate right turu lane.
The widening of northbound Shipyard Lane to two lanes will improve traffic
conditions to a degree but will not address fully the delays associated with the
northbound left turn out of Shipyard Lane during the Saturday midday peak
period. These options for dealing with this issue have been identified. Thcy
are:
1. Widen Route 25 and install a striped median in the vicinity of Shipyard
Lane to allow left turn vehicles exiting Shipyard Lane to do so in two
steps. This method would decrease delays considerably as drivers
could take advantage of gaps in a single direction on :Main Road to
make their turn rather than waiting for a two-way gap. This striped
median would need to be of sufficient length to facilitate this
maneuver.
2. Install a new traffic signal at this location. This method allows vehicles
to exit Shipyard Lane under the protection of the signal and eliminates
the high delays. In addition, the presence of a traffic signal at this
location will result in an added benefit to other roadways intersecting
Main Road such as Gillette Drive. The cycling of the traffic signal and
stoppage of vehicle flow on Main Road will introduce relatively long
gaps in the traffic stream on Main Road which can be advantageous to
vehicles exiting other side streets in the area.
3. Leave the traffic control as-is. This results in a change to a two lane
northbound approach but no changes in traffic control. Left turn
delays would remain high, a condition that exists at numerous side
street locations in this area.
10. The site plan for the GAIA Holistic Circle provides 189 parking stalls, including 27
landbanked stalls. The Town of Southold Code requires 189 parking stalls be provided for
the uses on the site. Therefore, the site plan provides parking to meet Town Code.
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11. In the vicinity of the proposed site driveways, the grade on Shipyard Lane is essentially flat
and there are no appreciable horizontal curves. As a result, no sight distance restrictions exist
on Shipyard Lane in the vicinity of the site access drive. No sight distance restrictions exist
on Main Road at its intersection with Shipyard Lane.
12. The site of the proposed GAIA Holistic Circle development is served by the Suffolk County
Transit S-92 bus route, the Long Island Rail Road Greenport Line, and the North Ferry
Company.
The Suffolk County Transit S-92 bus route has buses which travel along Main Road (NYS
Route 25) in this area.
The Long Island Rail Road provides east/west service from Greenport on the east through
the North Fork communities on Long Island's North Shore and into New York City.
The North Ferry Company provides ferry service from the north side of Shelter Island to
Greenport and vice versa.
The availability and use of these public transportation services would further reduce the traffic
generated by the site as well as the parking demands. However, no credit was taken in this
study for public transportation usage by the hotel's guests, patrons, and employees. The
traffic destined to and from the proposed GAIA Holistic Circle was based on the use of
passenger cars only.
13. The latest available Nassau-Suffolk Transportation Improvement Program (TIP) does not list
any projects involving the reconstruction or improvement of roadways serving the proposed
development.
14. Although the development of the site will cause a minimal increase in traffic to the adjacent
roadway network, with the proposed recommended roadway modifications, the development
will not have a significant negative impact on traffic conditions and the existing roadway
network will be able to accommodate this additional traffic.
As a result, based upon traffic engineering and safety considerations, it is recommended that the
proposed GAIA Holistic Circle development be approved.
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