HomeMy WebLinkAbout01/26/2009Southold Transportation Commission
Southold Town Hall
January 26, 2009
Present: Neboysha Brashich, Margaret Brown, Frank Field, Tom Fox, Capt. Marty Harley, Jamie Richter, Heather
Lanza, Hanning Dept., Tom Wickham
Approval of November 24 Meeting Minute: On a motion by Jamie Richter, seconded by Tom Fox, the Minutes
of the November 24 meeting received unanimous approval as edited. The words "The project is still on hold."
following the "Cutchogue Heritage Project" were deleted.
· i : The Village of Greenport representative, Teresa Taylor, will be away for three months.
Mayor Nyce was going to appoint Mike Domino as the interim representative, but no letter has been received
from the Mayor confirming that appointment.
EETC U_ndate: The EETC has been reviewing Alternative II of the V01pe feasibility study for the Five Town
public transportation proposal.
Supervisor's Requests Review: Neb and Tom Wickham talked about the Town Board and Transportation
Commission relationship. The Supervisor asked all boards to be more aware of each other. The supervisor
acknowledged that his office and the Town Board had been lacking in regular communications. Tom suggested
that communication lines are not as clear as they could be between and among the various boards. Everyone will
try harder.
New Site Proposed for 7/11 in Manltuck: The ZBA denied the variance request for 800 additional square feet of
building space. They can now use the original building or offer a smaller building to the ZBA for approval. The
applicant set up a meeting with the DOT to discuss the comer at Rte. 25 and Factory Avenue· Jamie and Heather
will go to the meeting.
Proposed Southold 27 Housin_~ Unit Project (Southwold Manor): A discussion of this project was tabled until
next meeting when Heather will provide site plans and access information. This proposed project is located in
Southold in the vicinity north of the 7-11.
Hashamomuck Cove. Southold Project: This is an Army Corps of Engineers Study of beach erosion from
Soundview Inn and points west. The Army Corps is also studying the eastern end of the Orient Causeway. They
are considering a 100 foot extension. They will try to keep it pedestrian friendly. The Town is signing on as a
local sponsor because the DOT couldn't take that position, but this will not cost the Town any money. Two other
locations being studied are a stretch in Greenport along the bay from near the new railroad bridge, east to the
Village, and Goldsmith's Inlet.
Current Transportation Issues -~- Updates:
Hamlet Transportation Enhancement Program (TEP): No more news on the grant.
Sonthold/Greenport Bus Shelters: Permits are in from DOT but contractors are waiting for the weather.
Town Orientation/Interpretive Signage Project - RBA Update: The final report on Phase I is finished
and available to read in the Supervisor's office. It will be presented to the Town Boap:l at the February 3 meeting,
after which the Board will decide whether to go to Phase II which is the implementation 0fthe proposal. The
Town has already made a $20,000 in-kind contribution to this project.
Itarb~ Winery: It appears that Harbes can use the farm road as access to the new winery, but he must
improve it for public use.
Cutehogue Heritage Project: A fourth DEIS is being reviewed. The Town Board passed new residential
site plan requirements on January 20, 2009 which means the buildings must be more clustered and the size of the
units is restricted. But this will not change the traffic volume and it is felt there should be a north exit from the
development. The Planning Board must write the findings of what can be done.
CR 48, Middle Road @ Cox Lane Update: Neb received a letter sent December 31, 2008 from Daniel J.
Dresch, Director of Traffic Safety, Suffolk County, acknowledging our October 6 letter concerning traffic
conditions at CR 48 and Cox Lane. A traffic study has been initiated at this location and they will advise us when
it is complete. Supervisor Russell sent a letter to Gilbert Anderson, Commissioner of Suffolk County Department
of Public Works December 29, 2008 emphasizing the dangerous situation that exists at that intersection with the
traffic lights as they are now deployed.
Traffic Signal Request - Route 25 # CR 48: A letter dated January 5, 2009 from Frank Pearson, PE,
DOT Regional Traffic Eagineer stated that a traffic signal at Rte. 25 and CR 48 in Greenport is not warranted
after their analysis of accidents at that site. However, a single lane roundabout does appear viable, and if funding
were to become available they would consider pursuing this approach.
Jamie said that in addition to roundabouts at Cox Neck Lane, Westphalia, and Wickham Avenue in
Mattituck, there are several other intersections where roundabouts would be more approptiate alteraatives to
traffic lights. Neb asked him to prepare a list of those intersections.
Rep. Schumer's office contacted the Planuing Department to come up with projects that could be
addressed with the federal stimulus package. The Town Board must apt~rove any such list.
Stop Sign on Rte. 48 at Cox Lane: Even though the Town can legally erect Stop Signs on intersections of town
roads and state and county roads, the Commission recommends that since there is already a traffic light at Cox
Lane and Rte. 25, the only sign the town should erect is a "No Right on Red" sign on the south side of Rte. 48 on
Cox Lane.
Shizen. formerly known as Oki-Doh: Heather will send us the latest traffic study for this development.
Railroad Bridge on Rte 25 - The bridge may be finished by July or the fall.
The next meeting is scheduled for 10 AM, Monday, February 23, 2009.
Respectfully submitted, Margaret H. Brown
SOUTHOLD TRANSPORTATION
COMMISSION
JTown Half
P. O. Box 1 ! 79
53095 Main Road
SouthoM, NY 11971*.0959
Phone (631) 765-1938
Fax (631) 765-3136
AGENDA FOR FEBRUARY 23, 2009 MEETING:
· Approval of January 26 Meeting Minutes
· EETC Update
· Supervisor's Requests Review
· Proposed Seven Eleven Project, Mattituck
Proposed Southwold Housing Project, Southold
· Proposed Shizen Project, East Marion
· Site Plan for Valero Service Station, Cutchogue
· National Economic Recovery Legislation, Southold Submission
· Current Transportation Issues - Updates:
o Hamlet Transportation Enhancement Program (TEP) - Update
o SoutholdlGrsenport Bus Shelters Update
o Orientation/Interpretive Signege Project - RBA Update
o Bridge Improvement Project, NYS Route 25 over LIRR
o Harbee Farm Winery Project- Update
o Cutchogue Heritage Project- Update
o CR 48, Middle Read ~ Cox Lane Update
· Old Business & New Business
· Adjoumment
East End Coordinated Rail-Bus Network Study:
REVISED DRAFT Summary of Potential Alternative Transit Option
At the January 7 meeting, members of the TAG requested that the Volpe Center develop an
additional public transportation alternative that could be evaluated alongside the rail-bus
network. The alternative presented below is an initial enncept that has been prepared by the
Volpe Center based on our understanding of the East End's transportation needs, priorities, and
constraints. Although it has been refined based on some feedback received from the TAG (both
at the January 14 meeting and via e-mall), further analysis of SCT ddership data and information
on financial resources will be needed to allow more in-depth modeling.
Overview
This potential alternative differs from the proposed mil-bus network in three major respects:
· First, rather than replacing almost all existing public transportation in the region with an
entirely new service concept, the alternative discussed below would focus on incremental
ehunges to the existing system. This would ensure that the ridership base of existing transit
users would not be adversely affected by service changes. It also places the emphasis on
improvements that are attainable in the near term with relatively modest expenditure.
· Second, instead of a hub-and-spoke approach centered on the rail lines, this alternative would
rely primarily on buses, allowing more point-to-point transportation (without transfers) and
avoiding much of the cost of rail infrastructure upgrades.
· Third, instead of a single, all-in-one concept, this alternative is designed to allow for multiple
future phases of~msit improvements, as appropriate to meet ridership growth. The
alternative is therefore s~uctured as a tiered set of bus system improvements that can be
implemented over time, plus longer-term concepts for eventual rail service enhancements that
could be considered when and if warranted by future transit demand.
Assumptions
Because all transit services in the U.S. require public subsidy, the appropriate scale of any
expansion of transit services is closely linked to the financial commitment that the East End can
make. In the absence ofa sUong consensus from the TAG, the Volpe Center team made certain
assumptions that are grounded in existing conditions.
· Operational costs: Based on current schedules and average operating costs, SCT bus services
in the East End (including approximate pro rata shares of routes such as the S-62 that leave the
East End) are very roughly estimated to cost $4.9 million per year. The rail-bus network
proposal was estimated to cost about $41 million per year. Between these two values, the
Volpe Center team focused on transit alternatives with operational costs in the $10-20 million
per year range, particularly those with limited capital costs.
· Cost-Effectiveness: The East End SCT routes (again using pro rata shares for those routes
leaving the region) carried approximately 660,000 riders in 2006. SCT's average effective
fare - i.e. the base fare minus the effects of discounts - is around $1 per ride. All told, the East
End SCT routes have an estimated farebox recovery of 14%. The study team focused on
alternatives that would be at least as cost~ffective as current services, or ideally closer to a
range of 20%-25% that is typical for smaller tranait agencies.
Context
Compared to bus transportation, rail travel requires higher upfront capital investment for rolling
stock and wayside infrastructure, and entails higher operating costs per vehicle-hour of service.
Yet mil vehicles also have much higher passenger capacities, meaning that rail service can
become cost-advantageous once relatively high passenger volumes are achieved. In our view,
the East End does not yet have latent demand for public ~ansportatiun that would bring
passenger counts up this level. The South Fork Commuter Connection's peak ridership levels
are something of a "best case scenario" due to the road closures and severe congestion associated
with the CR 39 project. Even then, however, SFCC's fare revenues covered no more than about
1'0 percent of the incremental costs of the rail service.
In this best-case scenario, the peak trip on the SFCC carried 165 passengers, with a total of
approximately 230 passengers on both morning trains. With 165 passengers, even a single bi-
level DMU would not be filled to capacity. Cfiven the difference in operating costs between mil
and bus, and assuming that CR 39 were operating under normal conditions, it would have been
much more cost effective to serve those passengers with four 40-seat buses rather than a single
train. An additional advantage of that approach is that the numerous bus departures could be
staggered to offer more frequent service (every 15-25 minutes) instead ofjust two morning train
txips that may or may not meet a particular commuter's schedule.
Because rail transportation involves fixed routes and stations, successful services also require
that land-use patterns reflect a highly "nodal" orientation, with clusters of residential and
commercial development around the stations. This orientation is present to some extent in the
East End in the village and hamlet centers. However, the density of these areas is limited
compared to urban (and even some suburban) areas, and many of the East End's housing and
employment destinations are far f~om the rail lines. Again, this argues for the inherent flexibility
of bus transportation.
Proposed Alternative: BUs System Improvements with Options for Subsequent Phase-ln of
Enhanced 1~ Service
This alternative would focus on improving the East End's public transportation through revised
bus routes that more efficiently connect origins and destinations, along with enhanced frequency
of service and advanced technologies to iraprove the quality of service. The bus services would
differ Dom those laid out in thc TAG rail-bus proposal, because they would serve as point-to-
point transportation rather than feeders to a mil linc, and would bc more strongly tied to the
current route network.
Volpe National Transportation Systems Center
DRAFT - Jan. 26, 2009
2
This concept includes four sets of bus service enhancements:
· Service changes developed as part of the ongoing SCT service plan study
· Additional changes to the current route network developed by the Volpe Center team in
response to TAG priorities, primarily increased frequencies
· New express bus service to Ronkonkoma station
· New demand-response service and flex routes.
Near- and Medium-Term Improvements: Bus Route and Service Detail
SCT Proposals
As noted above, SCT is currently conducting a detailed service plan, in which they have
tentatively made a number of suggestions to improve bus service, including some changes within
the East End. Since the Volpe team has not had an opportunity to analyze SCT passenger
boarding and alighting data, their rec~ommendations have been taken and used as the baseline for
developing a wider set of improvements to the region's bus service.
SCT proposes inereas'mg peak service on the S-92 and adding two new hourly routes: one f~om
Greenport (S-96) and one from Bridgehampton (S-98), both paralleling the S-92 as far as
Riverhead, and then terminating at the Tanger Outlets. Because these routes would partially
overlap the S-92, they would provide additional frequency on core sections of the route and
alleviate some of the overcrowding that the S-92 experiences between Riverhead and the
Hamptons.1
SCT also recommends expanding thc travel loop of the 1 OB eastward to Amagansett RR and
westward to the Stony Brook Southampton campus. Other recommendations include
streamlining route gA service in Riverhead, and creating a new variation of the 10A to travel via
Water Mill-Town Rd. They have also recommended streamlining service to eliminate routes
10D, 10E and S-94 and some of the minor routing variations on the 8A, S-62, and S-90.
In addition to the route changes, SCT proposed adding Sunday service to routes 10C, S-58, S-66,
and S-92 and extending the hours of service of routes 10B, 10C, S-58, S-66 and S-92 until 10pm.
SCT's interim report is largely eonceptaal and generally does not provide quantification of the
specific additional resources that would be needed to implement the service enhancements (nor
the magnitude of any cost savings fi~m the few proposed cutbacks). The Volpo Center ham
attempted to produce a rough estimate of these changes using simplified modeling of the routes
and data on SCT's average costs per vehicle-hour of service. Using this shnplified modeling, it
is estimated that the East End portion of these service adjustments (excluding portions of routes
that leave the five Towns) would t~resent just over 9,000 additional vehicle-hours of service per
year, at a cost of approximately $800,000.
~ In a section on possible longer-term enhancements, the SCT report also identified a potential bus route connecting
Southampton, Speenlg and Patchoguo via Montauk Highway, which could in turn be combined or conrdinat~d with
other service along the south shore. Because this service was described only in general terms as a future service, it
has not been Included in this alternative. However, see below for a proposed service to Ronkonkoma station.
Volpe National Transportation Systems Center
DRAFT - Jan. 26, 2009
3
Additional Service Enhancements to the Existing Network
Along with the recommendations made by SCT, the Volpe Center team proposes extevdin$ the
mute 10C to Bridgehampton so that residents of Montauk could have a coordinated, two-seat
ride to Riverhead or the Tanger Outlets, with the benefit of being able to use either the S-92 or
the new S-98 out of Bridgehampton.
In addition, based on the TAG's expressed desire to achieve greater availability and frequency of
transit services, we have proposed significant improvements in both the daily span of service and
the peak period frequencies on ail mutes (aside from the new S-96 and S-98 routes). For
modeling purposes, additional vehicles and departures were added to each route to achieve target
frequencies of 30 minutes during peak periods and 60 minutes off-peak. Each mute has its own
running time and other operating characteristics, and in some cases peak frequencies were left
just shy of 30 minutes (e.g. 35 minutes) to avoid adding another vehicle.
For routes that leave the five-town East End area, figures in the summary chart below refer only
to the East End portion. Further analysis and discussion is needed to clarify how service changes
would affect western Suffolk County.
Ronkonkoma Express
The concept of express bus service to the Ronkonkoma LIRR station has been discussed as an
important regional link between the East End and points west, and could be used as a stopgap
until local rail services are developed further. As TAG members have also noted, since Islip-
MacArthur airport is nearby, multimodal linkages can be created that would make it easier for
East End residents to access this airport, and for fly-in visitors to come to the East End without a
car. As part of this alternative, an express bus service was modeled with hourly service 0udf-
hourly during peak periods) from Riverhead station to Ronkonkoma station with a request stop at
the airport. Extending the service to the South Fork would increase the round-trip travel time to
the point where several additional vehicles would be needed; it is recommended instead that
these travelers connect at Riverhead via the S-92 or the new S-98. The exact bus timing could,
to some extent, be adjusted based on the Ronkonkoma train schedule, existing Riverhead train
~ervice, and the S-92/S-98 connection. (For financial modeling purposes, it is also possible that
a higher fare could be charged for this route, since it is a premium "express" service. The current
LIRR fare between Riverhead and Ronkonkoma is $6.50. No specific assumption ha.~ been
made at this point.)
Demand-Response and Flex Services
New demand-response services are recommended to connect residential areas beyond the current
mute network with village and hamlet centers and with the fixed-route service. As a starting
point, ten service areas were identified based on population, population density, presence of
existing fixed-route transit service, and TAG priorities. These areas (and the specific routes or
services within them) can be adjusted based on further input.
Volpe National Transportation Systems Center 4
DRAFT - Jan. 26, 2009
Area (SCl. Population Pop. Dermlty
Govemge Area mi.) (2006) (per eq. mi.)
Riverhead 5.2 12,648 2~422
Hampton Bays 18.9 12,955 685
Wading River 9.8 7,549 767
Southold 11.3 6,024 532
East Hampton - Springs- Amagansett 21.0 10~600 504
Southampton - North Sea 20.1 9,141 455
Mattituck 9.1 4~462 493
Quogue - East Quogue - Westhampton /
WH Beach - Speonk 36.3 14,678 405
Sag Harbor- Noyack 9.,7 5,287 545
Shelter Island 12.3 2,483 202
Operating costs for these services were based on one vehicle per coverage area, operating 15
hours per day, 6 days per week. Us'rog SCT's average cost figures, this equates to about
$425,000 per vehicle per year. Specific service concepts could include po'mt-to-point travel by
reservation only, fLxed mutes with the capability to '~ex" off-mute, hamlet/village shuttles, or
combinations of these approaches. As noted in the December memo on the rail-bus network,
Shelter Island's geography lends itself well to a mute that travels between the ferry terminals but
can deviate off-route by request. For other areas, the vehicle could provide service within
roughly a 3-mile radius around a hamlet center or rail station with sufficient time to return to its
origin every 30 minutes. In order to ensure acceptable service quality in the larger coverage
areas, it may be necessary to use additional vehicles and/or provide service only to and ~om one
or two major destinations or transfer points, rather than between any two points in the zone. To
the extent that an enhanced rail component is later developed as part of this aitemative, these
demand-response vehicles could also double as station shuttles that bring connecting passengers
to and from rail stations at the scheduled a~rival and departure times, with more flexible
operations at other times.
Bus Service Summary~
Service Estimated Annual
Cost (millions)
Current SCT Bus Service within the East End $ 4.9
Proposals in SCT Service Plan (East End components) $ 0.8
Additional Service Enhancements to Existing Routes $14.7
within the East End
Ronkonkoma Express $ 1.7
Demand Response $ 4.1
2 These are initial rough calculations for discussion purposes and are based on modeling of vehicle-hours of service
for the East End portion of routes. Further refinement can come in the next phase of the study.
Volpe National Transportation Systems Center 5
DRAFT - Jan. 26, 2009
Cost-Effectiveness Considerations
If all of these recommendations were implemented at once, the overall level of East End bus
service (vehicle-hours) would be over five times current levels, and 62 vehicles would be needed
for peak-period service (compared to about 20 today). Assuming that larger vehicles are needed
for about half the fleet, capital costs for all new buses would be just over $33 million3; this figure
is something of an'upper bound since SCT's existing fleet presumably could continue to be used
for some time. (By comparison, capital costs for the rail-bus network were estimated to be at
least $160 million.)
Further analysis, particularly of SCT's boarding and alighting data, is needed to estimate the
likely impacts of these proposed service enhancements on ridership and cost-effectiveness. An
initial calculation based on published elasticities suggests that if all of the proposed service
enhancements were implemented, annual ridership on East End bus mutes would rise, after an
adjustment period, from about 660,000 nowto about 2.0 - 2.6 million. This would produce
farebox recovery only in the 8-15% range at current fare levels ($1 to $1.50 per ride). Therefore,
it is recommended that the service enhancements be phased in over time to build the ridership
base. As noted, one of the advantages of a bus-based approach, with its modest capital costs and
"scalability," is that new service can be introduced incrementally.
Transit Technologies
Operating in mixed traffic subjects bus services to traffic congestion, which degrades travel
speeds and reliability. Short of obtaining an exclusive bus fight-of-way (transitway), these issues
will always be a mitigating factor, but it is important to keep in mind that summer and autumn
weekends only represent a small share of the overall transit service year, and that certain
technologies and operational strategies can improve service reliability. In particular, the
following approaches are recommended:
· Transit signalpriori~y (gNP): uses transponders to hold a green signal or delay a red signal for
the bus, improving travel time reliability
· Electronic fare collection: contactless smart cards (or other media) can speed boarding by
eliminating the need for passengers to deposit exact change, reducing the dwell time at each
stop and improving the bus' overall on-time performance. These systems are also more
convenient for passengers and allow workplaces to more readily participate in employer transit
subsidy programs.
· ~4utomatic Vehicle Location and Computer-Aided Dispatch (AVL/CAD): these systems use
(}PS to track buses in real-time. They can be used to manage demand-response services, for
example by dispatching the vehicle that is closest to the request for service.
· Passenger information systems: one example is "next bus" passenger information displays at
stops. This reduces the anxiety associated with waiting for the bus and allows passengers to
use their waiting time more productively. An online trip planner would allow prospective
travelers to find the easiest transit route between Point A and Point B, rrmking use of both SCT
and LIRR schedules, without having to work out the connections using separate paper
~ A total of 74 vehicles are ncedcd to ensure adequate spares for scheduled repairs and emergencies. The cost
figures assumes that roughly half would be smaller buses at $300,000 and the other half would be larger buses at
$600,000 each.
Volpe National Transportation Systems Center
DRAFT - Jan. 26, 2009
6
schedules. (Google Transit offers this service for many metropolitan areas, and most major
transit agencies have an in-house version as well.)
Dedicated bus lanes and "queue jump" lanes (i.e., small bus-only lanes at intersection
approaches) can also be used, particularly in coordination with TSP, to improve bus travel times
and reduce schedule variability. These approaches require roadway configuration changes that
may be politically unacceptable and/or lane-use restrictions that can be difficult to enforce.
Longer-Term: Rail Options
Under this alternative, the region's rail service would remain largely as-is for the near term, as
the emphasis would be on improvements to the bus network. However, some no-cost or low-
cost modifications to the existing rail schedules could potentially be made to better match the rail
service to the needs of the East End. Members of the TAG have noted some possibilities that
could yield most improvements, though these may affect other LIRR operations and would need
to be reviewed with LIRR staff.
As the region continues to grow and as transit ridership increases, there may be sufficient transit
demand to consider implementing enhanced rail service. Depending on the level of ridership and
the funding available, this rail could take numerous forms, but the following options WOuld strike
a balance between service levels and required investment. These are presented as potential
options that could be pursued, potentially in sequence over time, as complements to the bus
service enhancements noted above.
· As the South Fork Commuter Connection showed, three additional ronnd-ltips on the Montauk
line can be mn using existing track infrastructure, at a cost of $1-2 million per year. This
service is a good option for an initial rail improvement because it is targeted to the areas of
highest employment density and peak traffic congestion, thus taking advantage of rail's
consistent travel times and economies of scale.
The SFCC worked well as a congestion mitigation measure during the CR 39 project but was
not cost-effective afterwards. To create a roughly 25% farebox recovery, this train service
would need to attract at least 10,000 riders per month (500 per day), which is about three times
the level that prevailed after the road construction ended. Achieving this level of ridership in
the absence of severe congestion or increases in gasoline prices would require a sJLmificant
commitment to supportive polities, such as transportation demand management (TDM)
programs with large employers.
Even if ridership demand were present, further discussion with LIRR staff would be needed to
determine whether new rail vehicles or other equipment would be needed to operate this
service on a more permanent basis. Additional maintenance of the fight-of-way could also be
required due to increased wear and tear. (On the other hand, railroad policing costs may be
lower if the service becomes established rather than a one-time event.) SFCC did not mn in
summer due to conflicts with the LIRR summer schedule. In the absence ofirrffastmcture
upgrades, it may not be possible to mn this rail service in the summer.
Volpe National Transportation Systems Center
DRAFT - Jan. 26, 2009
With a more substantial investment in rail vehicles, "mirror service" could be run along one or
both mil lines, with trains departing at the end of each line, meeting in the middle, and then
returning to their origin. For example, on the South Fork, trains would leave Montauk and
Speonk so as to arrive at Bridgehampton at roughly the same time. Passengers traveling
further east or west would connect across the platform to the other train. The trains would then
return to their starting points. Between Ronkonkoma and Orient Point, Riverhead would be
the likely meeting point for the North Fork, or a single train could nm exclusively between
Riverhead and Orient Point.
This service concept also needs more detailed analysis, but it was developed by the'Volpe
Center as a means of providing the maximum possible local train service while avoiding the
need for trains to cross on single track. With the exception of the meeting point, only one train
is ever occupying any given section of hack. As such, this service should be feasible without
additional' sidings or upgrades to the switching and train control/communications systems.
This would r~ly~esent a savings of roughly $21 million in infrastructure capital costs compared
to the TAG proposal. Assuming the use of two DMUs on both lines and the need for 1-2 spare
vehicles, vehicle acquisition costs would be reduced l~om $110.5 million to mughly $30
million. (The trains would, however, need a bead-end unit on both ends, which could result in
modest additional costs, and the maintenance and storage of the vehicles will require
additional costs.)
Tmin~ could leave roughly every 90 minutes throughout the day. The overall level of mil
service would be about half of the 30-60 minute schedule developed for the TAG proposal,
and operational costs would be proportionately lower. With service every 90 minutes, this
service could conceivably replace almost all of the existing mil service and still result in
greater service frequency than the current schedules. Additional modeling is needed to
understand the interactions between this service and peak summer LIRR service on the South
Fork. The local trains would not have sufficient capacity to handle the passenger volumes on
the Cannonball and other seasonal trains, so it is likely that service would have to be canceled
or curtailed during certain periods, with local passengers traveling on the long-distance trains
or the bus network.
Even this relatively modest enhancement of East End rail service would entail significant
expense and would not be recommended in the absence of evidence of rail transit demand.
Assuming roughly $9 million in annual operating Costs and a desired farebox recovery of.25%,
this mil service would need to attract nearly 1 million passengers per year to be cost-effective.
Again, reaching this level of demand would require significant work on supporting policies
such as TDM.
Volpe National Transportation Systems Center
DRAFT - Jan. 26, 2009
Summary of Bus Service Enhancement Proposals, By Route
Hours Peak Non-peak
Nish Season Frequency Peak Frequency Non-Peak
Route Low Season (minutes) Vehicles (minutes) Vehicles Sunday Service
S58 5:30 - 23:30 20 2 40 I Yes
5:30 - 22:30
6:00 - 23:30
S66 6:oo - 22:30 30 I 30 1 Yes
4:30 - 24:30 20 3.6 29 11 Yes
S92 4:30 - 22:30
S98 6:00 - 21:00 70 ;Z 70 2 No
6:30 - 20:30
10A 6:30 - 18:30 35 5 53 3 NO
6:00 - 23:00 30 7 49 4 Yes
10C 6:00 - 22:00
Volpe National Transportation Systems Center
DRAFT - Jan. 26, 2009
PLANNING BOARD MEMBERS
JERILYN B. WOODHOUSE
Chair
KENNETH L. EDWARDS
MARTIN H. SIDOR
GEORGE D. SOLOMON
JOSEPH L. TOWNSEND
PLANNING BOARD OFFICE
TOWN OF SOUTHOLD
MAILING ADDRESS:
P.O. Box 1179
Southold, NY 11971
OFFICE LOCATION:
Town Hall Annex
54375 State Route 25
(cor. Main Rd. & Youngs Ave.)
Southold, NY
Telephone: 631 765-1938
Fax: 631 765-3136
Memorandum
To.'
From:
Re:
Date:
Neboysha Brashich, Chairman
Southold Town Transportation Commission
Heather Lanza, Director of Planning
Proposed Site Plans for:
Shizen, SCTM#1000-38-7-7.1
Located at 2835 Shipyard Lane, approximately 3,278 ft. south of New
York State Road 25 at the south east end of Shipyard Lane, East Marion
Southwold Manor, SCTM#1000-63-3-15
Located at 56655 NYS Route 25, approximately 1,000 ft. east of Boisseau
Avenue, Southold
January 27, 2009
Attached, for your review, please find Traffic Studies and Alignment Plans regarding the
above-referenced proposed site plans.
HL:ck
TRAFFIC IMPACT STUDY
FOR PROPOSED
GAlA HOLISTIC CIRCLE
East Marion, New York
Prepared for:
Cramer Consulting Group
Prepared by:
DUNN ENGINEERING ASSOCIATES
APRIL 2005
REVISED AUGUST 2008
INTRODUCTION ........................................................................................................................... 1
Purpose of Report ............................................................................................................. 2
Location ............................................................................................................................ 2
STUDY APPROACH ...................................................................................................................... 6
EXISTING ROADWAY NETWORK ........................ 9
Roadway Characteristics ................................................................................................ 10
Un$ignalized Intersection ............................................................................................... 10
Grades and Sight Distances ............................................................................................ 11
EXISTING TRAFFIC FLOW CONDITIONS ............................................. 12
Traffic Volumes ............................................................................................................. 13
Accident Records ........................................................................................................... 15
EXISTING EMERGENCY SERVICES ....................................................................................... 16
SITE TRIP GENERATION ANALYSIS .................................. 18
Site-Generated Traffic .................................................................................................... 19
DIRECTIONAL DISTRIBLrrlON 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
Gap Study Analysis ....................................................................................................... : 38
ROADWAY MODIFICATIONS .................................................................................................. 41
ACCESS EXAMINATION ......... 44
PARKING ...................................................................................................................................... 46
ADDITIONAL CONSIDERATIONS ........................................................................................... 48
Alternative Uses ............................................................................................................. 49
Public Transportation .................................................................................................... 51
Alternative Site Access Configurations .......................................................................... 51
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CONCLUSIONS ........................................................................................................................ 5 5
APPENDIX ................................................................................................................................ 60
Intersection Capacity Analyses Summaries
Capacity Analyses Results
Traffic Volume Counts
Accident Records
Gap Study Analysis
Public Transportation
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INTRODUCTION
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Purpose of Report
Th/s 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 Hohstie
Circle will consist of the following uses: 114 rooms of transient motel (of wh/ch 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 marina,
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 Holisfi¢ 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
COUNTY OF SUFFOLK
LONG ISLAND, NEW YORK
N
LONGISLAND$OUND
ATLANTIC OCEAN
FIGURE 1
AREA MAP
~D DUNN ENGINEERING ASSOCIATES, P.C..
FIGURE 2
LOCATION PLAN
SCALE: 1"=500'
RD
FIGURE 3
SITE PLAN
SCALE: 1"=200'
STUDY APPROACH
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As part of the preparation of this Traffic Impact Study, the following tasks were undertaken:
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.
An analysis was made of the traffic volume data obtained fi:om the New York State
Department of Transportation (NYSDOT) and the files of Dunn Engineering Associates.
Supplementary manual traffic counts and Automatic Traffic Recorder (ATR) counts were
collected as necessary to update the available volume counts.
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.
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.
A trip generation analysis was performed to determine the additional traffic attributable to the
proposed GAIA Holistic Circle development.
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 Holisfic 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 east/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:
combined left tum/thmJright turn lane.
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Northbound Shipyard Lane Approach:
Southbound Golf View Court Approach:
A combined left mm/thru/right mm lane.
A combined left turn/thn~right turn 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 mm lane.
2. Westbound Main Road Approach: A combined left turn/thru lane.
3. Northbound Gillette Drive Approach: A combined left turn/right turn lane.
The lane configurations at the unsignslized intersection approaches of Shipyard Lane at Cleaves
Point Condominium Access Road consist of the following:
1. Northbound Shipyard Lane Approach: A combined left mm/thru lane.
2. Southbound Shipyard Lane Approach: A combined thru/right mm lane.
3. Eastbound Cleaves Point Condominium A combined left turn/fight turn 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
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 fi.om the New York State Department of
Transportation and the files of Duun 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 fi.om 12:00
Noon to 1:00 P.M.
To obtain specific turning count information of the existing l~'affic during the peak hours identified
above fi.om review of the NYSDOT traffic count on Main Road, manual intersection turning
movement counts were collected on a weekday fi.om 7:00 A.M. to 10:00 A.M. and fi-om 4:00 P.M. to
6:00 P.M. as well as on a Saturday fi.om 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:
Main Road at Shipyard Lane
Main Road at Gillette Drive
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 lqYSDOT 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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Main Road at
Shipyard Lane
9:00A,M.-
10:00A.M.
8:45A.M.-
9:45A.M.
4:00P.M,-
5:00P.M.
4:00P.M.-
5:00P.M.
12:00Noon
- 1:00P.M.
11:30A.M.
12:30P.M.
Main Road at 9:00A.M.- 9:00A.M.- 4:00P.M.- 4:00P.M.- 12:00Noon 11:00A.M.
Gillette Drive 10:OOA.M. 10:00A.M. 5:00P.M. 5:00P.M. - 1:00P.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.
Alt 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 f~om the New York State Department of Transportation can be
found in the section of the Appendix entitled "Accident Records".
R should be noted that with the design of the proposed access plan, the presence of the proposed
GAIA Holisfic 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 GAL& 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 ¼ 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 b/ps 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 (7th) 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 GAlA 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.
X"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 Raikoad.
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
(ITE Code 310)
Quality Restaurant
72 Seats open to public
(ITE Code 931)
Total
LEED Certification Credit
(5%)
Total
44
45
(2)
43
32
33
(I)
32
3O
13
43
(2)
32
6
38
(1)
50 49
14 10
64 59
(3)
(2)
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 GAlA Holistic Circle, East Marion
It can be seen by examining Table 2 that the highest site-generated traffic without the LEED
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 GAIA 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 thc directional distribution of
traffic that is expected to arrive at and depart from the proposed GALA Holistic Circle via the existing
roadways.
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O0
(.9 ~
9O%
LB
Z
10%
MAIN ROAD (NYS ROUTE 25)
(lO%)
SERVICE
ENTRY
~(92%)
(8%)
MAIN
ENTRY
SECONDARY
ENTRY
SITE
SLIDING GATED
RESTRICTED TO '
USE BY EMERGENCY
VEHICLES &
PERSONNELONLY
~10%
CLEAVES PT.
ROAD
FIGURE 4
DIRECTIONAL DISTRIBUTION
QF SITE-GENERATED TRAFFIC
KEY:
XX - ENTERING TRAFFIC
(XX) - EXITING 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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4
41 ¢
LLI
n
"r ~.
(30)
(3)
MAIN ROAD (N¥S ROUTE 25)
(3)
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.
SERVICE
ENTRY
SITE
MAIN
ENTRY
SLIDING GATED
RESTRICTED TO
USE BY EMERGENCY
VEHICLES &
PERSONNEL ONLY
SECONDARY
ENTRY
FIGURE 5
ASSIGNMENT OF
SITE-GENERATED TRAFFIC
WEEKDAY AM PEAK HOUR
LU
CLEAVES PT.
ROAD
KEY:
XX - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
39
LU
Z
t
MAIN
(35) ENTRY
MAIN ROAD (NYS ROUTE 25)
(4)
NOTE: THESE TRAFFIC VOLUMES DO
NOT INCLUDE A DEDI. JCTION
FOR THE LEED CERTIFICATION
VAN POOL/CAR POOL CREDIT
IN ORDER TO PRESENT A
CONSERVATIVE SCENARIO,
SERVICE
ENTRY
(3) SECONDARY
ENTRY
SITE
SLIDING GATED
RESTRICTED TO '
USE BY EMERGENCY
VEHICLES &
PERSONNEL ONLY
LLI
CLEAVES PT.
ROAD
FIGURE 6
ASSIGNMENT OF
SITE-GENERATED TRAFFIC
WEEKDAY PM PEAK HOUR
KEY:
XX - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
58
u.I
Z
(5)
MAIN ROAD (NYS ROUTE 25)
(6)
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.
SERVICE
ENTRY
SITE
MAIN
ENTRY
SLIDING GATED
RESTRICTED TO
USEBYEMERGENCY
VEHICLES &
PERSONNELONLY
SECONDARY
ENTRY
LU
CLEAVES PT.
ROAD
FIGURE 7
ASSIGNMENT OF
SITE-GENERATED TRAFFIC
SATURDAY MIDDAY PEAK HOUR
KEY:
XX - ENTERING TRAFFIC
(XX) - EXITING TRAFFIC
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 fi-om 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 Condom/mum 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 unsignalized 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 fi-om
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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A < 10.O
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. 20OO.
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 GAlA 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 GAlA
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 GALA 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 lane and a separate fight 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:
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.
°
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.
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.
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 leR turn 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 unsigualized 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 GAIA Holisfic Circle traffic. The site volumes are not high enough to have any discemable 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 for 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 Dttrm
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 tuna 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 mm.
Thus, the northbound left mm 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 tums 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 mm movement out of Shipyard Lane by the unsignallzed 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 amxing
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.
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. A~a lable
Main Road at Northbound
Shipyard Lane Left Turn 42 141 311 49 78 151 87 82 148
Main Road at Northbound
Gillette Drive Left Turn 10 141 311 16 78 151 24 82 148
Table 6
2009 Build Traffic Volumes Expected and Number of Available Gaps Observed
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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 resthpe the northbound Shipyard Lane approach to provide
two lanes; a combined left ttm'dthm 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:
Widen Route 25 and install a striped median in the vicinity of Shipyard Lane
to allow left mm 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 walling
for a two-way gap. This striped median would need to be of sufficient length
to facilitate this maneuver.
Install a new traffic signal at this location. TI'tis method allows vehicles to exit
Shipyard Lane under the protection of the signal and eliminates the high
delays, hi 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.
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
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remain high, a condition that exists at numerous side street locations in this
area.
The developer of the proposed GAIA Holistic 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.
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ACCESS
EXAMINATION
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The access plan for GAIA 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 ,bill s~rve 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 A~cess 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~gnests.
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".
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PARKING
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The site plan for the proposed GALA 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.
Transient Motel I Per Guestroom 114 (Guestroom)
1 Per Employee 4 (Maids)
Accessory Use Parking as Required 6 (Admin. Staff)
Office: I 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 I 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
Parking Data Table
GAlA 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
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Alternative Uses
The site of the proposed GAIA Holistic Circle encompasses I7.3 acres and is zoned Marine II
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 GAIA Holistic
Circle site:
Alternative A:
Construction of a high speed passenger ferry terminal and restaurant/catering
hall. The fen',] 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 B 1:
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 track loading spaces.
Altemative B2:
Construction of a fish 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
The restaurant/catering component was determined utilizing 1TE Land Uses Code 931,
Quality Restaurant.
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The ferry component was detem~ined 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.
Alternative B1
Trip generation for the marina and boat storage building was based on data for a marina (ITE
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.
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 Altemative 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.
Alternative A
Alternative B1
Alternative B2
Alternative C
Proposed GAlA Holistic
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/Stmday,
three of the Alternatives could be expected to generate traffic levels equal to or greater than what is
forecast for the GAIA Holistic Circle. In many cases, the alternatives could be expected to generate
significantly more traffic (more than double) than the proposed use.
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In addition, it should be noted that two of 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 0NYS Route 25) in this area. The S~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 Grecnport Line parallels and crosses NYS Route 25 near the
line's eastern terminus. The LIRR 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 North Ferry Company provides service fzom the north side of Shelter Island to
CJreenport approximately every I0 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 be~nning at 6:00 A.M. with the last ferry leaving
Greenport at 12:00 midnight.
Additional information regarding the bus, railroad, 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 earpool 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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1. 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 pubhc access to the road end.
o
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.
Consideration for use of the combination of Shipyard Lane and Gillette Drive as a separate
ingress and egress from the site.
Consideration for the removal of the southernmost secondary entry that was intended for the
restaurant.
Each of the above site access configurations w~re 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 c~ntrally 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 fi.om arriving and departing hotel
guests at the main entrance. While it would certainly operate £me if combined with the main
entrance, it is the developers wish to separate this traffic fi.om 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 concerns.
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 egress from the site to distribute the vehicle trips. Under
these two configurations, those vehicles originating fxom 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 at 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.
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Alternative Site Access Configuration #4
Tiffs 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 Tables 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.
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CONCLUSIONS
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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 GAIA 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:
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.
The access plan for the site has been designed to adequately provide for the est/mated traffic
flow from the adjacent roadways so as to assure the public safety and to minimize traffic
congestion.
The points of access to the proposed development will provide safe and efficient internal
circulation patterns, and in mm 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 tums 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.
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.
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.
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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The availability of police protection and fare 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 farehouse, it should be recognized that excellent emergency
services are available to service the site of the proposed GAIA Holistic Circle.
Trip generation estimates utilized for the GAIA Holisti¢ 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.
The presence of the private marina 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.
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 volumes of traffic.
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 GA_IA
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 0xlYS 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 fight turn lane.
The widening of northbound Shipyard Lane to two lanes will improve Ixaffic
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;
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.
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.
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.
12.
13.
14.
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.
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 availabihty 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.
The latest available Nassau-Suffolk Transportation Improvement Program (T~) does not list
any projects involving the reconstruction or improvement of roadways serving the proposed
development.
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.
NP: 24088-GAIA Holistic Circle
File: Admin/ReportMAugust2008/TIS.doc
57
Engineering Associates,~.C.
66 Main Street
We~thampton Beach, N.Y. 11978
631-288.2480
631-288-2544 Fax
March 28', 2006
Mr. Christopher M. Read
East End Development, LLC
666 Old Country Road
Garden City, New York 11530
Re:
Traffic Impact Assessment
Proposed Residential Development
56655 Main Road
Southold, NY
Dear Mr. Read:
As requested, Dnnn Engineering Associates PC has completed our professional traffic engineering
evaluation in connection with the above project. The project envisions the construction of 24 semi-
attached residential condominium units for senior citizens, with associated amenities, and 3
affordable housing units. The senior condominium units will be contained in 8 separate buildings of
3 traits each, and the 3 affordable housing units will be contained in a separate building. The 6.75
acre site is located on the north side of Main Road, NYS Route 25, in the hamlet of Southold,
Suffolk County, New York. The current site plan proposes a single access to Main Road. At present,
the site eontaius a single-family residence.
Figure I shows the location of thc project site and Figure 2 shows the boundaries of the property and
the adjacent roadway network.
Our examination was performed to evaluate the potential traffic impact of the proposed
development, including trip generation, access and safety. During the course of the study, the
following specific work tasks were performed:
Several personal visits to the site were made to attest to our obscrvafions of existing traffic
movements at various times oftbe day and under different conditions.
Data regarding traffic flow on Main Road was obtained and analyzed from the New York
State Department of Transportation.
Trip generation estimates were performed, utilizing information contained in the Institute of
Transportation Engineers report "Trip Generation", 7th Edition, the accepted industry
standard for applications of this nature.
FIGURE 1
LOCATION PLAN
SCALE: 'i"=400'
FIGURE 2
SITE MAP
SCALE: 1 "=200~
Mr. Christopher Read
March 28, 2006
Page 4
4. The proposed access arrangement was evaluated, from the standpoints of location and design.
The following sections present the results of our efforts in this regard.
Existing Conditions
Main Road, NYS Route 25, is a New York State highway facility that provides direct access to the
sate. Although NYS Route 25 extends the entire length of Long Island, it serves as Main Street for
many of the communities along the north fork of Long Island. Near the site of the proposed
development, Main Road provides one lane in each direction, flanked by shoulders where parking is
permitted. The posted speed limit is 30 mph, but changes to 40 mph just east of the site. The site is
located on the eastern end of the commercial center of the hamlet of Southold, and development
along Main Road near the site is primarily commercial, although east of the site Main Road is
residential in nature. According to information provided by New York State Department of
Transportation, the Average Annual Daily Traffic (AADT) on Main Road in Southold in 2003 was
8453 vehicles per day. AADT is a transportation engineering and planning term defined as the
average traffic volume at a given location on any day of the year, including weekends.
NYSDOT has recently completed an improvement project on Main Road near the site. The project
included drainage improvements and resurfacing, but no capacity improvements. Therefore, Main
Road still provides one lane in each direction flanked by ten-foot shoulders.
Future Site Trip Generation
The cUrrent site plan for the proposed development envisions eight buildings containing 24
residential condominium units for seniors, and a ninth building providing 3 units of affordable
housing. Information contained in the report "Trip Generation", 7th Edition, published by the
Irkstitute of Transportation Engineers, was utilized to estimate the number of new trips that can be
expected to be generated by the proposed project. Land Use Code 252, Senior Adult Housing -
Attached, was utilized to estimate the number of new trips which can be expected to be generated by
the senior housing aspect of the development, and Land Use Code 230, Residential
Condurninium/Townhouse was utilized for the three units of affordable housing. The results of this
analysis are presented in Table I. As can be seen, during the weekday AM peak hour, the site will
generate 14 new trips, 5 entering and 9 exiting. Similarly, during the weekday PM peak hour, the
development will generate 10 new trips, 6 entering and 4 exiting. This is a relatively small amount
of new traffic, and it is not anticipated that this small number of new vehicles would have a
perceptible impact on traffic flow conditions on Main Road.
It should be noted that the number of trips shown in Table I was calculated based on the highest rate
of trip generation at any of the developments studied in the Trip Generation report. This was done
because the number of units in the proposed development is very small compared to those studied in
the Trip Generation report, and in general, the developments with a smaller number of units tended
Mr. Christopher Read
March 28, 2006
Page 5
to have the higher rates of. txip generation per unit. It should also be noted that the existing single
family home on the site currently generates some traffic, but this existing traffic has been ignored for
purpose of this report. In this manner, the trip generation analysis provides a conservative estimate of
the amount of traffic expected to be generated by the proposed project.
Senior Adult Housing - Attached
Land Use Code 252 4 5 3 3
24 Units
Residential Condominiums {Affordable
Units) 1 4 3 1
Land Use Code 230
3 Units
Total New Site Generated Traffic 5 9 6 4
Table 1
Site Generated Traffic
Access Examination
In keeping with good access management practices, the site plan for the project proposes a single
driveway on Main Road. The driveway will serve both the senior housing and the affordable
housing. The site plan indicates that the driveway will be located at the westerly end of the property,
and will provide two lanes, one for entering traffic and one for exiting traffic. Lett and right turns
into and out of the site will be permitted at this access driveway. All parking areas provided on the
site can be accessed from the driveway.
Main Road has both vertical and horizontal curvature near the site. The crest of the vertical curve is
just east of the site. The site is also located on the inside of a horizontal curve. Sight distance
measurements were performed to ensure that adequate sight distance would be available at the
location of the proposed site access driveway to allow for safe operations. The 2001 edition of the
American Association of State Highway and Transportation Officials (AASHTO) publication "A
Policy on Geometric Design of Highways and Streets" indicates that for design speeds of 35 mph,
390 feet of sight distance should be available for vehicles entering an intersection to safely do so. In
addition, for design speeds of 35 mph, AASHTO recommends that 250 feet of stopping sight
distance be available for drivers of vehicles traveling on the main road to see a vehicle entering the
Mr. Christopher Read
March 28, 2006
Page 6
road and stop safely, and .for design speeds of 45 mph, 360 feet of stopping sight distance be
provided. The 45 mph design speed was included because the speed limit on Main Road is 40 mph
just east of the site, so westbound vehicles on Main Road approaching the site might be traveling
slightly faster than eastbound vehicles, which would have a 30 mph speed limit. Sight distance
measurements performed at the location of the proposed driveway indicate that stopping sight
distance of 400 feet to the east and over 800 feet to the west is available. Therefore, adequate sight
distance is available for safe operation of the proposed driveway.
Conclusions
Based on the professional transportation engineering evaluation described above, it is concluded that
the proposed 27-unit residential development will result in a small number of new trips added to the
surrounding roadway network. The single access point to the proposed development is located to
provide adequate sight distance for vehicles to safely enter and exit the site from Main Road.
Therefore, the proposed 27-unit residential development will have minimal to imperceptible impact
on the safety and operation of the roadway facilities.
In light of the foregoing, and based on professional transportation engineering considerations, it is
recommended that the proposed project be approved.
If you have any questions or need any further information, please call me.
Sincerely,
Vincent Corrado
Senior Engineer ! Senior Transportation Planner
VC:lam
L205336.Rev
P25115
622.78'
MANOR DRIV~c
J
lib SOUTHWO,D M^NOR
· · RMS ENGINEERING ~ ,,! .~_..
lmm Robinson, Muller & Schiavone Engineers, PC SOUTHOLD
Phone 631-271~676 Fax 63~271-0592 www,~e,~e~;no.~om ~ ~ ~' ~ ~ D~CT ~, ~C~N 6S, ~ ~ LOT 15
Page 1 of 2
Subject
From
Date
To
Cc
Attachments
FW: Comments on the TIP program
"Lanza, Heather" <heather. lanza@town.southold.ny.us>
Friday, February 20, 2009 3:38 pm
"Richter, 3amie" <,~amie. Richter@town.southold.ny~us>, "Harris, Peter"
<peter. harris@town.southold.ny.us>, "Terry, Hark" <mark.terry@town.southold.ny.us>, Al
Krupski <alkrupskitown@yahoo.com>, Ipevans~fishersisland.net, "OHando, Vincent"
<vincent.orlando~town.southold.ny.us>, Scott. Russell@town.southold.ny.us
wickhamthomas~yahoo.com, rulandfarm@yahoo.com, "George Solomon (E-mail)"
<wailstT:t@optonline.net>, ".~eri Woodhouse (E-mail)" <.~eriWood@aol.com>, ".~oseph
Townsend (E-mall)" <Tl'ownsend2~aolocom>, "Kenneth Edwards (E-mail)"
<Pappy~flshersisland.net>, "Har~in Sidor (E-mall)" <sidor@optonllne.ne~>
Neb S <ntb1 @optonline.net>, "Woodhull, Ruthanne"
< Ruthanne.Woodhull@town.southold.ny.us>
Comments on TIP Southold Town.pdf 2.1HB
Everyone,
In response to a deadline that came to our attention late last week, I worked with Jamie Richter, Neb Brashich,
and Pete Harris to quickly put together comments on the Transportation Improvement Program (TIP)- the plan
the state regional transportation council (New York Metropolitan Transportation Council - NYMTC) uses as a
guideline for which transportation projects will be eligible for state funding. They held a ten-day comment period
ending today at 4:00pm.
Apparently it is not uncommon for them to amend the TIP list, which goes out to 2012. Also, in response to the
federal economic stimulus package and calls for "shovel-ready" projects, NYMTC has opened up a series of
public comment periods, with another beginning Monday, February 23, 2009.
I sent the attached comments to Kevin Wolford, our regional representative from NYMTC/NYSDOT. It is based
on the above people's understanding about what types of projects might be eligible for the new funding. The
comments are basically that we need funding and they should add these Southoid projects to their list.
We still need to come up with a more comprehensive package that includes storm-water projects, to get out to our
state and federal representatives (LaValle, Alessi, Schumer, Bishop). I didn't want to send this to them until
others had seen it. Also, our original list of"shovel-ready" projects included a court complex and green
infrastructure for the Peconic School, both of which Senator's Schumer's representative thought were not high on
the list of the types of projects that might be eligible for this new funding.
Again, there is another opportunity to commeat on thc TIP program next week if anyone thinks what I put
together needs some beefing up or we need to make it more compelling.
Heather Ian~a, AICP
Town Planning Director
53095 Route 25
P.O. Box 1179
Southold, New York 11971
Phone: (631)765-1938
E-mail: beather.lanzat~own.southold.ny.us
https://webmail.optimum.net/print.html 2/23/2009
Page 2 of 2
From: Lanza, Heather
Sent: Fdday, February 20, 2009 3:21 PM
To: 'Kevin Wolford'
Subject: Comments on the TIP program
Dear Mr. Wolford,
Attached please fred the comments on the TIP program from the Town of Southold. Thank you.
Heather Lanza, AICP
Town Planning Director
53095 Route 25
P.O. Box 1179
Southold, New York 11971
Phone: (631)765-1938
E-mail: heather, lanza®town.southold.ny.us
https://webmail.optimum.net/print.html 2/23/2009
PLAN~/INO BOARD blEMBERS
JERILYN B. WOOl)HOUSE
PLANNING BOARD OFFICE
TOWN OF SOUTHOLD
MAILING ADI)Rk.~,S:
P.O. Box 1179
Southold, NY 11971
OFFICE LOCATION:
Town Hall Annex
54375 State Route 25
(cot. Main Rd. & Young~ Ave. I
Southold. NY
February l9,2009
Kevin Wolford
New York Metropolitan Transportation Council
199 Water Street, 22~d Floor
New York, NY 10038-3534
<via e-mail>
Re: Comments on NYMTC's Proposed TIP amendments for the National Economic Recovery
Legislation
Dear Mr. Wolford:
I am writing on behalf of the Town of Southold, New York, located on the North Fork at the eastern
end of Long Island, and respectfully submit the following comments on the proposed additions to the
Transportation Improvement Program (TIP) in response to the federal government's call for shovel-
ready projects.
Upon reviewing the current TIP list, and the proposed additional projects, we noted there were only a
few projects located within the Town of Southold on the original list, and none in the proposed
additions. While we appreciate these few projects, the Town of Southold is in dire need of additional
funding to repair, maintain, and improve the safety of our roadways. Please consider the following
projects for addition to the TIP list.
Infrastrueture Projects for the Town of Southold, NY
The two main travel routes in the Town of Southold are County Road 48, and State Route 25. They
are both State-designated Scenic Corridors. County Road 48 serves as the 'through-road', moving a
large amount of traffic on four lanes, through a backdrop of agricultural land, and also provides the
main route to the interstate ferry at Orient Point. State Route 25 is the Main Street for four of the
eight hamlet downtowns in Southold, making traffic calming and pedestrian safety of paramount
importance.
A. Traffic flow and safety improvements at major intersections (see attached map)
· $6,500,000
· Jobs may be created as a result of regional contractors being hired to construct the proposed
1. Roundabout - County Road 48 & Cox Neck Lane, Mattimck, NY
· Feasibility studies completed.
Scenic Corridor
· See attached draft design.
$1,750,000
2. Roundabout - County Road 48 & Westphalia, Matfimck, NY
· Next nearest intersection with a traffic signal
· Link to downtown & Love Lane to waterfront
· Scenic Corridor
· $1,500,000
3. Roundabout - County Road 48, State Road 25 & Main Street, Greenport, NY · Feasibility study completed
· Improve a difficult intersection
· Scenic Corridor
· See attached dra.e~ design
· $1,750,000
4. Roundabout - Love Lane & State Road 25, Mattituck, NY · Feasibility study underway
· Hamlet Stakeholder Study identified this as a high priority
· Aid in economic stability of downtown Mattituck by improving pedestrian safety
and access to retail stores.
· Transportation Enhancements Program Grant applied for in 2008
· $1,500,000
Roundabouts are needed to replace traffic control signals that are not working well for the traffic
patterns of these roads. The roundabouts wilt be safer for pedestrians and bicyclists, and will
allow for smoother, more consistent and safer traffic flow. They are also more aesthetically
pleasing than traffic control signals - an important factor along these two scenic corridors.
These projects would need to be completed in conjunction with the Suffolk Coumy Department
of Public Works, and the New York State Departmeut of Transportation where roads under their
jurisdiction are involved.
B. Paving projects - Town-wide $2,073,157 (see attached details)
The Town of Southold is in desperate need of funding to be able to repair roads badly damaged
over this past wimer season, and to pay for the ever-escalating cost of asphalt. These projects are
ready to be done immediately, and if funded would result in contracts being bid out to road-
paving contractors in the region, and likely contributing to these contractors hiring more workers.
Thank you for considering these projects for inclusion in the proposed amendments to the TIP list.
Sincerely,
Heather Lanza, AICP
Planning Director
Roundabout Plan - County Road 48 & Cox Neck Lane
Highway Department
Town of Southold
275 P~conic Lane · P.O. Box 178 * Pecontc, N.Y. 11958-0178
Tel. (6~1) 765-3140
(631) 7~4-5211
Fax (6~1) 765-1750
East Marinn:
Rocky Point Road
Length -6041-F~t X 23 Fe~ Wide ,- 15438.111 square yards
At 2inoh over lay ~- 1715.3456 tons ~ $100 l~r ton = $171,534.56
8out/mid:
Young's Avenu~
IC~--,,ny's Road
Norlt~ Bayvi~# Road
North Bayvic-w Ext
Pan~iis~ Point Rd.
$~cobs Laue
Length- Route 48 Io RxR tracks 2,085' lenght X 24' width
-- 5560 sq. yds. @ 2" over lay -- 61Z7 tons ~ $100 pet ton ,-
$ 61,777.77
I.~nglh - Rou~ 25 to l~r.R lra~ks 580' x 36' --2320 sq. yds
257.7 tom ~ $100 l~r ton ~ $ 25,777.77
1554 ~ x 35 width,- 54,39O sq. yds.
At 2" over lay ~ 67148 tons (~ $100 i~t ton ~ $67,148.14
Length I1,420' X 25' widlh-- 31,722.22 sqyds
~ 2" = 3,524.69 tons @ $100 lmr to ~, $352,469.13
L~ngth 2,864' X 25' width = 7,955.55 sq yds.
~ 2" ~ 883.95 tons (~ 2" ~ $100 l~r toff ~ $88,395.06
!~n_ ~o~h 2960' X 28" widfla ~ 9208.88 sq yd~
@ 2" ~ 1023.20 tons ~ $100 l~r ton = $102,320.09
2290' x 20' width = 5,088.88 sq yds.
@ 2" ~ 565.43 tons O $100 pe~ ton = $ 56,543.20
length 5675' X 24' width = 15,133.33 sq. yds
~ 2" = 1,681.48 tuns ~ $100 per ton-' $168,148.14
· P~quash Ave.
N~w SUffOlk Ave.
Bay Blvd.-
'~ !Deep Hole Dr.
Delmar Drive ·
le~'th 4582' X 24' width = 12,218.66 sq yds
@ 2" = 1,357.62 ions ~ $100 l~r ton-- $135,762.95
/.~ngl~ 9,200' X :24' widlh = 24, 533~33 sq. yds.
@ 2" = 2,725.92 tons, ~ S .1oo per ton ~- S272,592.58
· tamgth 10,911' x 24' width ~ 24,246.66 sqyds .
@ 2" '- 2,694:07~ tons ~ $I00 per.ton '~ $269,407.40'
Length 4867' X24"widtb.='. i2,978;06 'sq yds'
~ 2'~ = t,442.07 tons ~ $100'per ~on '- 144,207.40
r_engil~ ~,oo7' x ~'. wi .d?S -lS,~.Sq yds. . .
(~ 2" = 2,039.88 tons ~$I00 per tons = $203,988.88//
"Length ~,477' X 25' width = 9,6~8.~3 sq yds
@ 2" -- 1,073.14 tons @ $100 l~r. ion- $107,3.14.81
. l.,ength 5,233'X25' widlh~ i4,536.11 sqy.ds
~ 2,,, 1,615.12 tons (~$100 per ton,~ $161,512.00 ·
Total '$ 2,(U3,157.81
Southold Town Board - Letter Board Meeting of Februar3, 3, 2009
RESOLUTION 2009-152
ADOPTED
Item # 5.41
DOC ID: 4769
THIS IS TO CERTIFY THAT THE FOLLOWING RESOLUTION NO. 2009-152 WAS
ADOPTED AT THE REGULAR MEETING OF THE SOUTHOLD TOWN BOARD ON
FEBRUARY 3, 2009:
RESOLVED that the Town Board of the Town of Southold hereby accepts the final report
entitled~ "North Fork Trails Scenic Byways~ lnventory~ Assessment and Conception"
prepared by the RBA Group~ dated December 2008~ and be it further
RESOLVED that the Town Board of the Town of Southold hereby authorizes the completion
of Phase IIl New York State Scenic B,yways Project Agreemenh total cash outlay not to
exceed $9,000.00.
Elizabeth A. Neville
Southold Town Clerk
RESULT: ADOPTED [5 TO 1]
HOVER: Albert Krupski Jr., Councilman
SECONDER.' Louisa P. Evans, Justice
AYES= Ruland, Orlando, Wickham, Evans, Russell
NAYS= Albert Krupski Jr.
Generated February 4, 2009 Page 53
SOUTHOLD TRANSPORTATION
COM1VIISSION
ITown Hall
P. O.Box 1179
53095 Main Read
Southold, NY 1. t971-0959
Phone (6~1) 765-1938
Fax (631) 765-3136
TO:
FROM:
DATE:
RE:
Supervisor Scott A. Russell
Town Board
Neboysha R. Brashich, Chairman
February 3, 2009
North Fork Trail - Interpretive Signage
PROJECT FINANCING REVIEW:
PHASE I $ 45,000
PHASE II $155,000
($36,000 - Federal Grant
$ 9,000 - Town Cash)
($124,000- Federal Grant
$ 10,000 - Town Cash
$ 21,000 - Town In-Kind
AS OF 2/3/09 - Town Contributions against $40,000 Contract Levels:
$ 5,454
$ 3,546
$22,000
$31,000
Cash (Paid)
Cash (To be Paid Shortly)
In-Kind (Recorded)
Total
Remainder Needed under Contract $9,000 Cash and/or In-Kind
SOUTHOLD TRANSPORTATION
COMMISSION
ITown Hall
P. O. Box 1179
53095 Main Road
Southold, NY 11971-0959
Phone (631) 765-1938
Fax (631) 765-3136
NEW YORK STATE SCENIC BYWAYS PROJECT AGREEMENT
THE NORTH FORK TRAIl, SCENIC BYWAY: INTERPRETIVE PROJECT INFORMATION
INTERPRETIVE SIGNAGE & FACILITIES
PIN: 0758.90, CONTRACT #
TOWN OF SOUTHOLD SALARIES (INCLUDING BENEFITS) & IN-KIND PROJECT
CONTRIBUTIONS:
NOVEMBER 2006
NOVEMBER 2006
DECEMBER 2006
DECEMBER 2006
JANUARY/
MARCH 2007
REWRITING OF PROPOSAL
Planning Director 20 hours X $68 $1,360
Commission Chairman 60 hours X $15 $ 900
(volunteer)
Secretary 10 hours X $34 $ 340
Total $2,600
TOWN BOARD APPROVAL/RESOLUTION
Town Board (6 members) 1 hour X $63 X 6
Total
DOT CONTRACT APPROVAL
Town Board (6 members) 1 hour X $63 X 6
Assistant Town Attorney 5 hours X $53
Total
TOWN FUNDING APPROVAL
Town Board (6 members) 2 hours X $63 X 6
Total
PROJECT DELIBERATIONS
Transportation Commission
(6 volunteers)
Engineering Inspector
Superiptendant of Highways
Police Captain
Town Councilman
10 hours X $15 X 6
10 hours X $45
10 hours X $60
10 hours X $100
5 hours X $63
Total
$ 378
$ 378
$ 378
$ 265
$ 643
$ 756
$ 756
$ 900
$ 450
$ 600
SLO00
$ 315
$3,265
MARCH 2007
WORK PLAN/RFP PREPARATION
Engineering Inspector 30 hours X $45
Commission Chairman 10 hours X $15
(volunteer) Total
$1,350
$ 15o
$1,500
AUGUST/
SEPTEMBER
2007
OCTOBER 2007
NOVEMBER/
DECEMBER
2007
BRIEFING OF BIDDERS/SELECTION OF WINNING FIRM
Engineering Inspector 10 hours X $45
Senior Planner 10 hours X $43
Superintendent of Highways 10 hours X $60
Chief Building Inspector 5 hours X $55
Code Enforcement Director 5 hours X $52
Commission Chairman 10 hours X $15
(volunteer) Total
$ 450
$ 430
$ 600
$ 275
$ 260
$ 750
$2,765
CONTRACT NEGOTIATIONS/APPROVAL
Town Board (6 members)
Assistant Town Attorney
Town Councilman
Engineering Inspector
Commission Chairman
(volunteer)
1 hour X $63 X 6
5 hours X $53
4 hours X $63
9 hours X $45
7 hours X $15
Total
$ 378
$ 265
$ 252
$ 405
$ 10s
$1,405
CONTRACT BACKSTOPPING & SUPPORT
Engineering Inspector 5 hours X $ 45
plannitlg Director 6 hours X $ 68
Commission Chairman 9 hours X $15
(volunteer) Total
225
408
135
768
JANUARY/
MARCH
2O08
SIGNAGE DATA COMPILATION
Stakeholders Committees (9 - ten members each)
(volunteers) 2 hours X 90 X $15
Planning Director 6 hours X $ 68
Commission Chairman 9 hours X $15
(volunteer) Total
$2,700
$ 408
$ 135
$3~43
APRIl d
OCTOBER
2008
CONTRACT COORDINATION
Engineering Inspector 20 hours X $ 45
Commission Chairman 40 hours X $15
(volunteer) Total
$ 900
$ 600
$1,500
NOVEMBER/
DECEMBER
20O8
JANUARY/
FEBRUARY
2OO9
REVIEW OF PHASE I DRAFT REPORT
Town Board (6 members) 1 hour X $63 X 6
Planning Director 2 hours X $ 63
Chief Building Inspector 1 hour X $ 55
Code Enforcement Director 1 hour X $ 52
Superintendent of Highways 1 hour X $ 60
Town Historian 3 hours X $ 45
Engineering Inspector 2 hours X $ 45
Stakeholders Committees (9 - 10 members each)
(volunteers)
Transportation Commission
(6 volunteers)
Commission Chairman
(volunteer)
1 hour X90X$15
1 hourX6X $15
5 hoursX$15
Total
$ 378
$ 126
$ 55
$ 52
$ 60
$ 135
$ 9O
$1,350
$ 9O
$ 75
$2,411
REVIEW & APPROVAL OF PHASE I FINAL REPORT
1 hour X $63 X 6
2 hours X $ 63
1 hours X $ 45
2hoursX $ 45
1 hourX6X $15
3 hours X $15
Total
$ 378
$ 126
$ 45
$ 90
$ 90
Town Board (6 members)
Planning Director
Engineering Inspector
Town Historian
Transportation Commission
(6 volunteers)
Commission Chairman
(volunteer)
$ 45
$ 774
Grand Total
$22,008
Neboysha R. Brashich Date: February 3, 2009
Chairman
SUBIMAL CHAKRABORTI, RE,
REGIONAL DIRECTOR
STATE Of NEW YORK
DEPARTMENT OF TRANSPORTATION
REGION TEN
250 VETERANS MEMORIAL HIGHWAY
HAUPPAUGe, NEW YORK 11788
www. nysdot.gov
ASTRID C. GLYNN
COMMISSIONER
February 3, 2009
Mr. James Richter, Town Engineer
Southold Town Hall
53059 Main Road, P. O. Box 1179
Southold, NY 11971
Re: Project Update
NYSDOT Project Identification Number (PIN) 0042.28 - Bridge Improvement
Route 25 over LIRR
Town of Southold, Suffolk County
Dear Mr. Richter:-
As construction of the above New York State Department of Transportation's (NYSDOT) new
bridge project carrying NY Route 25 over the LIRR in Southold progresses, we would like to
update you on the project status.
You may not be aware that construction of the approach roadway and initial bridge work was,
unfortunately, delayed due to complications with the utility pole relocations. Nevertheless, we do
currently anticipate that the new bridge will open to traffic by the summer of 2009. Following
that, the Contractor will continue to work at the site with no impacts to the traveling public, to
widen the approach roadway m its final configuration and install a new top layer of asphalt.
These operations are anticipated to be completed by the end of 2009. In summary, all significant
construction activity should be completed by the end of the year and final landscaping should be
completed in the spring of 2010.
We would also like to bring to your attention certain design revisions that have been put into
plage following our final NY Route 25 LIRR Bridge Reconstruction Task Force meeting. As a
result of community input, a new right turn lane from Route 25 to Kerwin Boulevard will be
added t? the project. Furthermore, at the request of the Southold Transportation Commission, the
one-way temporary streets at the intersection of NY Route 25 with Dolphin/Albacore Drives will
be madeper/nanent for operational imprq~ements at the conclusion of the project.
Mr. James Richter, Town Engineer
Southold Town Hold
February 3, 2009
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This project is currently being supervised within our Construction group by Mr. Cary Leuschner
and Mr. Joseph Ludwig, the respective Construction Area Supervisor and Engineer-in-Charge. If
you have any questions regarding project construction, scheduling, etc. please feel free to contact
them directly as follows:
Cary Leuschner
NYSDOT Construction Area Supervisor
250 Veterans Memorial Highway
Hauppauge, NY 11788
(631) 952-6053
Joseph Ludwig
Engineer-in-Charge
NYSDOT Construction Field Office
53345 Main Road, Unit 7-2
P.O. Box 403
Southold, NY 11971
(631) 765-8590
Thank you for participating in this very important project.
Sincerely,
Regional Design Engineer