Country Pointe at Plainview - VHBprojects.vhb.com/countrypointeatplainviewdeis/Country...Traffic...

Traffic Impact Analysis Report

Country Pointe at Plainview

Plainview, New York

Prepared for The Beechwood Organization

500 North Broadway, Suite 240 Jericho, NY 11753

Prepared by 2150 Joshua’s Path, Suite 300 Hauppauge, New York 11788 (631) 234-3444

March 2013

Table of Contents

Table of Contents 1.0 Introduction ..................................................................................................................... 1

Project Description ..................................................................................................................... 1 Study Methodology .................................................................................................................... 3

2.0 Existing Conditions ........................................................................................................ 4 Roadways and Intersection Conditions ..................................................................................... 4

Roadways .................................................................................................................. 4 Old Country Road ...................................................................................................... 4 Round Swamp Road .................................................................................................. 5 Long Island Expressway Service Roads .................................................................... 5 Seaford-Oyster Bay Expressway (NYS Route 135) ................................................... 5 Plainview Road .......................................................................................................... 6 Manetto Hill Road ........................................................................................................ 6 Old Bethpage Road ................................................................................................... 6 Hay Path Road ........................................................................................................... 6 East Bethpage Road .................................................................................................. 7 Newtown Road ........................................................................................................... 7 Melissa Lane .............................................................................................................. 7

Study Area Intersections ............................................................................................................ 7 LIE North Service Road at Round Swamp Road ..................................................... 10 LIE South Service Road at Round Swamp Road .................................................... 11 Old Country Road at Round Swamp Road .............................................................. 12 Old Country Road at Newtown Road ....................................................................... 13 Old Country Road at County Offices Driveway ........................................................ 14 Round Swamp Road at Melissa Lane ...................................................................... 15 Round Swamp Road at Hay Path Road .................................................................. 16 Round Swamp Road at Old Bethpage Road / Bethpage-Sweet Hollow Road ........ 17 Old Bethpage Road at Hay Path Road .................................................................... 18 Plainview Road at Old Bethpage Road .................................................................... 19 Old Country Road at Plainview Road / Manetto Hill Road ....................................... 20 Manetto Hill Road at Washington Avenue / Guild Court .......................................... 21 Old Country Road at NYS 135 Exit 9 Northbound Ramp ........................................ 22 Old Country Road at NYS Rte 135 Southbound Exit Ramp .................................... 23 Old Country Road at Amfesco Drive ........................................................................ 24 Old Country Road at Mergenthaler Drive ................................................................. 25 Old Country Road at East Bethpage Road .............................................................. 26 Round Swamp Road at Old Bethpage Restoration Village ...................................... 27 Round Swamp Road at Old Bethpage Elementary School North Driveway ............ 28 Round Swamp Road at Old Bethpage Elementary School South Driveway ........... 29 Broadway/Plainview Road at NYS Rte 135 NB Exit Ramp ...................................... 30 LIE South Service Road at Newtown Road ............................................................. 31

Existing Traffic Volume Data ................................................................................................... 31 Accident History ....................................................................................................................... 37

Table of Contents

3.0 Future Conditions ......................................................................................................... 43 No Build Condition ................................................................................................................... 43

Planned Roadway Improvements ............................................................................ 43 Background Traffic Growth ...................................................................................... 44 Other Planned Developments .................................................................................. 44

Build Condition ......................................................................................................................... 51 Development Mix ..................................................................................................... 51 Project-Generated Traffic Volumes .......................................................................... 51 Pass-by Trips ........................................................................................................... 52 Internal Trip Discussion ........................................................................................... 55 Trip Distribution and Assignment ............................................................................. 56 Existing Athletic Field Use ....................................................................................... 57

4.0 Traffic Operations Analysis ........................................................................................ 70 Level of Service and Delay Criteria ......................................................................................... 70 Software ................................................................................................................................... 70 Level of Service Analysis ......................................................................................................... 71

Analysis Results ....................................................................................................... 71 Proposed Mitigation ................................................................................................. 85 Site Access and Circulation ..................................................................................... 98 Emergency Services and Access ............................................................................ 99 Existing Commercial Driveways ............................................................................. 101

Parking ................................................................................................................................... 101 Walkability and Pedestrian Circulation .................................................................................. 102 Weaving Analysis .................................................................................................................. 103 Trip Generation of Alternatives .............................................................................................. 105

Intersection Volume and Mitigation Comparison ................................................... 108 Site Construction ................................................................................................................... 111 Long Island Rail Road (LIRR) Use and Parking .................................................................... 113 Other Public Transportation ................................................................................................... 114

5.0 Conclusions .................................................................................................................. 115

Table of Contents

List of Figures Figure 1 - Location Map ......................................................................................................... 2 Figure 2 - Study Intersections ................................................................................................ 9 Figure 3 - Ext AM Peak Volumes ........................................................................................ 34 Figure 4 - Ext PM Peak Volumes ........................................................................................ 35 Figure 5 - Ext Sat Peak Volumes ......................................................................................... 36 Figure 6 - OPD AM Peak Volumes ..................................................................................... 46 Figure 7 - OPD PM Peak Volumes ..................................................................................... 47 Figure 8 - NB AM Peak Volumes ........................................................................................ 48 Figure 9 - NB PM Peak Volumes ........................................................................................ 49 Figure 10 - NB Sat Peak Volumes ....................................................................................... 50 Figure 11 - Trip Distribution Residential ........................................................................... 58 Figure 12 - Site Gen AM Peak (Res) .................................................................................... 59 Figure 13 - Site Gen PM Peak (Res) .................................................................................... 60 Figure 14 - Site Gen Sat Peak (Res) ..................................................................................... 61 Figure 15 - Trip Distribution (Retail) .................................................................................. 62 Figure 16 - Site Gen AM peak (Retail) ................................................................................ 63 Figure 17 - Site Gen PM Peak (Retail) ................................................................................ 64 Figure 18 - Site Gen Sat Peak (Retail) ................................................................................. 65 Figure 19 - Build AM Peak................................................................................................... 67 Figure 20 - Build PM Peak ................................................................................................... 68 Figure 21 - Build Sat Peak .................................................................................................... 69 Figure 22 - Proposed Mitigation LIE Service Roads ......................................................... 89 Figure 23 - Proposed Mitigation Old Country Road and NY135 SB Exit Ramp .......... 90

Table of Contents

List of Tables

Table 1 – Average Weekday Peak Hour Volumes - 11/15/2010 to 11/19/2010 ......... 33 Table 2 – Hourly Variation in Shopping Center Traffic .................................................. 33 Table 3 – Accident Summary – January 1, 2009 to December 31, 2011 ......................... 38 Table 4 – Study Intersections Accidents Summary .......................................................... 40 Table 5 – Project Components ............................................................................................. 51 Table 6 – Trip Generation .................................................................................................... 52 Table 7 – Pass-by Rates ........................................................................................................ 53 Table 8 – Pass-by Volumes .................................................................................................. 53 Table 9 – Net Trip Generation – Commercial Portion ..................................................... 54 Table 10 – Net Trip Generation – Entire Site ..................................................................... 54 Table 11 – Signalized Intersections Level of Service – AM Peak Hour ......................... 72 Table 12 – Signalized Intersections Level of Service – PM Peak Hour .......................... 76 Table 13 – Signalized Intersections Level of Service – Sat Peak Hour ........................... 80 Table 14 – Unsignalized Intersections Level of Service – AM Peak Hour .................... 84 Table 15 – Unsignalized Intersections Level of Service – PM Peak Hour ..................... 84 Table 16 – Unsignalized Intersections Level of Service – Saturday Peak Hour ........... 85 Table 17 – Proposed Mitigation .......................................................................................... 87 Table 18 – No Build, Build, Build Mitigation Comparison – AM Peak Hour ............... 92 Table 19 – No Build, Build, Build Mitigation Comparison – PM Peak Hour ............... 94 Table 20 – No Build, Build, Build Mitigation Comparison – Sat Peak Hour ................ 96 Table 21 – Signalized Site Access ...................................................................................... 100 Table 22 – Unsignalized Easterly Site Access .................................................................. 100 Table 23 – Parking – Commercial Areas .......................................................................... 102 Table 24 – Parking – Residential Areas ............................................................................ 102 Table 25 – Weaving Analysis – Build Condition ............................................................ 104 Table 26 – Comparison of Alternatives Trip Generation ............................................... 108 Table 27 – Site Generated Intersection Volume Comparison ....................................... 110

List of Attachments Attachment A: Manual Turning Movement Counts Attachment B: ATR Data Attachment C: Synchro – Level of Service Analysis Worksheets, HCS Weaving

Analysis Reports Attachment D: Accident Data Tables, Accident Verbal Description Reports Attachment E: Agency Correspondence Attachment F: Level of Service Definitions Attachment G: Traffic Signal Warrant Analysis Attachment H: NICE Route Map and Schedule

1 Introduction

1 Introduction

This study summarizes the comprehensive evaluation of the potential traffic impacts associated with a proposed mixed-use development in Plainview, New York. The purpose of this study is to determine whether any significant traffic impacts would result from the proposed development and to propose and evaluate mitigation measures, if required. This report presents the findings of the traffic study and summarizes the data collection process, traffic analysis procedures, and study conclusions.

Project Description

The Beechwood Organization is proposing a mixed-use development at the intersection of Old Country Road and Round Swamp Road in the Hamlets of Old Bethpage and Plainview in the Town of Oyster Bay Nassau County New York. The development that would be situated on a site totaling 143.25± acres would consist of residential and retail uses. The Residential portion would be comprised of 626 Senior Housing units and 264 Residential Condos/Townhouses for a total of 890 residential units. The retail use totaling 118, 450 SF would include a 71,450 SF supermarket, 44,000 SF of retail space and a 3,000 SF Bank with Drive-through Windows. The development would include 1,717 parking spaces associated with the residential component of the development and 661 paces associated with the commercial component of the development, for a total of 2,395 parking spaces. The site, as proposed, will have three access points on Old Country Road; a proposed access opposite Newtown Road forming the northbound approach to an existing signalized intersection, a proposed access opposite Mergenthaler Drive that will be signalized and a proposed driveway opposite Amfesco Drive that would be unsignalized and restricted to only right turns in and right turns out. Figure 1 shows the location of the project site.

C

OU

NTR

Y P

OIN

TE A

T PL

AIN

VIE

W

F

IGU

RE

1 LO

CA

TIO

N M

AP

SITE

3 Introduction

Study Methodology

The following describes the methodology used in this traffic study:

The proposed site plan and related documents were reviewed to obtain an understanding of the project scope and layout.

Based on a review of the adjacent roadway system, discussions with the reviewing agencies, and the Final Scope for the Draft Environmental Impact Statement, fourteen signalized intersections and eight unsignalized intersections were identified as key intersections that may be impacted by the project.

The prevailing traffic conditions, geometric parameters, traffic control devices and the number and direction of travel lanes at the key locations were inventoried.

Accident data for the most recent three-year period for the study area were obtained, tabulated, and summarized.

Automatic traffic recorders (ATR’s) were utilized to obtain 24 hour, 7 day traffic volume counts on the major roadways in the vicinity of the site and on major roadways leading to the site.

Manual turning movement counts were collected at the study intersections on a typical weekday during AM peak and PM peak periods and mid-day on a Saturday.

The existing traffic volumes at the previously-identified study intersections were expanded to a future No Build year assumed to be 2016.

Other planned developments in the vicinity of the project were identified to be included in the 2016 No Build condition.

The traffic generated by the proposed development was estimated based on recognized traffic engineering standards.

The site-generated volumes were distributed along the adjacent roadway network and added to the 2016 No Build volumes to produce the proposed 2016 Build volumes.

Capacity analyses were performed at the key intersections for the Existing, No Build, and Future Build conditions.

The results of the analyses for the Existing, No Build, and Build conditions were compared to assess any significant traffic impacts that may result from the proposed project.

The need for traffic mitigation measures was evaluated. Site access was evaluated. The proposed parking supply in relation to Town Code requirements was

evaluated.

4 Existing Conditions


Evaluation of the transportation impacts associated with the proposed development requires a thorough understanding of the current transportation system in the project study area. Existing transportation conditions include roadway geometry, traffic control devices, peak-hour traffic volumes, roadway operating characteristics, and parking availability. An inventory of available information on local roadways and traffic control in the vicinity of the project sites was compiled. The following sections present a summary of this information.

Roadways and Intersection Conditions

The principal roadways and intersections in the project area are described below. The descriptions of the roadways and key intersections include the geometric conditions and traffic control characteristics.

Roadways

Old Country Road

Old Country Road is a major east-west arterial that runs from Herricks Road and Rockaway Avenue in Garden City Park to Jericho Turnpike (NYS Route 25) in Dix Hills. In the immediate vicinity of the site Old Country Road is under the jurisdiction of Nassau County. It borders the site on the north and all access to the site is proposed from Old Country Road. The posted speed limit along Old Country Road in the study area is 40 miles per hour (mph). The ATR installed for this study shows that the combined two-way Average Daily Traffic (ADT) on Old Country Road in the vicinity of the project site is approximately 20,200 vehicles per day. Stopping is prohibited on both sides of Old Country Road in the vicinity of the project site. Further west, from Ramsey Road to approximately 250 feet east of Manetto Hill Road, parking is permitted on the north side of the street. Between Plainview Road/Manetto Hill Road and NYS Route 135, stopping is prohibited on the north side of the road, while on the south side parking is permitted between Gerhard Road East and Hope Drive,


except in the vicinity of intersections. West of Route 135, stopping is prohibited on both sides of Old Country Road.

Round Swamp Road

Round Swamp Road is a north-south arterial that borders the east side of the site. It runs from Jericho Turnpike (NYS Route 25) in Cold Spring Harbor to Bethpage Road in Farmingdale. In Nassau County, Round Swamp Road is under the jurisdiction of Nassau County. However, just south of the Long Island Expressway Round Swamp Road crosses into Suffolk County where it is a Town of Huntington roadway. In the vicinity of the proposed development it provides one travel lane in each direction south of Old Country Road, transitioning to two lanes in each direction at and north of Old Country Road. The posted speed limit along Round Swamp Road in the study area is 40 miles per hour (mph). The ATR installed for this study reveals that the combined two-way ADT on Round Swamp Road in the vicinity of the project site is around 9,253 vehicles per day. Stopping is prohibited on the west side of Round Swamp Road along the entire limits of the site and on the east side from Old Country Road to approximately 300 feet north of Locust Road. Further south there are No Stopping restrictions posted on both sides of the street in the vicinity of Hay Path Road.

Long Island Expressway Service Roads

The Long Island Expressway (LIE) Service Roads are one-way roadways that run east-west along both sides of the LIE. The maintenance of the service roads falls under the jurisdiction of Nassau County. However, traffic signals are controlled and maintained under the jurisdiction of the NYSDOT. The North Service Road allows only westbound traffic and the South Service Road allows only eastbound traffic. The posted speed limit on both the service roads in the vicinity of Round Swamp Road is 40 miles per hour (mph) and each of them provide two travel lanes with additional turn lanes at the intersections with Round Swamp Road. According to 2009 NYSDOT estimates, at the Nassau County Line/Round Swamp, the Average Annual Daily Traffic (AADT) on the South Service Road was 8,180 vehicles and on the North Service Road it was 12,690 vehicles. There are No Stopping signs posted on both sides of the LIE South Service Road west of Round Swamp Road.

Seaford-Oyster Bay Expressway (NYS Route 135)

The Seaford-Oyster Bay Expressway, designated NYS Route 135, is a major north- south limited access facility under the jurisdiction of NY State. It runs south from Jericho Turnpike in South Syosset to Merrick Road in Seaford. There are exits in both directions from Route 135 to Old Country Road, a likely route for traffic travelling to and from the project site. The posted speed limit on the northbound and southbound ramps to Old Country Road is 30 miles per hour (mph). In 2008 NYSDOT continuous


counts station places the average AADT on the section of Seaford-Oyster Bay Expressway between Exit 9 and Exit 10 at around 91, 000 vehicles per day.

Plainview Road

Plainview Road is a north-south road under the jurisdiction of Nassau County. It runs north from Broadway to Old Country Road, north of which it is designated as Manetto Hill Road. It provides one travel lane in each direction with additional turn lanes at major intersections. The posted speed limit along Plainview Road is 35 miles per hour (mph). The ATR installed for this study reveals that the combined two-way ADT on the section of Plainview Road south of Old Country Road and north of Old Bethpage Road is around 24,705 vehicles per day. Stopping is prohibited on both sides of Plainview Road from Old Country Road to a point approximately 100 feet north of Barbara Lynn Court.

Manetto Hill Road

Manetto Hill Road is a north-south road under the jurisdiction of Nassau County. It runs north and northwest from Old Country Road to Woodbury Road. It provides two travel lanes in each direction with additional turn lanes at major intersections. The posted speed limit along Plainview Road is 40 miles per hour (mph). The ATR installed for this study reveals that the combined two-way ADT on the section of Manetto Hill Road south of Washington Avenue and north of Old Country Road is around 23,979 vehicles per day. Stopping is prohibited on both sides of Manetto Hill Road from Old Country Road through the Washington Drive intersection.

Old Bethpage Road

Old Bethpage Road is a north-south collector-distributor under the jurisdiction of Nassau County. It runs southeast from Plainview Road to Round Swamp Road. East of Round Swamp Road it is designated Bethpage Sweet Hollow Road. Old Bethpage Road provides one travel lane in each direction with additional turn lanes at intersections. The posted speed limit along Old Bethpage Road is 30 miles per hour (mph). There are No Stopping signs posted on both sides of Old Bethpage Road between Plainview Road and Palo Alto Drive.

Hay Path Road

Hay Path Road is an east-west roadway under the jurisdiction of the Town Of Oyster Bay. It runs west from Round Swamp Road and terminates at Farmers Avenue and Grohmans Lane west of NY 135. It provides one travel lane in each direction with additional lanes at intersections. The posted speed limit along Hay Path Road is 30 miles per hour (mph). There are No Stopping signs posted on the Hay Path


Road approaches to Round Swamp Road and on both sides of the street west of Old Bethpage Road for a distance of approximately 300 feet.

East Bethpage Road

East Bethpage Road is a short north-south local roadway under the jurisdiction of the Town Of Oyster Bay. It connects Old Country Road to Washington Avenue and provides one travel lane in each direction. The posted speed on East Bethpage Road is 30 miles per hour (mph). There is a No Stopping restriction posted on the east side of East Bethpage Road immediately north of Old Country Road.

Newtown Road

Newtown Road is a short north-south local roadway under the jurisdiction of the Town Of Oyster Bay that connects Old Country Road to the LIE South Service Road. It provides one travel lane in each direction. There is no posted speed on Newtown Road. Stopping is prohibited on both sides of Newtown Road between Old Country Road and The LIE South Service Road.

Melissa Lane

Melissa Lane is a short east-west local roadway under the jurisdiction of the Town Of Oyster Bay that is located to the south of the project site and across from the Old Bethpage Elementary School on Round Swamp Road. It provides one travel lane in each direction. There is no posted speed on Melissa Lane.

Study Area Intersections

To determine the potential traffic impacts of the proposed building, the following fourteen signalized intersections and eight unsignalized intersections, were analyzed under Existing, No Build, and Build Conditions: Signalized Intersections

1. LIE North Service Road at Round Swamp Road 2. LIE South Service Road at Round Swamp Road 3. Old Country Road at Round Swamp Road 4. Old Country Road at Newtown Road 5. Old Country Road at County Offices Driveway 6. Round Swamp Road at Melissa Lane 7. Round Swamp Road at Hay Path Road 8. Round Swamp Road at Old Bethpage Road/Bethpage-Sweet Hollow Road 9. Hay Path Road at Old Bethpage Road


10. Plainview Road at Old Bethpage Road 11. Old Country Road at Plainview Road/Manetto Hill Road 12. Manetto Hill Road at Washington Avenue 13. Old Country Road at NYS Rte 135 Northbound Ramp 14. Old Country Road at NYS Rte 135 Southbound Ramp

Unsignalized Intersections

1. Old Country Road at Amfesco Drive 2. Old Country Road at Mergenthaler Drive 3. Old Country Road at East Bethpage Road 4. Round Swamp Road at Old Bethpage Restoration Village 5. Round Swamp Road at Old Bethpage Elementary School North Driveway 6. Round Swamp Road at Old Bethpage Elementary School South Driveway 7. Broadway/Plainview Road at NYS Rte 135 Exit 9 NB Ramp 8. LIE SSR at Newtown Road

These intersections are shown in Figure 2.


LIE North Service Road at Round Swamp Road

The LIE North Service Road and Round Swamp Road is a four-legged signalized intersection with three active approaches. The North Service Road is one-way in the westbound direction. Round Swamp Road provides an exclusive left turn lane and two through lanes in the northbound direction and two through lanes and an exclusive right turn lane in the southbound direction. The westbound North Service Road provides two exclusive left turn lanes, one through lane and a shared through/right turn lane. The intersection is signalized and controlled by the same multi-phase controller as the South Service Road and the movements are coordinated. The phasing at North Service Road is as follows:

Westbound movement North-South through with permitted northbound left turns Northbound protected left turn and through


LIE South Service Road at Round Swamp Road

The LIE South Service Road and Round Swamp Road is a four-legged signalized intersection with three active approaches. The South Service Road is one way for eastbound traffic only. Round Swamp Road provides two through lanes and an exclusive right turn lane in the northbound direction and an exclusive left turn lane and two through lanes in the southbound direction. The eastbound South Service Road provides an exclusive left turn lane, a shared left turn /through lane, a through and an exclusive right turn lane. The intersection is controlled by the same multi-phase controller as the North Service Road and the movements are coordinated. The corresponding coordinated phases at South Service Road to those listed at North Service Road are as follows:

Southbound protected left turn and throughs North-South throughs with permitted southbound left turns Eastbound movement


Old Country Road at Round Swamp Road

Old Country Road at Round Swamp Road is a signalized three-legged Y-intersection. Eastbound Old Country Road provides two through lanes and a channelized right turn lane controlled by a yield sign; southbound Round Swamp Road (analyzed as westbound in Synchro) provides an exclusive left turn lane and two through lanes and northbound Round Swamp Road provides a channelized through lane controlled by an yield sign at its merge with Old Country Road and two left turn lanes which are signal controlled. The intersection is controlled by a multi- phase signal with the following phasing:

Westbound (southbound) protected left turn and throughs East-West throughs with permitted westbound left turns Northbound to westbound movement

Based on input from the Town’s traffic consultant the sight distance available for left turning vehicles from the intersection to southbound Round Swamp Road was evaluated. The Association of State Highway and Transportation Officials guidebook “A Policy on Geometric Design of Highways and Streets” indicates a stopping sight distance of 360 feet for a design speed of 45 MPH (speed limit plus 5 MPH). Sight distance available for left turns at this location was measured in excess of 400 feet. Also, the westbound left turn lane at this location currently provides approximately 250 feet of vehicle storage. The analysis of future conditions in latter


sections of this report indicates that additional storage capacity may be needed. Because the proposed development will not have access from Round Swamp Road, it will not add any vehicles to this left turn movement. Be that as it may, if it is determined that additional storage is necessary in the future, this can be readily accomplished by re-striping the existing painted median.

Old Country Road at Newtown Road

Old Country Road at Newtown Road is a signalized three-legged T-intersection. Old Country Road provides an exclusive left turn lane and two through lanes in the eastbound direction and a through lane plus a shared through/right turn lane in the westbound direction. Newtown Road provides a left turn lane and a right turn lane. The intersection is controlled by a two phase signal with permitted eastbound left turns. As per the site plans it is proposed that the westerly access to the site will be located opposite Newtown Road thus forming the northbound approach to this intersection.


Old Country Road at County Offices Driveway

Old Country Road at the County Offices Driveway is a signalized three-legged T-intersection. Old Country Road provides two through lanes in the eastbound direction and two through lanes and an exclusive left turn lane in the westbound direction. The County Offices Driveway approach provides a left turn lane and a right turn lane. The intersection is controlled by a two phase signal with permitted westbound left turns.


Round Swamp Road at Melissa Lane

Round Swamp Road at Melissa Lane is a signalized three-legged T-intersection opposite the Old Bethpage Elementary School and is located in between the two school driveways. Round Swamp Road provides a shared left turn/through lane in the northbound direction and a shared through/right turn lane in the southbound direction. Melissa Lane provides a single lane approach, shared for left and right turns. The intersection is controlled by a two phase signal with permitted northbound left turns.


Round Swamp Road at Hay Path Road

Round Swamp Road and Hay Path Road is a signalized four-legged intersection. All four legs consist of single lane approaches with shared left/through/right turns. The intersection is controlled by a two phase signal with permitted left turns.


Round Swamp Road at Old Bethpage Road / Bethpage-Sweet Hollow Road

Round Swamp Road and Old Bethpage Road/Bethpage-Sweet Hollow Road is a signalized four-legged intersection. Round Swamp Road provides a shared left turn/through/right turn lane in the northbound direction and an exclusive left turn lane and a shared through/right turn lane in the southbound direction. Old Bethpage Road provides a shared left turn/through lane and an exclusive right turn lane in the eastbound direction and Bethpage-Sweet Hollow Road provides a shared left turn/through lane and an exclusive right turn lane in the westbound direction.. The intersection is controlled by a two phase signal with permitted left turns on all approaches.


Old Bethpage Road at Hay Path Road

Old Bethpage Road and Hay Path Road is a signalized four-legged intersection. Old Bethpage Road provides an exclusive left turn lane and a shared through/right turn lane in both northbound and southbound directions. Hay Path Road provides a shared left turn/through lane and an exclusive right turn lane in the eastbound direction and a shared left turn/through/right turn lane on the westbound approach. The intersection is controlled by a two phase signal with permitted left turns on all approaches.


Plainview Road at Old Bethpage Road

Plainview Road at Old Bethpage Road is a signalized three-legged Y-intersection with Old Bethpage Road terminating at Plainview Road and extending southeast from this point. Northbound Plainview Road provides two lanes on the signalized approach with a channelized right turn onto southbound Old Bethpage Road which is controlled by a yield sign. Southbound Plainview Road provides two lanes for traffic proceeding onto on Old Bethpage Road and two lanes for traffic continuing south on Plainview Road. The intersection is controlled by a multi-phase signal with the following phasing:

All southbound movement and northbound throughs on Old Bethpage Road Northbound-southbound movements on Plainview Road Protected left turns and throughs from Old Bethpage Road into Plainview

Road Protected southbound movement into Old Bethpage Road and northbound

throughs on Old Bethpage Road The intersection is coordinated with the traffic signal at the intersection of Old Country and Manetto Hill Road/Plainview Road located to the north.


Old Country Road at Plainview Road / Manetto Hill Road

Old Country Road and Manetto Hill Road/Plainview Road is a signalized four-legged intersection. Old Country Road provides an exclusive left turn lane, two through lanes and an exclusive right turn lane in the eastbound direction. On the westbound approach it provides an exclusive left turn lane, one through lane and a shared through/right turn lane. The northbound Plainview Road approach provides an exclusive left turn lane, two through lanes and an exclusive right turn lane. The southbound Manetto Hill Road approach provides an exclusive left turn lane, two through and an exclusive right turn lane. The intersection is controlled by a multi-phase signal with the following phasing:

Protected east-west left turns with southbound right turn overlap East-west movement with permitted left turns Protected north-south left turns with eastbound right turn overlap North-south movement with permitted left turns

The intersection is coordinated with the intersections of Plainview Road at Old Bethpage Road located to the south and Manetto Hill Road at Washington Avenue located to the north.


Manetto Hill Road at Washington Avenue / Guild Court

Manetto Hill Road at Washington Avenue/Guild Court is a signalized four-legged intersection. The northbound Manetto Hill Road provides a shared left turn/through lane, a through and an exclusive right turn lane, on the southbound approach it provides an exclusive left turn lane, a through and shared through/right turn lane. The eastbound Guild Court provides a shared left turn/through/right turn lane, and the westbound Washington Avenue provides an exclusive left turn lane and shared left turn/through/right turn lane. The intersection is controlled by a multi-phase signal with the following phasing:

North-south movement with permitted left turns Split phased westbound movement with a northbound right turn overlap Split phased eastbound movement

The intersection is coordinated with Old Country Road at Manetto Hill Road/Plainview Road located to the south.


Old Country Road at NYS 135 Exit 9 Northbound Ramp

Old Country Road at the NYS Route 135 Northbound Exit Ramp is a four-legged signalized intersection with the north leg of the intersection designated as one way in the northbound direction away from the intersection. The eastbound Old Country Road approach provides an exclusive left turn lane and two through lanes. The westbound approach provides two through lanes and an exclusive right turn lane. The NYS Route 135 Northbound Exit Ramp provides an exclusive left turn lane and shared through/right turn lane. The intersection is controlled by the multi-phase signal with the following phasing:

East -west throughs with permitted eastbound left turns Lagging protected eastbound left turns and throughs Northbound movement


Old Country Road at NYS Rte 135 Southbound Exit Ramp

Old Country Road at the NYS Route 135 Southbound Exit Ramp is a four-legged signalized intersection with south leg designated as one way in the southbound direction away from the intersection. The eastbound Old Country Road approach provides a through lane and a shared through/right turn lane. The westbound approach provides an exclusive left turn lane and two through lanes. The NYS Route 135 Southbound Exit Ramp provides an exclusive left turn lane and shared left turn/through/right turn lane. The intersection is controlled by the multi-phase signal with the following phasing:

East -west throughs with permitted westbound left turns Lagging protected westbound left turns and throughs Southbound movement


Old Country Road at Amfesco Drive

Old Country Road and Amfesco Drive is an unsignalized three-legged intersection located west of Round Swamp Road and opposite the project site. Alfresco Drive is located immediately east of the U.S. Post Office. The eastbound Old Country Road approach provides an exclusive left turn lane and two through lanes. The westbound approach provides a through lane and a shared through/right turn lane. Amfesco Drive which intersects from the north provides a left turn lane and a right turn lane and is Stop controlled. As per the site plans it is proposed that the rights-in, rights-out easterly site driveway be located opposite Amfesco Drive thus forming the fourth and northbound approach to this intersection.


Old Country Road at Mergenthaler Drive

Old Country Road and Mergenthaler Drive is an unsignalized three-legged intersection located west of Amfesco Drive opposite the project site. The eastbound Old Country Road approach provides a left turn lane and two through lanes. The westbound approach provides a through lane and a shared through/right turn lane. Mergenthaler Drive intersects Old Country Road from the north and provides a left turn lane and a right turn lane. Mergenthaler Drive is Stop controlled at the present time. As per the site plans it is proposed that center driveway to the site will be located opposite Mergenthaler Drive thus forming the northbound approach to this intersection. It is proposed that this intersection be signalized with the development of Country Pointe.


Old Country Road at East Bethpage Road

Old Country Road and East Bethpage Road is an unsignalized three-legged intersection located west of Newtown Road. The eastbound Old Country Road approach provides an exclusive left turn lane and two through lanes. The westbound approach provides a through and a shared through/right turn lane. East Bethpage Road intersects Old Country Road from the north and provides a left turn lane and a right turn lane. East Bethpage Road is Stop controlled.


Round Swamp Road at Old Bethpage Restoration Village

Round Swamp Road at the Old Bethpage Restoration Village access driveway is an unsignalized three-legged intersection located south of Old Country Road. The northbound Round Swamp Road approach provides a shared through/right turn lane. The southbound approach provides a shared left turn/through lane. The stop controlled Old Bethpage Restoration Village access driveway intersects Round Swamp Road from the east and provides a left turn lane and a right turn lane.


Round Swamp Road at Old Bethpage Elementary School North Driveway

Round Swamp Road and the Old Bethpage Elementary School North Driveway is an unsignalized three-legged intersection located north of Melissa Lane. The northbound Round Swamp Road approach provides a shared through/right turn lane. The southbound approach provides a shared left turn/through lane. The stop controlled westbound Elementary School North Drive provides a shared left turn/right turn lane.


Round Swamp Road at Old Bethpage Elementary School South Driveway

Round Swamp Road and the Old Bethpage Elementary School South Driveway is an unsignalized three-legged intersection located south of Melissa Lane. The northbound Round Swamp Road approach provides a shared through/right turn lane. The southbound approach provides a shared left turn/through lane. The stop controlled westbound Elementary School South Drive provides a shared left turn/right turn lane.


Broadway/Plainview Road at NYS Rte 135 NB Exit Ramp

Broadway/Plainview Road at NYS Route 135 NB Exit Ramp is an unsignalized three-legged intersection with eastbound Broadway forming one leg, southbound Plainview Road forming the second leg and the NYS Route 135 Northbound Exit Ramp forming the third approach. The eastbound Broadway approach provides two lanes continuing north onto Plainview Road. The southbound Plainview Road approach (analyzed as westbound in Synchro) provides two through lanes. The stop controlled NYS Route 135 Northbound Exit Ramp provides a left turn lane for turns to Broadway and a separate lane for the northbound merge with Plainview Road.


LIE South Service Road at Newtown Road

The LIE South Service Road and Newtown Road is an unsignalized three-legged intersection with two active approaches. The South Service Road is one way and allows only eastbound traffic. The eastbound South Service Road provides a through lane and a shared through/right turn lane. The stop controlled northbound Newtown Road provides a right turn lane.

Existing Traffic Volume Data

Intersection turning movement counts at the key intersections were manually collected on a typical weekday during the AM and PM peak hours. The counts were performed on November 16, 17 & 18, 2010 from 7:00 AM to 10:00 AM and again from 3:30 PM to 6:00 PM. The weekend counts were performed on Saturday November 13 & 20, 2010 from 10:00 AM to 2:00 PM. These time periods typically reflect the heaviest traffic flows coinciding with commuter and shopping activities and are in keeping with the Final Scope for the DEIS Vehicle Classification counts were performed at the following key intersections.

Round Swamp Road at LIE North Service Road Round Swamp Road at LIE South Service Road Round Swamp Road at Old Bethpage Road/Bethpage-Sweet Hollow Road Old Country Road at Round swamp Road Old Country Road at Plainview Road/Manetto Hill Road


The summaries of the turning movement counts are provided in Attachment A. In order to gain a more thorough understanding of traffic conditions in the area throughout the day, 24 hour traffic volumes in both directions were obtained using Automatic Traffic Recorders (ATR) on the following roadways for a period of 7 days from November 14, 2010 and November 20, 2010 at the following locations:

On Old Country Road e/o Amfesco Drive ( vicinity of the project site) On Round Swamp Road n/o Old Bethpage Restoration Village (vicinity of

the project site) On Round Swamp Road s/o of LIE On Round Swamp Road n/o of LIE Old Country Road e/o Manetto Hill Road On Plainview Road s/o Old Country Road On Old Country Road w/o of NYS Route 135 On County Offices Access on to Round Swamp Road On County Offices Access on to Old Country Road

For a period of 7 days from June 4, 2011 and June 11, 2011 at the following locations:

On Round Swamp Road n/o Old Bethpage Road On Manetto Hill Road n/o Old Country Road On Old Country Road e/o of NYS Route 135

The ATR data can be found in Attachment B. The detailed analysis of potential impacts to traffic conditions with the development of Country Pointe at Old Plainview is limited to the weekday AM and PM peak periods (coinciding with peak commuter periods) and the Saturday midday peak period. No vigorous analysis was performed to assess potential impacts during weekday midday periods for two reasons. First, the level of traffic on area roadways is significantly lower than the levels seen during the commuter peaks. This can be seen in the results of the ATR counts performed. To highlight this point, the average weekday hourly volumes from the two ATR locations closest to project site are shown in Table 1. It can be seen from Table 1 that the AM and PM peak hour volumes are higher than Midday peak hour volumes.


Table 1 – Average Weekday Peak Hour Volumes - 11/15/2010 to 11/19/2010

ATR Location Round Swamp Road Old Country Road s/o Kingswood Drive w/o Round Swamp Road

Weekday Peak Period Peak Hour Average Weekday Hourly Total Average Weekday Hourly Total

AM 8:00 AM – 9:00 AM 868 1777 7:00 - 9:00

Midday 1:00 PM – 2:00 PM 577 1470 12:00 – 2:00

PM 5:00 PM – 6:00 PM 977 1691 4:00 – 6:00

In addition, available sources of data for trip generation, such as the Institute of Transportation Engineers (ITE) publication, Trip Generation, typically do not publish data for what are considered off-peak periods. The trip generating characteristics of the residential portions of the any development are higher during the weekday AM (trips to work) and PM (trips to home) peak hours than during the midday. This is reinforced by the ITE Trip Generation which states “The peak hour of the (residential) generator typically coincided with the peak hour of the adjacent street traffic”. The ITE publication was also reviewed for midday trip generation characteristics of the commercial portion of the proposed development. It shows that a commercial generator such as a shopping center, experiences a higher percentage of entering and exiting trips during the PM and Saturday midday peak hours as compared to weekday midday trips. The ITE data, presented in Table 2, shows the percent of 24-hour entering and exiting trips during weekday Midday, PM and Saturday midday peak hours.

Table 2 – Hourly Variation in Shopping Center Traffic

Peak Period Peak Hour Percent of 24-Hour Entering Traffic Percent of 24-Hour Exiting Traffic

Weekday Midday 11:00 AM – 12:00 PM 7.6 8.4 11:00 AM - 2:00 PM

Weekday PM 5:00 PM – 6:00 PM 10.3 11.0 4:00 PM - 6:00 PM

Saturday Midday 1:00 PM – 2:00 PM 10.0 10.1 11:00 AM - 2:00 PM

Given the combination of these factors, any traffic impacts would be revealed through the analysis of the three peak times (AM, PM and Saturday midday) of trip generating activity of the site was coinciding with peak background volumes on area roadways. The existing peak hour traffic volumes for the weekday AM, PM and Saturday peak hours are shown in Figures 3, 4 and 5, respectively.


Accident History

Accident data from the NYSDOT Accident Location Information System (ALIS) for the most recent three-year period were requested and Accident Verbal Description Reports (VDR) from January 1, 2009 through December 31, 2011 was obtained and tabulated for the following roadway segments:

Old Country Road from NYS 135 to Round Swamp Road Round Swamp Road from Melbourne Lane to LIE Service Roads Plainview Road from NYS 135 NB Exit to Old Country Road Haypath Road from Plainview Road to Round Swamp Road

A summary of the tabulated accident data for the above mentioned four roadway segments is presented in Table 3. The data presented in Table includes intersection accidents and is inclusive of the intersections at each end of the segment. Details of accidents that occurred at the study intersections are presented in Table 4. The Accident Verbal Description Reports are included in Attachment D.


Table 3 – Accident Summary – January 1, 2009 to December 31, 2011

Note: Includes intersection accidents along segments, including end points.

Table 3 summarizes accident data on the four major roadways in the study area by accident severity and the type of accident during the 36 months from January 1, 2009 to December 31, 2011. As can be seen in Table 3, the 2 mile segment of Old Country Road included in this study experiences accidents at a higher frequency than the other roadways, even when accounting for length. This is due to a number of factors that contribute to the occurrence of accidents. Old Country Road is the most heavily traveled roadway in Table 3, thus, more vehicles are exposed to the possibility of an accident on this stretch of roadway. In addition, the segment of Old Country Road in the study is in areas very commercialized, with many active driveways and access points. Finally, there are a total of 10 signalized intersections on the segment of Old Country Road with heavy crossing volumes and frequent starts and stops. All of these conditions are known to influence the occurrence of accidents on roadways and are more prevalent on Old Country Road that the other roadway segments in Table 3. On Old Country Road from NYS 135 to Round Swamp Road, a segment extending approximately 2 miles, a total of 569 accidents occurred. There was one fatality, 169 resulted in injuries, 288 resulted in property damage only while 111 were non-reportable. The predominant accident types on the roadway were rear end collisions (173 accidents), right angle collisions (84 accidents), overtaking (83 accidents) and left turn collisions (74 accidents). There were 55 accidents that were classified as unknown.

Location

Accident Severity

Tota

l

Accident Type

Fata

lity

Inju

ry

Prop

erty

Dam

age

Onl

y

Non

-Rep

orta

ble

R

ear E

nd

Ove

rtaki

ng

Rig

ht A

ngle

Left

Turn

Rig

ht T

urn

Fixe

d O

bjec

ts

Side

-Sw

ipe

Pede

stria

n / B

icyc

list

Park

ed V

ehic

le

Oth

er/ U

nkno

wn

Old Country Road From NYS 135 Ramps to Round Swamp

Road 1 169 288 111 569 173 83 84 74 31 28 16 13 12 55

Round Swamp Road From Melbourne Lane to I-495 Service

Roads 0 45 86 13 144 43 29 18 12 4 12 0 4 0 22

Plainview Road From NYS 135 NB Exit to Old Country

Road 1 57 90 21 169 40 26 26 28 4 10 2 4 2 27

Haypath Road Plainview Road to Round Swamp Road

0 21 17 10 48 17 6 8 7 2 2 0 1 3 2


The fatality on Old Country Road occurred approximately 250 feet west of Hope Drive on 4/20/2011 at 09:50 AM and was assigned Case # 2011-33850309. The surface conditions were dry and weather was cloudy. The fixed object accident occurred when a vehicle driven by an 86 year old male hit a tree. The apparent factor listed was illness. On Plainview Road from NYS 135 Exit 9 NB Ramp to Old Country Road a segment extending approximately 1 ½ miles, there occurred a total of 169 accidents There was one fatality, 57 resulted in injuries, 90 resulted in property damage only and 21 were non-reportable. The predominant accident types on the roadway were rear end collisions (40 accidents), left turn collisions (28 accidents), and right angle and overtaking collisions (26 accidents, each). There were 27 accidents that were classified as unknown. The fatality on Plainview Road occurred approximately 1/20 mile south of Haypath Road on 4/6/2010 at 04:55 AM and was assigned Case # 2010-33410721. The surface conditions were dry and weather was cloudy. The fixed object accident occurred when vehicle driven by a 42 year old male hit a tree. The apparent factor listed was alcohol involvement. The predominant single type or rear-end is typical of a roadway with signalized intersections when traffic is subject to frequent stops. On Round Swamp Road from Melbourne Lane to LIE Service Roads, a segment extending approximately 1 ¾ miles, there occurred a total of 144 accidents. Forty five resulted in injuries, 86 resulted in property damage only and 13 were non-reportable. The predominant accident types on the roadway were rear end collisions (43 accidents), overtaking (29 accidents), right angle collisions (18 accidents). There were 22 accidents that were classified as unknown. On Haypath Road from Plainview Road to Round Swamp Road , a segment extending approximately 1 ¼ miles, there occurred a total of 48 accidents. Twenty one resulted in injuries, 17 resulted in property damage only and 10 were non-reportable. The predominant accident types on the roadway were rear end collisions (17 accidents), right angle collisions (8 accidents), and left turn collisions (7 accidents). There were 2 accidents that were classified as unknown. In general, it can be stated that the total number of accidents in the study area may increase upon construction of the proposed development. This is due to an increase in the number of vehicles on area roadways and the potential increased exposure to the possibility of an accident occurring. However, the proposed development incorporates mitigation at some locations within the study area that is anticipated to improve conditions along area roadways, which could possibly reduce the potential for accidents in those locations.


Table 4 – Study Intersections Accidents Summary

The two study intersections on Round Swamp Road at LIE North Service Road and at LIE South Service Road as well as the two study intersections on Old Country Road at NYS 135 Northbound Ramp and NYS 135 Southbound Ramp have been combined in the above table. This is due to ambiguity the location of the accident.

Location

Accident Severity

Total

Accident Type

Fata

lity

Inju

ry

Prop

erty

Dam

age

Onl

y

Non

-repo

rtabl

e

Rea

r End

Ove

rtaki

ng

Rig

ht A

ngle

Left

Turn

Rig

ht T

urn

Fixe

d O

bjec

t

Side

-Sw

ipe

Pede

stria

n/

Bicy

clis

t

Park

ed V

ehic

le

Oth

er/ U

nkno

wn

Intersection of Round Swamp Road & LIE North / South Service Roads - 18 35 2 55 17 9 6 6 2 4 - 2 - 9

Intersection of Old Country Road & Round Swamp Road - 8 23 5 36 10 10 6 2 1 2 - - - 5

Intersection of Old Country Road & Amfesco Drive - 1 2 - 3 - - 1 1 - - - - - 1

Intersection of Old Country Road & Mergenthaler Drive - 6 - - 6 - - 3 - - 1 2 - - -

Intersection of Old Country Road & Newtown Road - 4 7 1 12 5 1 2 1 - 1 - - 1 1

Intersection of Old Country Road & E Bethpage Road - 6 4 5 15 4 - 4 1 - 4 - - - 2

Intersection of Round Swamp Road & Haypath Road - 1 1 - 2 1 - - 1 - - - - - -

Intersection of Round Swamp Road & Old Bethpage Road/ Sweet Hollow Road - 6 13 4 23 7 7 3 1 - 1 - - - 4

Intersection of Haypath Road & Old Bethpage Road - 3 2 2 7 3 - - 2 1 1 - - - -

Intersection of Plainview Road & Old Bethpage Road - 2 6 2 10 - 4 1 - 1 - - - - 4

Intersection of Old Country Road & Manetto Hill Road / Plainview Road - 32 57 13 102 27 14 11 23 2 5 - 3 1 16

Intersection of Old Country Road & NB / SB Ramps of NYS Route 135 - 13 12 3 28 15 2 2 1 1 6 - - - 1

Intersection of Plainview Road & Broadway - 1 3 1 5 - 1 - - - 1 1 - - 2


Generally speaking, comparing local accident rates to state-wide rates does not provide a meaningful basis for assessing the potential impact of project related traffic on overall safety conditions. Rather it is more appropriate to review the crash experience at key intersections in proximity to the site and identify accident trends or patterns which might be adversely affected by the additional site generated traffic. The following paragraphs discuss the specific accident history at several key study intersections. At the LIE North and South Service Roads and Round Swamp Road, a total of 55 accidents occurred during the three-year study period; eighteen resulted in injuries, 35 resulted in property damage only and 2 were non-reportable. The predominant accident types on the roadway were rear end collisions (17 accidents), overtaking (9 accidents), right angle collisions (6 accidents) and left turn collisions (6 accidents). There were 9 accidents that were classified as unknown. The rear end collisions make up 31% of the total accidents. This is typical of signalized intersections that experience even moderate congestion given the reported stops and starts of the traffic stream. At Round Swamp Road and Old Country Road, a total of 36 accidents eight resulted in injuries, 23 resulted in property damage only and 5 were non-reportable. The predominant accident types on the roadway were rear end collisions (10 accidents), overtaking (10 accidents), and right angle collisions (6 accidents). There were 5 accidents that were classified as unknown. The rear end collisions and collisions due to overtaking each make up 28% of the total accidents. This is again that experience even moderate congestion given the reported stops and starts of the traffic stream. At Round Swamp Road and Old Bethpage Road / Sweet Hollow Road there occurred a total of 23 accidents. Six resulted in injuries, 13 resulted in property damage only and 4 were non-reportable. The predominant accident types on the roadway were rear end collisions (7 accidents), overtaking (7 accidents), and right angle collisions (3 accidents). There were 4 accidents that were classified as unknown. The rear end collisions and collisions due to overtaking each make up 30% of the total accidents that experience even moderate congestion given the reported stops and starts of the traffic stream. At Old Country Road and Manetto Hill Road / Plainview Road, there occurred; a total of 102 accidents of which 32 resulted in injuries, 57 resulted in property damage only and 13 were non-reportable. The predominant accident types on the roadway were rear end collisions (27 accidents), left turn accidents (23 accidents), overtaking (14 accidents) and right angle collisions (11 accidents). There were 16 accidents that were classified as unknown. The predominant single accident type (27% of the total) was rear end collisions. This is typical of a congested signalized intersection. However, almost ¼ (23%) are left turn collisions The Nassau County Department of Public Works may consider increasing clearance times involving the protected and permissive left turn portions of the signals phasing. Another option would involve


full protection of left turn phasing. However, this would involve significant reductions in capacity and longer delays. At Old Country Road and NYS 135 Northbound and Southbound Ramps a total of 28 accidents of which 13 resulted in injuries, 12 resulted in property damage only and 3 were non-reportable. The predominant accident types at this interchange were rear end collisions (15 accidents) and collisions with fixed objects 6 accidents). The rear end collisions make up 54% of the total accidents. This is typical that experience even moderate congestion given the reported stops and starts of the traffic stream.

43 Future Conditions

3 Future Conditions

An analysis of future conditions, both with and without the development of Country Pointe at Plainview (“Build” and “No-Build” conditions, respectively), was performed to evaluate the effect of the proposed development on future traffic in the area. The No-Build condition represents the future traffic conditions that can be expected to occur, whether the proposed development is constructed or not. The No-Build condition serves as a comparison to the Build condition, which represents expected future traffic conditions resulting from both project and non-project-generated traffic. Traffic volumes in the study area were projected to the year 2016, reflecting the year when the project is expected to be completed and occupied.

No Build Condition

No-Build traffic volumes include all existing traffic, additional traffic volume due to background traffic growth, and any new traffic due to other planned developments in the area.

Planned Roadway Improvements To determine whether there are any roadway improvements planned in the project study area that may impact traffic conditions, the latest 5-year Transportation Improvement Program (TIP) for Nassau and Suffolk counties was reviewed. There are no projects listed that would affect roadway conditions at any of the study locations. In addition, information request letters were out via U.S. Certified Mail – Return Receipt Requested to local Town, County and State officials as noted in the Final Scope for the DEIS. Copies of these request letters are included in Attachment E. As no responses were received and no projects were identified in the TIP it was concluded that no projects were planned within the study area which had the potential to impact conditions.


Background Traffic Growth To account for increases in general population and background growth not related to the proposed project, an annual growth factor was applied to existing traffic volumes. Based on the NYSDOT Long Island Transportation Plan (“LITP”), the growth rate anticipated for the Town of Oyster Bay South in Nassau County is 0.7% per year. A total growth rate of 4.2% (6 years at 0.7%) was applied to the 2010 traffic data to develop the background traffic based on the anticipated Build year of 2016.

Other Planned Developments In addition to the 6 year expansion of existing traffic volumes to 2016, expected traffic from future planned developments in the vicinity of the proposed project were included to develop traffic volumes under the No-Build condition in 2016. In keeping with the Final Scope for this DEIS, the Town’s of Oyster Bay, Huntington and Babylon were contacted via U.S. Certified Mail-Return Receipt Requested and asked to identify any planned developments in the vicinity that could potentially impact the study area. Copies of these request letters are included in Attachment E. Three planned developments were identified and the respective project reports were reviewed to evaluate if the traffic generated by these projects would have an impact on traffic operations in the vicinity of the proposed project. They are: A proposed office/mixed use building 270 South Service Road (formerly FedEx

building) to be located on the southeast corner of LIE South Service Road and Old Walt Whitman Road, at the immediate next exit to the east on the LIE. From the Traffic Impact Study prepared for the project the building would consist of 151, 457 square feet of office space, a 2,627 square foot bank and three restaurants (7,451 square feet, 7,447 square feet and 6,710 square feet). The project is likely to generate 258 trips (entering 220, exiting 38) during AM Peak hour and 392 trips (entering 148, exiting 38) during PM Peak hour. From the trip distribution adopted in the project report, it was assumed that 10% of the site generated traffic would originate or be destined to Round Swamp Road and Old Country Road. The report does not analyze Saturday Midday traffic. Trip generation for the Saturday midday peak was developed for the above program mix. Based on the assumption that 10% of this site generated traffic would originate or be destined to Round Swamp Road and Old Country Road, it is estimated that site-generated traffic of approximately 30 vehicles would be added to the intersections that are being analyzed in the current study. This additional traffic is minor when compared to background volume and considered past of the background growth rate.

The proposed Canon Corporate Center to be located on the southwest corner of LIE South Service Road and Old Walt Whitman Road, at the immediate next exit to the east on the LIE. From the Traffic Impact Study pertaining to the project the


Canon Corporate Center would consist of 900,000 square feet of office space and is likely to generate 1395 trips (entering 1224, exiting 171) during AM Peak hour and 1341 trips (entering 225, exiting 1116) during PM Peak hour. The trip distribution adopted in the project report assigns site generated traffic through LIE South Service Road at Round Swamp Road. This corporate office development it is unlikely to generate significant traffic on Saturdays. Any Saturday volume due to this development is assumed to be covered by the background growth rate.

From the Traffic Impact Study Canon Corporate Center details were taken

pertaining to another planned development in the vicinity. A proposed Rubie's Costume Company office complex is to be located on the southwest corner of NYS Route 110 and LIE South Service Road at the immediate next exit to the east on the LIE. The complex would consist of 91,800 square feet of office space, a 8,000 square feet Restaurant and a 3,200 square feet Bank and is likely to generate 220 trips (entering 180, exiting 40) during AM Peak hour and 372 trips (entering 132, exiting 240) during PM Peak hour. The trip distribution adopted in the project report assigns no site generated traffic through any of the key intersections in this study. Furthermore, the proposed restaurant is not expected to generate significant traffic activity midday on Saturdays.

The site generated traffic from other planned development passing through the key intersections identified for this study, for AM and PM peak hours, are shown in Figures 6 and 7, respectively. Saturday peak trip generation for these planned developments is assumed to be reflected in the background growth rate used, as described previously. To obtain the 2013 No-Build traffic volumes at the study intersections, the trips anticipated to be generated by the other planned developments in the area were added to the existing traffic volumes plus background traffic growth. The No-Build traffic volumes for the weekday AM, PM and Saturday peak hours are shown in Figures 8, 9 and 10, respectively.


Build Condition

To estimate the traffic impact of the proposed development, it is necessary to determine the traffic volumes expected to be generated by the proposed project.

Development Mix The proposed development mix for the project, Country Pointe at Plainview is shown in Table 5.

Table 5 – Project Components

Land-Use Component Size/Density ITE Reference

Residential - Condos/Townhouses 264 Units Land Use Code # 230

Residential - Senior Adult Housing 626 Units Land Use Code # 251

Retail Space - Shopping Center 44,000 SF GLA Land Use Code # 820

Supermarket 71,450 SF GFA Land Use Code # 850

Bank With Drive-through window 3,000 SF GFA Land Use Code # 912

Project-Generated Traffic Volumes To estimate the project-generated traffic for the proposed development mix, a review was undertaken of the available trip generation data sources, including the reference published by the Institute of Transportation Engineers (“ITE”), Trip Generation, 8th Edition. This widely utilized reference source contains trip generation rates for related uses, “Residential Condos/Townhouse” (Land Use Code #230), “Senior Adult Housing (Land Use Code #251) “Retail Shopping Center” (Land Use Code #820), “Supermarket” (Land Use Code #850) and Bank with Drive-in window (Land Use Code #912). Table 6 summarizes the trips likely to be generated by the proposed development for AM, PM and Saturday peak periods.


Table 6 – Trip Generation

Component Size/Density AM Peak Hour Trips

PM Peak Hour Trips

Saturday Peak Hour Trips

RESIDENTIAL ITE # 230

Condos/Townhouses 264 Units

Rate = 0.44 Rate = 0.52 Rate = 0.47 Entering Exiting Entering Exiting Entering Exiting

17% 83% 67% 33% 54% 46% 20 97 92 46 68 57

117 138 125

SENIOR HOUSING ITE # 251

Senior Adult Housing - Detached 626 Units


35% 65% 61% 39% 48% 52% 48 90 104 66 69 75

138 170 144

RETAIL SPACE ITE # 820

Shopping Center 44,000 SF GLA


61% 39% 49% 51% 52% 48% 27 17 81 84 112 104

44 165 216

SUPERMARKET ITE # 850

Supermarket 71,450 SF GFA


61% 39% 51% 49% 51% 49% 157 100 383 368 396 380

257 751 776

DRIVE-IN BANK ITE # 912

Bank with Drive-thru Windows 3,000 SF GFA


56% 44% 50% 50% 52% 48% 21 17 39 39 42 38

38 78 80

TOTAL

AM Peak Hour Trips PM Peak Hour Trips Sat Peak Hour Trips

Entering Exiting Entering Exiting Entering Exiting

273 321 699 603 687 654

594 1,302 1,341

The Table 6 shows the trip generation estimates for proposed development. These estimates do not take into account adjustments for pass-by trips.

Pass-by Trips ITE defines Pass-by trips as trips made as intermediate stops at a commercial development on the way from and origin to a primary trip destination without diversion. The application of pass-by trips is a well understood and widely-accepted concept, that has been used by traffic engineers for many years. Pass-by trips are attracted from the adjacent street, in this case from Old Country Road. Pass-by rates would depend on the type and size of the development. Based on the recommendations in the ITE’s Trip Generation Handbook, 2nd Edition, and logical assumptions regarding time periods for which data is not available, pass-by rates were adopted and applied to the commercial component of the project under study are summarized in Table 4.


Table 7 – Pass-by Rates

Land-Use Component AM Peak

Hour PM Peak

Hour Saturday

Peak Hour

Retail Space LUC # 820 20% 34% 26%

Supermarket LUC # 850 20% 36% 36%

Bank With Drive-through window LUC # 912

20% 47% 40%

It is not noted that the Trip Generation Handbook contains pass-by data for all three land uses in Table 7 for the weekday PM peak hour. These rates were adopted and used directly. For the Saturday midday peak period, pass-by rates are available for retail only (LUC #820) and that rate was used directly. The supermarket rate for the PM peak was utilized for Saturday as a logical assumption while the rate for the bank was reduced from 47% to 40% as a conservative measure. No data is available for the weekday AM peak hour for any of the three commercial components. A flat 20% pass-by rate was applied for this time period, a significant reduction from the documented weekday PM peak rates to account for uncertaintyy. It is noted that the weekday PM peak period traffic generation is significantly higher than the weekday AM peak period, even without pass-by adjustment. Along with the higher weekday PM peak background traffic levels, the PM peak hour is the critical period in terms of potential impacts and the need for mitigation, regardless of the pass-by rates used in the other peak periods. The Pass-by rates were applied to the trips likely to be generated by the three commercial land-use components to come up with the Pass-by volumes for the project site for AM, PM and Saturday peak hours, respectively. The Pass-by volumes are summarized in Table 8.

Table 8 – Pass-by Volumes

Component AM Peak Hour Trips

PM Peak Hour Trips


Retail Space LUC # 820 5 3 28 29 29 27

Supermarket LUC # 850 31 20 138 132 143 137

Bank With Drive-through window LUC # 912 4 3 18 18 17 15

Total Pass-by Volumes 40 26 184 179 189 179

The Pass-by volume credit was applied to the Trip Generation to come up with the primary trips (net of pass-by) by the commercial component of the project site is summarized in Table 9.


Table 9 – Net Trip Generation – Commercial Portion The primary trips generated by the commercial component of the project site were then combined with the trips generated by the residential portion to develop the total net site generated trips for the project site and summarized in Table 10.

Table 10 – Net Trip Generation – Entire Site

Trips AM Peak Hour Trips PM Peak Hour Trips Sat Peak Hour Trips

Entering Exiting Entering Exiting Entering Exiting

Commercial Primary Trips 165 108 319 312 361 343

Residential Trips 68 187 196 112 137 132

Totals 233 295 515 424 498 475

528 939 973

Table 10 shows the likely total trip generation for the project site after adjustments for pass-by trips. It is estimated that the primary trips generated by the site would be approximately 528 trips (entering trips 233 and exiting trips 295) during AM peak hour, 939 trips (entering trips 515 and exiting trips 424) during PM peak hour, and 973 trips (entering trips 498 and exiting trips 475) during Saturday peak hour.

Trips AM Peak Hour Trips PM Peak Hour Trips


Entering Exiting Entering Exiting Entering Exiting Generated by Commercial

Space 205 134 503 491 550 522

Less Pass-by 40 26 184 179 189 179

Primary Trips (Net of Pass-by) 165 108 319 312 361 343

Total 273 631 704


Internal Trip Discussion It is noted that the trip generation forecasts presented previously in this section and used in all analyses are the sum total of the individual components, devoid of any consideration for vehicular interaction amongst the various uses on the site. It has long been recognized that there is in fact an interaction that occurs between the various uses on a mixed use site. This interaction, known as internal trips or internal capture, effectively reduces external trips to and from a site that would otherwise occur on the external roadway system. On large mixed-use sites, this reduction can be significant. The Institute of Transportation Engineers publication, Trip Generation Handbook, an ITE Recommended Practice, contains information on internal capture and the rates of internal capture between land uses on multi-use sites. The ITE recognizes that internal trip making occurs between the following uses proposed at Country Pointe at Plainview:

Retail and residential Retail and retail

When a retail use and residential use are located on the same site, some trip making activity between the two will occur. While the total number of trips to the supermarket for example, will be as presented previously, some portion of those trips will originate from the residential portion of the site and never leave. Similarly, there will be trips that occur between the supermarket and the other retail uses, as well as between the other retail uses and the residences.

The ITE publication contains data on the rates of internal trips between land use couplets on mixed use sites, and presents a procedure by which to calculate the number of internally captured trips. This data is most complete for the weekday PM peak hour period and on a weekday daily total basis. Weekday AM peak and Saturday midday peak data is lacking. The internal capture concept is valid and recognized by industry professionals as it applies to mixed-use developments. However, as there is not as much history with application of internal capture to mixed-use developments (as there are not a significant number of mature, mixed-use developments in this area)an internal capture credit has not been taken for this development in this study. As stated above, although not utilized to reduce off-site traffic levels for this study (trip generation without adjustment for internal capture was used), an internal capture analysis was performed for County Pointe at Plainview. This utilized weekday PM internal capture rates from ITE directly and half those rates for Saturday. The results of that analysis indicate that a reduction of external trips of just


under 20% (258 trips) might be expected during the weekday PM peak hour and just over 11% (149 trips) during the Saturday midday peak hour. These trips would be internal and, therefore would not add any vehicles to the external roadway network. It is noted again that, in order to be conservative, no reduction in trips was taken in this study to reflect internal capture. This discussion is presented here for information only.

Trip Distribution and Assignment The net trips generated by the proposed development, after applying the pass-by credit, were distributed to the adjacent roadways using arrival and departure patterns developed for each component of the development (commercial and residential). The expected distribution of traffic from each of the developments components was determined by using the global distributions in the accepted DEIS prepared for the previously proposed Planned Unit development (PUD) that included the Country Point at Plainview site. The distribution in that DEIS contained the same use proposed in Country Pointe at Plainview. However, the PUD included land on the north and south sides of Old Country Road. Therefore, the distributions (away from the site access points) were adopted for this proposal and adjusted to account for the varying locations of the access points, as necessary. It should also be noted that variations in the distribution pattern will not substantially impact the analysis results and resultant mitigation. At the site access, the estimated number of pass-by trips were reduced from the through traffic on Old Country Road and added to left turns / right turns into the site. For a more conservative analysis it was assumed that the same number of pass-by trips that enter the site, exit the development during the same hour and rejoin the traffic travelling in the same direction as before. In other words, vehicles that were travelling on Old Country Road would stop at the site, exit and continue in the same direction. The trip distribution percentages applied to the trips generated by the residential portion of the proposed project site and then assigned to local roadway network, are shown in Figure 11. The resulting site generated traffic volumes for the weekday AM, PM and Saturday peak hours are shown in Figures 12, 13 and 14, respectively. The trip distribution percentages applied to the primary trips generated by the commercial portion of the proposed project site and then assigned to local roadway network, are shown in Figure 15. The resulting site generated traffic volumes for the weekday AM, PM and Saturday peak hours are shown in Figures 16, 17 and 18, respectively.


Existing Athletic Field Use The development of country Pointe at Plainview includes, as part of the proposed action, the relocation of existing athletic fields on Round Swamp Road to a 43 acre parcel fronting Old Country Road which will be dedicated to the Town. This will cause a minor shift in vehicle activity near the site Vehicles currently associated with this activity will access this area via the existing signalized access on Old Country Road rather than via the unsignalized access points on Round Swamp Road. This shift is advantageous from a safety perspective as it allows these vehicles to enter and exit under the protection of a traffic signal. The shift in access location will result in minor redistributions of existing traffic principally at the Old Country Road at Round Swamp Road intersection where some intersections movements will see a decrease in volume and others will increase. This intersection, as discussed later, provides good levels of service and it is not likely that this minor shift will result in any significant changes in travel patterns will be seen as a result of this shift. Based on the minor impacts associated with this change in access a quantitative evaluation of this change is not warranted.


To determine the 2016 Build traffic volumes, the primary trips generated by the site were added to the No-Build traffic volumes at the key intersections. The resulting 2016 Build traffic volumes for the weekday AM, PM and Saturday peak hours are shown in Figures 19, 20 and 21, respectively

70 Traffic Operation Analysis

4 Traffic Operations Analysis

To assess quality of traffic flow in the area, roadway capacity analyses were conducted with respect to the Existing condition and No-Build and future Build conditions. These capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands.

Level of Service and Delay Criteria

The evaluation criteria used to analyze area intersections in this traffic study are based on the 2000 Highway Capacity Manual (“HCM”). The term “level of service” (“LOS”) is used to denote the different operating conditions that occur at an intersection under various traffic volume loads. LOS provides an index to the operational qualities of a roadway segment or an intersection. LOS designations range from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions.

Software

The capacity analyses were conducted using the traffic analysis and simulation software Synchro, a computer program developed by Trafficware Ltd. Synchro is a complete software package for modeling and optimizing traffic signal timing. Synchro adheres to and implements the guidelines and methods set forth in the 2000 Highway Capacity Manual, Chapters 16 and 17. This analysis methodology was used to evaluate the ability of an intersection or roadway to efficiently handle the number of vehicles using the facility. Synchro was used to model and analyze the Existing, No-Build and Build conditions at the key intersections. For simulating the model, its companion traffic simulation software, SimTraffic, also developed by Trafficware, was used. SimTraffic is a traffic simulation and animation software program that includes vehicle and driver performance characteristics as developed by the Federal Highway Administration (FHWA).


Level of Service Analysis

Level of Service (LOS) analyses were conducted for the Existing, No-Build and Build conditions for each of the key intersections.

Analysis Results The results of the capacity analyses for each of the following signalized study intersections for the weekday AM, PM and Saturday peak periods are summarized in Tables 11, 12 and 13, respectively.

LIE North Service Road at Round Swamp Road LIE South Service Road at Round Swamp Road Old Country Road at Round Swamp Road Old Country Road at Newtown Road Old Country Road at County Offices Driveway Round Swamp Road at Melissa Lane Round Swamp Road at Hay Path Road Round Swamp Road at Old Bethpage Road/Bethpage-Sweet Hollow Road Hay Path Road at Old Bethpage Road Plainview Road at Old Bethpage Road Old Country Road at Plainview Road/Manetto Hill Road Manetto Hill Road at Washington Avenue / Guild Court Old Country Road at NYS Rte 135 Northbound Ramp Old Country Road at NYS Rte 135 Southbound Ramp

The results of the capacity analyses for each of the unsignalized study intersections for the weekday AM, PM and Saturday peak periods are summarized in Tables 14, 15 and 16, respectively.

Old Country Road at Amfesco Drive Old Country Road at Mergenthaler Drive Old Country Road at East Bethpage Road Round Swamp Road at Old Bethpage Restoration Village Round Swamp Road at Old Bethpage Elementary School North Driveway Round Swamp Road at Old Bethpage Elementary School South Driveway Broadway/Plainview Road at NYS Rte 135 Exit 9 NB Ramp LIE SSR at Newtown Road

The detailed capacity analysis worksheets are contained in Attachment C.


Table 11 – Signalized Intersections Level of Service – AM Peak Hour

Intersection Movement Lane Group

Existing 2010 No Build 2016 Build 2016 Delay LOS Delay LOS Delay LOS

LIE North Service Road & Round Swamp Road

WB L 50.9 D 59.2 E 63.1 E

TR 48.9 D 55.3 E 55.3 E Approach 50.1 D 57.5 E 59.7 E

NB L 8.6 A 9.4 A 10.8 B T 1.1 A 1.2 A 1.1 A

Approach 4.2 A 4.5 A 5.1 A

SB T 32.1 C 33.1 C 33.9 C R 30.8 C 31.1 C 31.1 C

Approach 31.8 C 32.7 C 33.3 C Overall 35.6 D 39.9 D 40.9 D

LIE South Service Road & Round Swamp Road

EB

L 26.7 C 27.0 C 27.0 C T 44.1 D 219.2 F 223.2 F R 26.3 C 26.7 C 26.7 C

Approach 38.8 D 176.2 F 179.6 F

NB T 29.3 C 29.7 C 30.8 C R 55.4 E 108.4 F 127.4 F

Approach 44.4 D 77.0 E 87.5 F

SB L 12.1 B 14.0 B 16.5 B T 4.3 A 4.6 A 5.1 A

Approach 6.3 A 7.1 A 8.0 A Overall 27.2 C 91.3 F 94.9 F

Old Country Road & Round Swamp Road

EB T 16.2 B 17.1 B 19.9 B

Approach 16.2 B 17.1 B 19.9 B

WB L 8.8 A 10.8 B 17.2 B T 6.1 A 6.2 A 7.3 A


NB L 20.4 C 20.7 C 21.7 C

Approach 20.4 C 20.7 C 21.7 C Overall 10.7 B 11.4 B 14.0 B

Old Country Road & Mergenthaler Drive/Site Access

EB L 5.0 A

TR 6.7 A Approach 6.6 A

WB L 7.2 A

TR 8.5 A Approach 8.4 A

NB L 36.8 D

TR 13.2 B Approach 29.0 C

SB L 24.6 C

TR 14.5 B Approach 17.6 B

Overall 9.2 A


Table 11 – Signalized Intersections Level of Service – AM Peak Hour…Cont’d …2



Old Country Road & Newtown Road/Site Access

EB L 10.6 B 13.5 B 13.4 B

TR 3.5 A 3.8 A 11.1 B Approach 4.8 A 5.4 A 11.5 B

WB L 5.2 A


NB L 34.7 C


SB L 29.9 C 29.7 C 25.6 C

R/TR 12.1 B 14.4 B 16.4 B Approach 15.8 B 17.7 B 18.9 B

Overall 5.0 A 5.5 A 13.8 B

Old Country Road & County Offices Driveway

EB TR 2.5 A 2.6 A 2.6 A


WB L 3.0 A 2.8 A 2.7 A T 2.1 A 2.0 A 2.0 A


NB L 15.0 B 15.3 B 16.3 B R 9.6 A 9.8 A 10.6 B

Approach 13.1 B 13.3 B 14.3 B Overall 2.5 A 2.5 A 2.5 A

Round Swamp Road & Melissa Lane

EB LR 19.0 B 19.1 B 19.2 B

Approach 19.0 B 19.1 B 19.2 B

NB LT 4.0 A 4.3 A 4.5 A


SB TR 3.3 A 3.4 A 3.5 A

Approach 3.3 A 3.4 A 3.5 A Overall 4.4 A 4.6 A 4.7 A

Round Swamp Road & Hay Path Road

EB LTR 15.9 B 16.0 B 16.1 B

Approach 15.9 B 16.0 B 16.1 B

WB LTR 11.2 B 11.2 B 10.8 B

Approach 11.2 B 11.2 B 10.8 B

NB LTR 7.0 A 7.2 A 7.8 A


SB LTR 6.8 A 7.0 A 7.9 A






Old Bethpage Road & Round Swamp Road

EB LT 27.9 C 27.9 C 28.5 C R 4.5 A 4.4 A 4.4 A

Approach 24.7 C 24.8 C 25.3 C

WB LT 21.7 C 21.5 C 22.3 C R 4.7 A 4.7 A 4.7 A

Approach 16.3 B 16.2 B 16.7 B

NB LTR 22.5 C 21.6 C 22.1 C

Approach 22.5 C 21.6 C 22.1 C

SB L 26.2 C 27.9 C 29.2 C

TR 9.3 A 9.5 A 9.6 A Approach 21.2 C 22.5 C 22.9 C

Overall 21.9 C 21.8 C 22.3 C

Old Bethpage Road & Hay Path Road

EB LT 13.8 B 13.8 B 14.1 B R 20.1 C 20.3 C 20.3 C

Approach 18.0 B 18.2 B 18.2 B

WB LTR 9.9 A 9.8 A 10.4 B

Approach 9.9 A 9.8 A 10.4 B

NB L 11.8 B 12.2 B 12.2 B

TR 12.2 B 12.6 B 12.6 B Approach 12.1 B 12.6 B 12.6 B

SB L 9.8 A 10.1 B 10.2 B


Overall 14.2 B 14.5 B 14.5 B

Plainview Road & Old Bethpage Road

NEB (O B Rd)

LT 37.2 D 37.2 D 37.0 D Approach 37.2 D 37.2 D 37.0 D

NB L 48.4 D 48.3 D 48.9 D R 13.0 B 13.3 B 13.7 B

Approach 13.6 B 13.9 B 14.3 B

SB L 14.6 B 14.9 B 14.5 B R 15.2 B 14.7 B 13.6 B

Approach 14.8 B 14.8 B 14.1 B Overall 21.8 C 21.7 C 21.5 C

Manetto Hill Road & Washington Avenue/Guild Court

EB LTR 46.3 D 46.3 D 46.3 D

Approach 46.3 D 46.3 D 46.3 D

WB L 46.5 D 46.2 D 46.2 D

TR 30.7 C 29.7 C 29.7 C Approach 38.8 D 38.2 D 38.2 D

NB LT 4.5 A 4.9 A 5.0 A R 2.9 A 3.1 A 2.9 A


SB L 10.0 B 10.7 B 10.9 B

TR 7.8 A 8.1 A 8.2 A Approach 8.3 A 8.7 A 8.8 A

Overall 12.0 B 12.2 B 12.0 B




Existing 2010 No Build 2016 Build 2016

Delay LOS Delay LOS Delay LOS

Old Country Road & Plainview Road / Manetto Hill Road

EB

L 40.7 D 41.3 D 68.7 E

T 30.1 C 30.0 C 33.2 C

R 15.4 B 15.6 B 17.1 B

Approach 29.8 C 30.0 C 38.6 D

WB

L 20.2 C 20.8 C 26.1 C

TR 35.8 D 38.5 D 49.1 D

Approach 33.0 C 35.2 D 44.9 D

NB

L 38.9 D 35.4 D 33.1 C

T 36.0 D 35.8 D 37.2 D

R 10.2 B 8.9 A 13.4 B

Approach 28.8 C 27.4 C 28.4 C

SB

L 23.5 C 22.9 C 23.6 C

T 33.1 C 32.4 C 28.1 C

R 11.0 B 9.5 A 11.0 B

Approach 22.0 C 21.0 C 20.2 C

Overall 28.8 C 28.7 C 33.9 C

Old Country Road & NYS 135 NB Ramp

EB

L 38.2 D 45.1 D 47.9 D

T 4.9 A 4.6 A 4.8 A

Approach 10.4 B 11.3 B 11.7 B

WB

T 39.1 D 48.7 D 70.5 E

R 16.7 B 17.4 B 18.2 B

Approach 34.1 C 41.7 D 59.1 E

NB

L 42.6 D 43.8 D 43.2 D

TR 62.5 E 66.7 E 67.9 E

Approach 53.0 D 55.7 E 56.2 E

Overall 30.6 C 34.9 C 42.2 D

Old Country Road & NYS 135 SB Ramp

EB TR 31.7 C 34.9 C 38.5 D

Approach 31.7 C 34.9 C 38.5 D

WB

L 60.2 E 61.4 E 75.4 E

T 12.3 B 13.1 B 14.8 B

Approach 21.4 C 22.3 C 26.6 C

SB

L 37.2 D 37.3 D 37.4 D

LTR 50.5 D 50.4 D 50.4 D

Approach 45.4 D 45.4 D 45.4 D

Overall 28.5 C 30.1 C 33.5 C


Table 12 – Signalized Intersections Level of Service – PM Peak Hour




WB L 54.2 D 62.5 E 76.4 E

TR 62.7 E 72.7 E 72.7 E Approach 58.7 E 67.9 E 74.5 E

NB L 36.8 D 54.2 D 67.2 E T 4.7 A 4.9 A 5.2 A

Approach 17.0 B 23.8 C 28.9 C

SB T 28.4 C 28.6 C 29.7 C R 25.4 C 25.4 C 25.4 C



EB

L 187.9 F 202.2 F 202.2 F T 163.9 F 176.3 F 179.3 F R 41.6 D 40.3 D 40.3 D

Approach 151.0 F 162.7 F 164.4 F

NB T 81.7 F 93.3 F 117.6 F R 26.5 C 40.4 D 50.5 D

Approach 65.4 E 77.2 E 97.2 F

SB L 7.9 A 8.7 A 8.5 A T 2.6 A 2.8 A 3.4 A

Approach 3.2 A 3.5 A 3.9 A Overall 84.8 F 92.5 F 97.8 F


EB T 15.7 B 16.0 B 18.7 B

Approach 15.7 B 16.0 B 18.7 B

WB L 34.9 C 48.1 D 97.8 F T 4.6 A 4.7 A 5.9 A

Approach 16.1 B 21.2 C 39.1 D

NB L 19.2 B 19.3 B 21.2 C

Approach 19.2 B 19.3 B 21.2 C Overall 16.1 B 19.4 B 31.3 C


EB L 10.5 B

TR 25.6 C Approach 25.4 C

WB L 30.3 C


NB L 36.2 D

TR 6.0 A Approach 24.9 C

SB L 27.6 C


Overall 22.4 C


Table 12 – Signalized Intersections Level of Service – PM Peak Hour…Cont’d…2




EB L 8.1 A 6.1 A 9.2 A


WB L 8.5 A


NB L 27.4 C


SB L 28.4 C 30.8 C 32.0 C

R/TR 26.8 C 23.9 C 19.4 B Approach 27.4 C 26.5 C 24.2 C

Overall 11.3 B 8.3 A 17.3 B


EB TR 1.7 A 1.7 A 1.8 A


WB L 2.5 A 2.5 A 2.0 A T 1.9 A 2.0 A 2.1 A


NB L 17.3 B 17.3 B 19.0 B R 12.0 B 12.0 B 13.2 B

Approach 15.3 B 15.3 B 16.8 B Overall 1.9 A 2.0 A 2.0 A


EB LR 18.6 B 18.7 B 18.4 B

Approach 18.6 B 18.7 B 18.4 B

NB LT 2.3 A 2.3 A 2.6 A


SB TR 3.1 A 3.3 A 3.9 A



EB LTR 17.8 B 16.8 B 19.5 B

Approach 17.8 B 16.8 B 19.5 B

WB LTR 13.4 B 14.2 B 14.5 B

Approach 13.4 B 14.2 B 14.5 B

NB LTR 6.9 A 5.2 A 6.9 A


SB LTR 10.6 B 8.0 A 12.5 B

Approach 10.6 B 8.0 A 12.5 B Overall 10.3 B 7.9 A 11.5 B






EB LT 14.7 B 15.8 B 16.7 B R 3.4 A 3.4 A 3.4 A


WB LT 57.8 E 67.8 E 72.7 E R 7.4 A 7.6 A 7.9 A

Approach 46.8 D 54.6 D 58.3 E

NB LTR 23.1 C 23.6 C 27.4 C

Approach 23.1 C 23.6 C 27.4 C

SB L 12.5 B 12.5 B 12.7 B

TR 20.5 C 20.6 C 21.3 C Approach 18.8 B 18.9 B 19.5 B

Overall 29.5 C 33.2 C 35.2 D


EB LT 22.4 C 22.2 C 24.0 C R 25.4 C 25.0 C 24.8 C

Approach 24.1 C 23.8 C 24.4 C

WB LTR 16.3 B 16.4 B 18.0 B

Approach 16.3 B 16.4 B 18.0 B

NB L 19.2 B 23.5 C 33.2 C

TR 7.4 A 7.9 A 8.4 A Approach 12.9 B 15.1 B 19.9 B

SB L 5.9 A 6.1 A 6.2 A


Overall 13.2 B 14.4 B 17.1 B


NEB (OBRd)


NB L 45.9 D 46.4 D 49.0 D R 8.0 A 7.7 A 8.6 A

Approach 10.3 B 10.1 B 11.0 B

SB L 12.9 B 12.7 B 12.2 B R 16.2 B 16.7 B 17.5 B

Approach 14.5 B 14.6 B 14.8 B Overall 16.3 B 16.1 B 16.7 B


EB LTR 46.2 D 46.2 D 46.2 D

Approach 46.2 D 46.2 D 46.3 D

WB L 50.9 D 50.8 D 54.2 D

TR 37.1 C 37.0 C 38.7 D Approach 44.2 D 44.1 D 46.7 D

NB LT 8.4 A 9.0 A 9.0 A R 2.7 A 2.6 A 2.4 A


SB L 16.8 B 18.3 B 19.2 B

TR 12.7 A 13.3 B 13.3 B Approach 13.4 A 14.2 B 14.3 B

Overall 18.8 B 19.3 B 19.5 B






EB

L 45.6 D 44.9 D 45.3 D T 34.5 C 35.5 D 39.7 D R 22.5 C 23.0 C 23.0 C

Approach 33.2 C 33.7 C 36.3 D

WB L 68.0 E 61.3 E 163.5 F

TR 48.1 D 46.8 D 77.9 E Approach 53.9 D 51.1 D 102.5 F

NB

L 133.4 F 95.9 F 99.3 F T 35.4 D 33.4 C 36.4 D R 7.9 A 8.2 A 9.2 A

Approach 61.0 E 48.2 D 48.4 D

SB

L 26.1 C 25.3 C 35.9 D T 43.4 D 44.1 D 45.7 D R 22.1 C 21.1 C 20.1 C

Approach 33.6 C 33.4 C 35.5 D Overall 45.6 D 41.4 D 57.7 E


EB L 37.7 D 69.5 E 147.7 F T 2.8 A 2.9 A 3.1 A

Approach 9.9 A 16.4 B 30.6 C

WB T 68.9 E 51.8 D 46.3 D R 13.4 B 13.4 B 13.6 B

Approach 61.3 E 46.5 D 41.9 D

NB L 48.6 D 48.8 D 46.7 D

TR 47.1 D 47.4 D 49.8 D Approach 47.9 D 48.1 D 48.2 D

Overall 39.1 D 35.2 D 38.6 D


EB TR 61.8 E 62.8 E 80.8 F

Approach 61.8 E 62.8 E 80.8 F

WB L 111.7 F 128.1 F 137.7 F T 20.1 C 16.4 B 19.2 B

Approach 41.4 D 42.3 D 46.4 D

SB L 38.6 D 39.0 D 39.8 D

LTR 55.2 E 53.2 D 53.4 D Approach 48.2 D 47.2 D 47.5 D

Overall 50.6 D 51.3 D 60.6 E


Table 13 – Signalized Intersections Level of Service – Sat Peak Hour

Intersection Movement Lane

Group Existing 2010 No Build 2016 Build 2016



WB L 31.5 C 31.5 C 31.7 C

TR 28.7 C 28.6 C 28.0 C Approach 30.4 C 30.4 C 30.4 C

NB L 11.6 B 12.4 B 16.5 B T 1.4 A 1.3 A 1.3 A


SB T 23.6 C 24.0 C 25.3 C R 22.3 C 22.2 C 22.9 C



EB

L 29.9 C 29.9 C 29.9 C T 27.7 C 27.6 C 27.4 C R 34.5 C 34.9 C 34.3 C

Approach 30.3 C 30.4 C 30.1 C

NB T 25.9 C 26.6 C 29.3 C R 5.2 A 5.3 A 5.5 A

Approach 19.5 B 20.0 B 22.0 C

SB L 2.4 A 2.6 A 3.4 A T 2.2 A 2.3 A 3.0 A

Approach 2.2 A 2.4 A 3.0 A Overall 17.1 B 17.5 B 18.1 B


EB T 14.9 B 14.8 B 17.2 B

Approach 14.9 B 14.8 B 17.2 B

WB L 7.3 A 7.3 A 9.6 A T 5.2 A 5.3 A 6.2 A


NB L 19.6 B 19.5 B 20.5 C

Approach 19.6 B 19.5 B 20.5 C Overall 10.3 B 10.1 B 12.1 B


EB L 7.5 A


WB L 21.0 C


NB L 40.9 D

TR 8.8 A Approach 28.8 C

SB L 24.7 C

TR 21.7 C Approach 22.8 C

Overall 19.1 B


Table 13 – Signalized Intersections Level of Service – Sat Peak Hour…Cont’d…2




EB L 3.1 A 3.0 A 6.2 A


WB L 4.9 A


NB L 32.9 C


SB L 30.1 C 30.1 C 30.0 C

R / TR 13.3 B 13.6 B 25.1 C Approach 18.3 B 18.5 B 27.2 C

Overall 3.3 A 3.2 A 12.9 B


EB TR 10.6 B 11.2 B 13.6 B

Approach 10.6 B 11.2 B 13.6 B

WB L 15.2 B 17.6 B 41.1 D T 9.6 A 10.1 B 11.8 B

Approach 10.3 B 10.9 B 14.3 B

NB L 17.0 B 17.6 B 20.5 C R 16.3 B 17.9 B 25.7 C

Approach 16.6 B 17.8 B 23.8 C Overall 11.8 B 12.6 B 15.7 B


EB LR 18.7 B 18.7 B 19.4 B

Approach 18.7 B 18.7 B 19.4 B

NB LT 1.9 A 1.9 A 3.3 A


SB TR 1.8 A 1.9 A 3.1 A



EB LTR 13.4 B 11.4 B 15.4 B

Approach 13.4 B 11.4 B 15.4 B

WB LTR 12.4 B 11.4 B 12.0 B

Approach 12.4 B 11.4 B 12.0 B

NB LTR 4.8 A 3.7 A 6.0 A


SB LTR 4.9 A 3.9 A 6.4 A



Table 13 – Signalized Intersections Level of Service – Sat Peak Hour…Cont’d …3




EB LT 10.9 B 11.2 B 11.7 B R 3.2 A 3.2 A 3.4 A


WB LT 13.1 B 13.2 B 13.7 B R 3.6 A 3.7 A 3.8 A

Approach 11.3 B 11.4 B 11.7 B

NB LTR 13.1 B 13.1 B 13.6 B

Approach 13.1 B 13.1 B 13.6 B

SB L 10.5 B 10.3 B 10.4 B


Overall 10.7 B 10.7 B 11.1 B


EB LT 16.3 B 16.4 B 17.3 B R 17.1 B 17.1 B 16.9 B

Approach 16.7 B 16.8 B 17.1 B

WB LTR 10.6 B 10.6 B 10.9 B

Approach 10.6 B 10.6 B 10.9 B

NB L 8.4 A 8.6 A 8.8 A


SB L 6.5 A 6.5 A 7.0 A


Overall 9.8 A 9.9 A 10.3 B


NEB (OBRd)


NB L 41.5 D 41.1 D 42.8 D R 8.6 A 8.5 A 9.5 A


SB L 13.9 B 14.0 B 15.3 B R 14.6 B 14.6 B 14.0 B

Approach 14.1 B 14.2 B 14.8 B Overall 18.0 B 17.8 B 18.4 B


EB LTR 46.7 D 46.7 D 46.7 D Approach 46.7 D 46.7 D 46.7 D

WB L 48.0 D 48.1 D 48.1 D TR 13.8 B 13.6 B 13.6 B Approach 31.6 C 31.6 C 31.6 C

NB LT 6.9 A 7.2 A 8.0 A R 3.5 A 3.6 A 3.3 A Approach 5.9 A 6.2 A 6.7 A

SB L 13.0 B 13.6 B 14.4 B TR 10.9 B 11.3 B 11.7 B Approach 11.2 B 11.6 B 12.0 B

Overall 13.1 B 13.3 B 13.4 B


Table 13 – Signalized Intersections Level of Service – Sat Peak Hour…Cont’d…4




EB L 26.5 C 27.6 C 35.5 D T 28.3 C 28.2 C 31.5 C R 15.1 B 15.5 B 18.3 B Approach 24.2 C 24.4 C 28.9 C

WB L 18.5 B 18.7 B 23.5 C TR 31.4 C 32.4 C 42.3 D Approach 28.6 C 29.5 C 38.1 D

NB L 79.4 E 87.1 F 121.2 F T 37.3 D 37.7 D 41.2 D R 8.2 A 8.4 A 10.0 A Approach 50.5 D 53.9 D 66.2 E

SB L 36.1 D 36.7 D 59.4 E T 47.1 D 47.7 D 46.1 D R 20.1 C 20.6 C 23.5 C Approach 33.5 C 34.1 C 41.1 D

Overall 34.1 C 35.1 D 42.7 D


EB L 27.3 C 32.7 C 35.9 D T 3.9 A 3.7 A 3.8 A Approach 7.3 A 8.0 A 8.3 A

WB T 32.4 C 33.7 C 37.8 D R 14.4 B 14.7 B 15.0 B Approach 29.6 C 30.7 C 34.3 C

NB L 38.0 D 37.9 D 36.9 D TR 53.1 D 52.3 D 53.4 D Approach 46.1 D 45.7 D 46.0 D

Overall 25.0 C 25.3 C 26.9 C


EB TR 36.3 D 41.7 D 51.7 D Approach 36.3 D 41.7 D 51.7 D

WB L 125.5 F 142.4 F 156.4 F T 10.2 B 10.2 B 10.6 B Approach 38.5 D 42.6 D 45.9 D

SB L 39.5 D 39.5 D 39.7 D LTR 50.8 D 50.8 D 50.4 D Approach 46.0 D 46.0 D 45.8 D

Overall 38.6 D 42.7 D 48.3 D


Table 14 – Unsignalized Intersections Level of Service – AM Peak Hour

Intersection

Critical Approach/ Movement


Delay LOS Delay LOS Delay LOS Old Country Road & East Bethpage Road

SB 24.2 C 25.7 D 20.6 C EB-L 11.5 B 11.9 B 11.7 B

Round Swamp Road & Old Bethpage Village Restoration

WB 15.6 C 16.4 C 17.6 C SB-L 0.3 A 0.4 A 0.3 A

Round Swamp Road & Elementary School North Drive

WB 14.4 B 15.6 C 16.8 C SB-L 0.1 A 0.1 A 0.1 A

Round Swamp Road & Elementary School South Drive

WB 19.2 C 16.5 C 17.7 C SB-L 0.9 A 0.9 A 0.9 A

Plainview Road & NYS 135 Exit 9 NB Ramp

NB 77.8 F 72.3 F 80.0 F

LIE South Service Road & Newtown Road

NB 14.6 B 14.9 B 15.4 C

Old Country Road & Amfesco Drive / Site Access

NB 9.2 A SB 24.0 C 26.6 D 14.4 B

EB-L 2.8 A 2.9 A 0.7 A Old Country Road & Mergenthaler Drive

SB 20.5 C 20.3 C EB-L 1.1 A 1.1 A

Table 15 – Unsignalized Intersections Level of Service – PM Peak Hour

Intersection Critical

Approach/ Movement



Old Country Road & East Bethpage Road

SB 30.7 D 25.9 D 27.0 D EB-L 10.7 B 10.9 B 11.6 B


WB 14.8 B 15.4 C 17.3 C SB-L 0.0 A 0.0 A 0.0 A


WB 21.0 C 22.8 C 28.1 D SB-L 0.0 A 0.0 A 0.0 A


WB 24.0 C 23.9 C 29.6 D SB-L 0.1 A 0.1 A 0.1 A


NB 31.5 D 32.1 D 34.8 D


NB 31.2 D 19.6 C 21.2 C


NB 10.1 B SB 33.9 D 35.4 E 17.0 C

EB-L 1.9 A 2.0 A 0.5 A Old Country Road & Mergenthalar Drive

SB 55.4 F 61.0 F EB-L 1.1 A 1.1 A


Table 16 – Unsignalized Intersections Level of Service – Saturday Peak Hour After a review of Tables 11 through 16, it was found that Build results at most study intersections are consistent with the No Build results. The following seven signalized intersections were found to show a negative impact in the Build Condition when compared to the No Build Condition.

LIE North Service Road at Round Swamp Road LIE South Service Road at Round Swamp Road Old Country Road at Round Swamp Road Old Bethpage Road at Round Swamp Road Old Country Road at Manetto Hill Road / Plain View Road Old Country Road at NYS 135 NB Ramp Old Country Road at NYS 135 SB Ramp

These seven intersections were reviewed for the recommendation of traffic mitigation measures in the next section of this study.

Proposed Mitigation Based on the Build condition results, seven of the study intersections have been identified for potential traffic mitigation measures. The types of mitigation consist of a) Capacity increases by widening and/or changes in lane configuration, b) changes in signal Timing, phase- splits and offsets or, c) both a and b. The proposed mitigation recommended is summarized in Table 17. Figures 22 and 23 present a


Approach/ Movement



Old Country Road & East Bethpage Road

SB 23.2 C 21.3 C 19.7 C EB-L 9.9 A 9.9 A 11.0 B


WB 13.7 B 13.3 B 15.1 C SB-L 0.7 A 0.7 A 0.6 A


WB 10.9 B 11.0 B 11.8 B SB-L 0.0 A 0.0 A 0.0 A


WB 11.6 B 11.7 B 12.8 B

SB-L 0.1 A 0.1 A 0.1 A


NB 12.8 B 13.1 B 13.5 B


NB 10.4 B 10.2 B 10.5 B


NB 9.3 A SB 21.1 C 21.6 C 13.5 B

EB-L 2.5 A 2.5 A 0.6 A Old Country Road & Mergenthaler Drive

SB 21.8 C 23.6 C EB-L 0.7 A 0.7 A


concept sketch of the physical roadway changes proposed at Round Swamp Roads intersections with the LIE North and South Service Roads and Old Country Roads intersections with the NYS Route 135 southbound exit ramp, respectively.


Table 17 – Proposed Mitigation

Location Capacity Signal Timing Changes

Existing Conditions Proposed Mitigation Existing Conditions Proposed Mitigation


Northbound – One left-turn lane, two through lanes.

Add a second left-turn lane. New configuration: Two left-turn lanes and two through lanes

AM/PM/SAT Signal operates at a cycle length of 80 seconds

Change AM-cycle length to 95 seconds, PM-cycle length to 100 seconds.

Southbound – Two through lanes and a right-turn lane

Add a third through lane to facilitate SB queuing. New configuration: Three through lanes and a right-turn lane

Northbound left-turn operates on a protected-permissive phase

Change to fully protected northbound left-turn phase Optimize phase-splits to correlate to the future volumes


Eastbound – One left-turn lane, one shared left-turn and through lane and one right-turn lane

Add a second left-turn lane with storage of 400 feet. New configuration: Two left-turn lanes, two through lanes and a right-turn lane AM/PM/SAT Signal operates at a

cycle length of 80 seconds

Change AM- cycle length to 95 seconds, PM- cycle length to 100 seconds. Optimize phase-splits to correlate to future volumes Northbound – Two through lanes

and right-turn lane

Add a third through lane and extend right turn lane to provide additional storage. New configuration: Three through lanes and one right-turn lane


All time periods operate at a cycle length of 87 seconds(Actuated)

Change PM – cycle length to 90 seconds. Optimize phase splits to allow more green time for southbound left-turn movement in order to improve level of service.


All time periods operate at a cycle length of 60 seconds.

Change PM – cycle length to 75 seconds Optimize phase-splits to correlate to future volumes


Table 17 – Proposed Mitigation....Cont’d…2

Location Capacity Signal Timing Changes

Existing Conditions Proposed Mitigation Existing Conditions Proposed Mitigation

Old Country Road & Manetto Hill Road /

Plainview Road


Optimize phase-splits to correlate to future volumes

Old Country Road & NY 135 NB Ramp


Change PM -cycle length to 110 seconds. Optimize phase-splits to correlate to future volumes, optimize intersection offset to ensure signal progression

Old Country Road & NY 135 SB Ramp

Southbound – One left-turn lane and one shared through and right-turn lane

Add one right-turn lane, shared lane reconfigured as shared left-thru-right turn lane. New configuration: One left-turn lane, one shared left-thru-right-turn lane and one right-turn lane


Change PM -cycle length to 110 seconds. Optimize phase-splits to correlate to future volumes, optimize intersection offset to ensure signal progression

\\vhb\proj\LongIsland\28338.00 B

eechw

ood-P

lainview

\D

ata\C

ad\28338- B

eechw

ood M

itigation-January 2013.dw

g

Prop

osed

Miti

gatio

nLI

E Se

rvic

e R

oads

and

Rou

nd S

wam

p R

oad

Figu

re 2

2

020

40

Feet

S

u

f

f

o

l

k

C

o

u

n

t

y

N

a

s

s

a

u

C

o

u

n

t

y

\\vhb\proj\LongIsland\28338.00 B

eechw

ood-P

lainview

\D

ata\C

ad\28338- B

eechw

ood M

itigation-January 2013.dw

g

Prop

osed

Miti

gatio

nO

ld C

ount

ry R

oad

and

NY

S R

te 1

35 S

outh

boun

d Ex

it R

amp

Figu

re 2

3

040

80

Feet


As noted in Table 17, construction to provide additional travel lanes and capacity are identified for three of the seven intersections. At the remaining three, changes in the signals operation through adjustments in signal timing are recommended. Tables 18, 19 and 20 present the results of the analysis performed to gauge the effectiveness of the improvements at the seven intersections for the AM, PM, and Saturday peak hours, respectively. For ease of comparison, the table also shows the corresponding No Build and Build condition results. At the Round Swamp Road intersections with the LIE North Service Road and South Service Road, the improvements identified will restore the intersection to levels of service that are equal to or better than those that would exist without the development. Consideration was also given to the need for a dual northbound right turn lane at this intersection. However, due to the proximity of the LIE entrance ramp to the Round Swamp Road intersection, the dual right turn could result in unsafe crossing conflicts involving turning vehicles trying to enter the ramp. The cost of the improvements at this location as estimated to be in the range of one million dollars. The developer of Country Pointe at Plainview has committed to fully fund the design and construction of these improvements, subject to approval of the New York State Department of Transportation, Nassau County and the Town of Huntington. While the LIE Service Roads are maintained by the New York State Department of Transportation (NYSDOT), Round Swamp Road in this location is under the jurisdiction of the Town of Huntington. While NYSDOT has jurisdiction over the intersection and has the final authority to implement improvements, they will typically give the local jurisdiction - the opportunity for input. The intersections of Old Country Road with the NY 135 northbound and southbound exit ramps form a diamond interchange which spans the bridge over NY 135. The analyses performed indicate existing problems related to capacity on this section of Old Country Road due to the constraints imposed by the bridge structure. These problems within the interchange (particularly during the weekday PM peak period) are expected to deteriorate further over time due to normal background growth, with or without the development of Country Pointe at Plainview. The proposed improvement here would add a third approach lane on the NY 135 southbound exit ramp approach to Old Country Road. This provides additional capacity and allows a reallocation of green time among the movements at both of the intersections that form the diamond interchange. This improvement will provide intersection levels of service that are equal to or better than those that would exist without the development. The cost of improvements at this location is expected to be in the range of a half million dollars. The developer of Country Pointe at Plainview has committed to fully fund the design and construction of these improvements, subject to approval of the New York State Department of Transportation, Nassau County and the Town of Oyster Bay.


Table 18 – No Build, Build, Build Mitigation Comparison – AM Peak Hour


No Build Build Build with Mitigation Delay LOS Delay LOS Delay LOS


WB L 59.2 E 63.1 E 67.7 E

TR 55.3 E 55.3 E 53.6 D Approach 57.5 E 59.7 E 61.7 E

NB L 9.4 A 10.8 B 23.4 C T 1.2 A 1.1 A 1.5 A


SB T 33.1 C 33.9 C 32.9 C R 31.1 C 31.1 C 35.4 D



EB

L 27.0 C 27.0 C 26.0 C T 219.2 F 223.2 F 129.9 F R 26.7 C 26.7 C 30.1 C

Approach 176.2 F 179.6 F 106.0 F

NB T 29.7 C 30.8 C 28.1 C R 108.4 F 127.4 F 156.5 F

Approach 77.0 E 87.5 F 103.5 F

SB L 14.0 B 16.5 B 39.8 D T 4.6 A 5.1 A 5.5 A

Approach 7.1 A 8.0 A 14.3 B Overall 91.3 F 94.9 F 72.9 E


EB T 17.1 B 19.9 B

Approach 17.1 B 19.9 B

WB L 10.8 B 17.2 B T 6.2 A 7.3 A

Approach 7.3 A 9.5 A

NB L 20.7 C 21.7 C

Approach 20.7 C 21.7 C Overall 11.4 B 14.0 B


EB LT 27.9 C 28.5 C R 4.4 A 4.4 A

Approach 24.8 C 25.3 C

WB LT 21.5 C 22.3 C R 4.7 A 4.7 A


NB LTR 21.6 C 22.1 C

Approach 21.6 C 22.1 C

SB L 27.9 C 29.2 C

TR 9.5 A 9.6 A Approach 22.5 C 22.9 C

Overall 21.8 C 22.3 C


Table 18 – No Build, Build, Build Mitigation Comparison – AM Peak Hour ... Cont’d.2




EB

L 41.3 D 68.7 E 52.8 D T 30.0 C 33.2 C 30.8 C R 15.6 B 17.1 B 16.4 B

Approach 30.0 C 38.6 D 33.3 C

WB L 20.8 C 26.1 C 22.6 C

TR 38.5 D 49.1 D 46.5 D Approach 35.2 D 44.9 D 42.2 D

NB

L 35.4 D 33.1 C 34.9 C T 35.8 D 37.2 D 31.3 C R 8.9 A 13.4 B 10.6 C

Approach 27.4 C 28.4 C 25.5 C

SB

L 22.9 C 23.6 C 28.4 C T 32.4 C 28.1 C 29.5 C R 9.5 A 11.0 B 15.3 B

Approach 21.0 C 20.2 C 23.5 C Overall 28.7 C 33.9 C 31.3 C


EB L 45.1 D 47.9 D 45.2 D T 4.6 A 4.8 A 6.6 A

Approach 11.3 B 11.7 B 12.7 B

WB T 48.7 D 70.5 E 50.3 D R 17.4 B 18.2 B 20.2 C

Approach 41.7 D 59.1 E 43.7 D

NB L 43.8 D 43.2 D 40.2 C

TR 66.7 E 67.9 E 60.6 D Approach 55.7 E 56.2 E 50.9 E

Overall 34.9 C 42.2 D 34.9 C


EB TR 34.9 C 38.5 D 30.3 C

Approach 34.9 C 38.5 D 30.3 C

WB L 61.4 E 75.4 E 46.7 D T 13.1 B 14.8 B 6.1 A

Approach 22.3 C 26.6 C 14.0 B

SB

L 37.3 D 37.4 D 46.2 D TR 50.4 D 50.4 D LTR 47.1 D

R 54.1 D Approach 45.4 D 45.4 D 49.0 D

Overall 30.1 C 33.5 C 24.6 C


Table 19 – No Build, Build, Build Mitigation Comparison – PM Peak Hour




WB L 62.5 E 76.4 E 45.4 D

TR 72.7 E 72.7 E 50.5 D Approach 67.9 E 74.5 E 48.0 D

NB L 54.2 D 67.2 E 22.7 C T 4.9 A 5.2 A 2.4 A

Approach 23.8 C 28.9 C 10.2 B

SB T 28.6 C 29.7 C 34.0 C R 25.4 C 25.4 C 33.3 C

Approach 28.1 C 29.0 C 33.9 C Overall 42.8 D 47.6 D 29.7 C


EB

L 202.2 F 202.2 F 41.9 D T 176.3 F 179.3 F 73.2 E R 40.3 D 40.3 D 44.2 D

Approach 162.7 F 164.4 F 57.8 E

NB T 93.3 F 117.6 F 41.6 D R 40.4 D 50.5 D 116.2 F

Approach 77.2 E 97.2 F 64.3 E

SB L 8.7 A 8.5 A 9.2 A T 2.8 A 3.4 A 2.9 A

Approach 3.5 A 3.9 A 3.6 A Overall 92.5 F 97.8 F 44.2 D


EB T 16.0 B 18.7 B 17.4 B

Approach 16.0 B 18.7 B 17.4 B

WB L 48.1 D 97.8 F 27.3 C T 4.7 A 5.9 A 4.4 A

Approach 21.2 C 39.1 D 12.7 B

NB L 19.3 B 21.2 C 37.9 D

Approach 19.3 B 21.2 C 37.9 D Overall 19.4 B 31.3 C 15.5 B


EB LT 15.8 B 16.7 B 14.4 B R 3.4 A 3.4 A 3.2 A

Approach 9.7 A 10.2 B 8.9 A

WB LT 67.8 E 72.7 E 41.7 D R 7.6 A 7.9 A 8.7 A

Approach 54.6 D 58.3 E 34.3 C

NB LTR 23.6 C 27.4 C 47.4 D

Approach 23.6 C 27.4 C 47.4 D

SB L 12.5 B 12.7 B 16.0 B

TR 20.6 C 21.3 B 26.1 C Approach 18.9 B 19.5 B 24.1 C

Overall 33.2 C 35.2 D 28.1 C


Table 19 – No Build, Build, Build Mitigation Comparison – PM Peak Hour ...Cont’d.2




EB

L 44.9 D 45.3 D 59.3 E T 35.5 D 39.7 D 53.4 D R 23.0 C 23.0 C 25.0 C

Approach 33.7 C 36.3 D 46.8 D

WB L 61.3 E 163.5 F 120.1 F

TR 46.8 D 77.9 E 68.4 E Approach 51.1 D 102.5 F 83.2 F

NB

L 95.9 F 99.3 F 80.0 E T 33.4 C 36.4 D 29.1 C R 8.2 A 9.2 A 6.0 A

Approach 48.2 D 48.4 D 38.6 D

SB

L 25.3 C 35.9 D 27.8 C T 44.1 D 45.7 D 41.6 D R 21.1 C 20.1 C 27.0 C

Approach 33.4 C 35.5 D 34.2 C Overall 41.4 D 57.7 E 52.6 D


EB L 69.5 E 147.7 F 38.1 D T 2.9 A 3.1 A 5.3 A

Approach 16.4 B 30.6 C 11.6 B

WB T 51.8 D 46.3 D 41.5 D R 13.4 B 13.6 B 16.6 B

Approach 46.5 D 41.9 D 38.1 D

NB L 48.8 D 46.7 D 60.4 E

TR 47.4 D 49.8 D 65.5 E Approach 48.1 D 48.2 D 62.9 E

Overall 35.2 D 36.6 D 32.2 C


EB TR 62.8 E 80.8 F 49.8 D

Approach 62.8 E 80.8 F 49.8 D

WB L 128.1 F 137.7 F 63.6 E T 16.4 B 19.2 B 7.0 A

Approach 42.3 D 46.4 D 20.0 B

SB

L 39.0 D 39.8 D 60.1 E TR 53.2 D 53.4 D LTR 60.5 E

R 78.4 E Approach 47.2 D 47.5 D 66.0 E

Overall 51.3 D 60.6 F 38.7 D


Table 20 – No Build, Build, Build Mitigation Comparison – Sat Peak Hour




WB L 31.5 C 31.7 C 31.7 C

TR 28.6 C 28.0 C 28.0 C Approach 30.4 C 30.4 C 30.4 C

NB L 12.4 B 16.5 B 20.5 C T 1.3 A 1.3 A 1.3 A


SB T 24.0 C 25.3 C 22.9 C R 22.2 C 22.9 C 22.8 C



EB

L 29.9 C 29.9 C 26.7 C T 27.6 C 27.4 C 26.4 C R 34.9 C 34.3 C 34.7 C

Approach 30.4 C 30.1 C 29.1 C

NB T 26.6 C 29.3 C 24.4 C R 5.3 A 5.5 A 5.4 A

Approach 20.0 B 22.0 C 18.6 B

SB L 2.6 A 3.4 A 2.3 A T 2.3 A 3.0 A 2.8 A

Approach 2.4 A 3.0 A 2.8 A Overall 17.5 B 18.1 B 16.4 B


EB T 14.8 B 17.2 B


WB L 7.3 A 9.7 A T 5.3 A 6.2 A


NB L 19.5 B 20.5 C

Approach 19.5 B 20.5 C Overall 10.1 B 12.2 B


EB LT 11.2 B 11.7 B R 3.2 A 3.4 A


WB LT 13.2 B 13.7 B R 3.7 A 3.8 A


NB LTR 13.1 B 13.6 B


SB L 10.3 B 10.4 B

TR 10.2 B 10.5 B Approach 10.2 B 10.5 B

Overall 10.7 B 11.1 B


Table 20 – No Build, Build, Build Mitigation Comparison-Sat Peak Hour ...Cont’d 2




EB

L 27.6 C 35.5 D 37.6 D T 28.2 C 31.5 C 33.3 C R 15.5 B 18.3 B 15.7 B

Approach 24.4 C 28.9 C 29.7 C

WB L 18.7 B 23.5 C 26.6 C

TR 32.4 C 42.3 D 46.6 D Approach 29.5 C 38.1 D 42.1 D

NB

L 87.1 F 121.2 F 77.4 E T 37.7 D 41.2 D 37.8 D R 8.4 A 10.0 A 9.4 A

Approach 53.9 D 66.2 E 47.4 D

SB

L 36.7 D 59.4 E 48.9 D T 47.7 D 46.1 D 48.8 D R 20.6 C 23.5 C 22.8 C

Approach 34.1 C 41.1 D 38.9 D Overall 35.1 D 42.7 D 39.0 D


EB L 32.7 C 35.9 D 38.4 D T 3.7 A 3.8 A 5.7 A


WB T 33.7 C 37.8 D 36.1 D R 14.7 B 15.0 B 14.1 B

Approach 30.7 C 34.3 C 32.7 C

NB L 37.9 D 36.9 D 37.5 D

TR 52.3 D 53.4 D 55.0 E Approach 45.7 D 46.0 D 47.2 D

Overall 25.3 C 26.9 C 27.2 C


EB TR 41.7 D 51.7 D 53.5 D

Approach 41.7 D 51.7 D 53.5 D

WB L 142.4 F 156.4 F 59.3 E T 10.2 B 10.6 B 5.2 A

Approach 42.6 D 45.9 D 18.3 B

SB

L 39.5 D 39.7 D 49.2 D TR 50.8 D 50.4 D LTR 49.4 D

R 59.7 E Approach 46.0 D 45.8 D 52.6 D

Overall 42.7 D 48.3 D 37.0 D


Site Access and Circulation The Site Plan for Country Pointe at Plainview includes the development of three access drives on Old Country Road. There is no access proposed on Round Swamp Road. The existing signalized access into the site referred to as the County Offices Driveway will not be utilized by Country Pointe at Plainview traffic but will be used to provide access to the 43 acre recreational parcel to be dedicated to the Town. The proposed points of access are described below: Westerly Site Access - This access will be located on Old Country Road opposite its

existing signalized intersection with Newtown Road. This access will service as the primary entry and exit for the residential portion of the site.

Central Site Access - This access will be located on Old Country Road opposite

Mergenthaler Drive (currently unsignalized). This access will serve as the primary entry and exit for the commercial portion of the site. It is proposed that this intersection be signalized.

Easterly Site Access - This secondary access on Old County Road will be located

opposite Amfesco Drive. It is proposed that this access be restricted to right turns in and right turns out only.

An additional emergency vehicle access to the site will be provided on Round Swamp Road to provide an alternate means of ingress and egress, if necessary for emergency response activities. This access with be gated and locked, with only authorized personnel able to gain entry. A Traffic Signal Warrant Analysis was performed for the proposed central site access. This warrant analysis was performed following criteria presented in the National Manual on Uniform Traffic Control Devices and concluded that a traffic signal is warranted at this location. The warrant analysis was submitted to the Nassau County Department of Public Works (NCDPW). NCDPW has reviewed the analysis and concurred that the installation of a new traffic signal is warranted at this location with the development of Country Pointe at Plainview. Details of this analysis are included in Attachment F. The Build condition results for AM, PM and Saturday peak hours, for the two signalized and one unsignalized site access points, respectively, are shown in Tables 21 and 22. Each of the proposed site access points, and the existing former County offices driveway, with one exception, are or will be signalized. Old Country Road in the


area of the site near these access points is generally straight and level without any appreciable horizontal or vertical curves. At the three signalized intersections, exiting vehicles can do so under the protection of the traffic signal. The only location where sight distance would be a consideration in the easterly, unsignalized site access where only right turns out are to be permitted. To the west of this exit, Old Country Road is straight and level resulting in unobstructed sight distance at this point.

Emergency Services and Access

As noted in the previous section, an emergency vehicle-only access will be located on Round Swamp Road which will be gated. Normally, emergency vehicles responding to a call on the site would utilize one of the three access points on Old Country road. However, the presence of the emergency vehicle-only access will provide additional access to the site from its southern end should a situation arise where that access is necessary. The site of Country Pointe at Plainview is within the area patrolled by the Second Precinct of the Nassau County Police Department. At present the area of the site is patrolled by Radio Motor Patrol sector 805. The second Precinct headquarters is located at 7700 Jericho Turnpike in Woodbury. Fire protection services to the site are provided by the Plainview Volunteer Fire Department. The Fire department headquarters is located at 855 Old Country Road, approximately 1 ½ miles west of the site. In addition, Station 3 of the Plainview Fire Volunteer Department is located less than 1 mile from the site on the west side of Round Swamp Road between Old Bethpage Road/Bethpage-Sweethollow Road and Fairway Drive. Fire vehicles dispatched from the headquarters would arrive via Old Country Road while vehicles from Station 3 would arrive from Round Swamp Road. Currently the Nassau County Department of Public Works does not maintain emergency vehicle pre-emption on its roadways. Based upon a meeting with the Plainview Fire Department on February 21, 2013, the Fire Department requested that the Applicant consider the installation of emergency vehicle pre-emption devices at the signalized intersections along Old Country Road. The Applicant explained that it would be willing to install these pre-emption devices; however, the approval of same is under the purview of the NCDPW. The Applicant will consult with the NCDPW prior to the finalization of site plans to confirm whether it will permit the installation of these devices.


Table 21 – Signalized Site Access


AM PEAK PM PEAK SATURDAY PEAK Delay LOS Delay LOS Delay LOS

Westerly Site Access Old Country Road & Newtown Road/Site

Access

EB

L 13.4 B 9.2 A 6.5 A T 11.0 B 18.0 B 14.0 B R 4.4 A 3.8 A 3.3 A

Approach 11.1 B 16.5 B 13.1 B

WB L 5.0 A 8.1 A 5.0 A

TR 13.5 B 14.9 B 9.5 A Approach 13.4 B 14.6 B 9.3 A

NB L 34.7 C 27.4 C 31.8 C

TR 14.3 B 15.6 B 16.1 B Approach 25.5 C 22.2 C 24.6 C

SB L 25.6 C 32.0 C 29.3 C

TR 16.4 B 19.4 B 25.1 C Approach 18.9 B 24.2 C 26.9 C

Overall 13.6 B 16.7 B 12.7 C

Central Site Access Old Country Road &

Mergenthaler Drive/Site Access

EB LT 7.4 A 28.8 C 14.1 B R 0.3 A 1.5 A 5.0 A

Approach 6.4 A 20.8 C 11.0 B

WB L 7.0 A 31.2 C 12.9 B

TR 9.0 A 22.0 C 12.0 B Approach 8.9 A 23.1 C 12.1 B

NB L 36.8 D 32.4 C 40.1 D

TR 13.2 B 6.0 A 8.7 A Approach 29.0 C 22.2 C 28.2 C

SB L 24.6 C 23.4 C 24.5 C

TR 14.5 B 11.9 B 21.7 C Approach 17.6 B 18.8 B 22.7 C

Overall 9.4 A 21.8 C 15.4 B

Table 22 – Unsignalized Easterly Site Access


Approach/ Movement

AM PEAK PM PEAK SATURDAY PEAK


Easterly Site Access Old Country Road & Amfesco Drive / Site

Access

NB 9.1 A 9.7 A 9.3 A

SB 16.1 C 22.3 C 19.7 C

EB-L 2.9 A 2.2 A 2.6 A

Tables 21 and 22, show that site access driveways operate well during the three time periods analyzed. The location and the configuration of the site driveway would provide satisfactory ingress and egress to the site.


Review of the proposed site plan indicates an internal circulation plan consisting of two-way roadways in the residential areas of the site. Stop control is provided at many of the internal intersections. A secondary, emergency-only connection between the residential and commercial portions of the site is provided at the east end of the site. This will be designated for emergency access only, gated and locked, with only authorized personnel able to gain entry. . Due to the horizontal curves proposed on some of the internal roadways, care should be taken to provide only low vegetation and roadside features in some areas to ensure adequate sight distance is maintained.

Existing Commercial Driveways Old Country Road opposite the site of Country Pointe at Plainview is developed with numerous commercial/industrial uses and some retail space. The development of Country Pointe will increase traffic levels on this section of roadway. Many of these uses front on and utilize Newtown Road to gain access to the LIE South Service Road and Old Country Road via its signalized intersection with Newtown Road. There are however, a significant number of uses that gain access to Old Country Road via direct unsignalized access. As part of the proposed development a new traffic signal is recommended at the site central driveway, opposite Mergenthaler Drive. The signalization of Mergenthaler Drive will provide increased levels of access to a major portion of the uses on the north side of Old Country Road that currently do not benefit from signalized access. In addition, the presence of the proposed traffic signal will, through its operation, provide additional gaps in the traffic stream on Old Country Road that vehicles turning into and out of the other unsignalized driveways can take advantage of. Similarly, the existing traffic signal at Newtown Road will become more active due to the sites westerly driveway and also work to create more gaps in the traffic stream. The center left turn lane on Old Country Road will also be maintained.

Parking

A review of the Town of Oyster Bay code indicates the following minimum parking requirements for each zoning category relevant to the development. Commercial: 1 stall per 200 SF Residential RSC-25: 1.3 stalls per unit Residential RMF-16: 2 stalls per unit. Tables 23 and 24 summarize the parking requirements and parking provided for the development.


Table 23 – Parking – Commercial Areas

Land-use Size/Density Town

Requirement Parking

Required Parking

Provided

Commercial 115, 450 SF 1 stall / 200 SF 578 stalls

Bank 3,000 SF 1 stall / 200 SF 15 stalls

Total 593 stalls 661 stalls

Table 24 – Parking – Residential Areas

Land-use Size/Density Town

Requirement Parking

Required Parking

Provided

RSC-25 Flats 90 units 1.3 stalls / unit 117 stalls

1,717 stalls

Townhouse 34 units 2 stalls / unit 68 stalls

Duplex 18 units 2 stalls / unit 36 stalls

Zero Lot 4 units 2 stalls / unit 8 stalls

Flats 208 units 2 stalls / unit 416 stalls

RMF-16 Condo Flats (w/ Age Restriction) 122 units 2 stalls / unit 244 stalls

RMF-16 Condo (w/ Age Restriction) 414 units 2 stalls / unit 828 stalls

Total 1,717 stalls

A review of the site plan by Nelson & Pope, Engineers & Surveyors, indicates a total of 661 (including 26 handicap stalls) parking stalls are provided for the commercial areas. This exceeds the minimum requirement specified by the Town of Oyster Bay (593). For the residential areas the total requirement of 1,717 stalls has been provided, which include 105 stalls at the Recreational Building and 624 on-street parking stalls within the development. Furthermore, a portion of the RMF-16 units provide garages. These garages provide a total of 442 additional parking stalls. The proposed parking layout provides adequate circulation for the overall subject property.

Walkability and Pedestrian Circulation

The site plan for Country Pointe at Plainview includes the construction of a two- mile public walking/fitness trail on the site. This walking trail essentially circles the site and provides connection to the internal roadway system at key points. This trail will also provide a connection to the west to Trail View State Park. The presence of this trail provides recreational opportunities for residents and the general public, and increases walkability within the site. In addition to recreation, residents can use this


path to access the retail portions of the site without use of a car. No sidewalks are provided along roadways in the residential portions of the site. In the vicinity of the site, Old Country Road provides pedestrian sidewalk on both sides of the roadway, with the exception being the north side wooded area west of Newtown Road. This provides pedestrian accommodation for any residents of the site who wish to walk to destinations along Old Country Road in the vicinity or residents and employees outside the development who may wish to visit the retail portions of Country Pointe. The development of the site will include the construction of one new traffic signal at the central site driveway and reconstruction of another at the westerly site driveway and Newtown Road. Each of these locations will be equipped with full modern pedestrian accommodations and signalized crossings meeting all current Americans with Disabilities Act (ADA) and Nassau County Requirements. This will allow for increased safety and pedestrian access in the area on Old Country Road. Round Swamp Road south of Old Country Road provides a paved pedestrian sidewalk along its east side from the LIE south to the Old Bethpage Restoration Village property. Along that property the sidewalk is discontinuous, picking up again on both sides of the roadways to the south where residential development exists. There is a signalized pedestrian crosswalk across Round Swamp Road at Melissa Lane at the Old Bethpage Elementary School.

Weaving Analysis

The final scope requires an analysis of the project’s potential impact on the operation of the LIE eastbound exit ramp to Round Swamp Road. The exit ramp for the LIE merges with the South Service Road approximately 700 feet west of the traffic signal at Round Swamp Road. At the signal, the eastbound South Service Road provides an exclusive left turn lane, a shared left turn and through lane, a through lane and an exclusive right turn lane. Vehicles exiting the LIE can either stay in the left lane to turn north onto Round Swamp Road or change lanes to either proceed straight through on the South Service Road or make a right turn to travel southbound on Round Swamp Road. Similarly, vehicles eastbound on South Service Road have the same options to make as they approach signal at Round Swamp Road. As a result it was noted that there is a tendency for the vehicles to make one or more lane changes thereby making a weaving pattern on the section. Thus, weaving analysis was performed in an effort to evaluate the operational characteristics of this section of service road.


However, the tools available for evaluating weaving sections are specifically tailored to analyze weaving operation on a freeway, especially on sections between two ramps. There is no software tool available to analyze weaving on sections that have a signal at one end. In fact, the traffic flow characteristics on a section leading up to a signal is very different from that on a freeway. While the vehicles approaching a signal slow down and stop on red, the vehicles on a freeway section do not stop and only those exiting are likely to slow down and change lanes. To establish the weaving pattern, counts were taken on the section on a typical weekday during AM and PM peak hours. The vehicles entering the section from the LIE and via the left lane and the right lane of the South Service Road were observed all the way to the intersection and their lane usage at the intersection was recorded to establish the weaving pattern. The weaving analysis for the section under study was performed using Highway Capacity Software 2010, which is the most recent update available of HCS, for the Build Condition AM and PM peak times periods. The results of the analysis are summarized in Table 25.

Table 25 – Weaving Analysis – Build Condition

Section Length Analysis Period

Density (passenger

cars/mile/lane)

Level of Service

LIE South Service Road from LIE Exit Ramp merge to Round Swamp Road

700 feet AM Peak 11.3 A

PM Peak 12.0 B

While the results are presented here, they do not give an accurate picture of the conditions on the section since it is not a freeway section. The results of the weaving analysis clearly do not reflect conditions on the South Service Road approaching Round Swamp Road. The analysis tools available do not fit the roadway conditions. At the signalized intersection approaches it is clearly best to refer to the results of the Syncho analysis presented previously. In gauging potential impacts on the operation of the ramp due to the development of Country Pointe at Plainview, it is more meaningful to look at the relative increases in volume on this segment of the service road due to the proposed development. As shown in Figure 19, under the Build Condition, during the AM peak hour 1676 vehicles would traverse the section, with about 50% of them estimated to come off the LIE exit ramp. At Round Swamp Road 209 vehicles would make a left turn, 1283 would go through to stay on the Service Road and 184 would make a right turn. According to Figure 20 during PM peak hour it is estimated that 1825 vehicles will traverse the section, with about a third of them estimated to come off the LIE exit


ramp. At the Round Swamp Road signal 639 vehicles would make a left turn, 909 would go through to stay on the Service Road and 277 would make a right turn. In terms of project related impacts it is noted that as per the trip distribution adopted in this study for peak hour site generated traffic, only 5% of exiting vehicles (9 vehicles during AM , 6 vehicles during PM and 7 vehicles on Saturday peak hours) are distributed to the eastbound LIE South Service Road. This low level of traffic increase will not have a significant negative impact on the operation of the ramp or the weaving pattern on this section of the South Service Road.

Trip Generation of Alternatives

The final scope requires that the DEIS for Country Pointe at Plainview consider reasonable alternatives to the proposed action. Specifically, the final scope identifies the following alternative development scenarios:

No Action – The use of the existing 206,288 sf of office space and 5 homes currently on the site. Prevailing Zoning – The development of 420,000 sf of office space and 45 single-family homes. Previously Proposed Planned Unit Development – Development of southern parcel (south side) as per Old Plainview and existing condition of northern parcel (north side). See discussion below.

It is noted that the previously proposed Planned Unit Development included the redevelopment of an additional site on the north side of Old Country Road. Country Pointe at Plainview includes development only on the south side. This being the case, the proposals cannot be directly compared in terms of trip generation or other impacts. When development on both the north and south sides of Old Country Road are considered together, the Old Plainview development had significantly greater impacts as compared to the proposed Country Pointe at Plainview, especially with respect to traffic. However, the north side of the prior Old Plainview development is not part of the property included in the instant proposal, and that northern property has been sold and renovated (it is designed for retail, office and industrial uses). Thus, this alternative analyzes the impacts of the development that was previously proposed on the south side of Old Country Road plus the existing, renovated development on the north side of Old Country Road (designed for retail, office and industrial uses).


Specifically, under the then-proposed “PUD-MX” zoning, the development on the south of Old Country Road (known as the southern parcel) included the following: Southern Parcel Residential – 499 units[1]

133 Townhouse Units (for sale) – 436,304 SF 318 Condominium Units (for sale) – 563,442 SF 24 Next Generation Units (for sale) – 28,800 SF 24 Senior Citizen Units (RSC - 25) (for sale) – 26,982 SF

Office Space – 182,513 SF within 12 buildings

Office Buildings 2 through 9 – 84,528 SF Office Building 12 – 53,365 SF Office Building 13 – 14,933 SF Office Building 76 – 25,208 SF Office Building 77 – 4,479 SF

Retail Space – 17,842 SF

Retail Building 16 – 7,602 SF retail, 215-seat restaurant Retail Building 17 – 200-seat restaurant/bar and retail space – 10,240 SF

Educational/Eleemosynary Use – 15,873 SF

Building 14 – 15,873 SF Lodging – 264,803 SF

Building 1 - 240,820 SF, 300-room hotel including a 20,881 SF conference center, 4,545 SF restaurant, 5,312 SF lounge, 1,431 SF gift shop, 6,568 SF business center and 13,966 SF spa/pool area

Building 10 – 23,983 SF, 30 rooms Clubhouses – 24,368 SF

Building 11 – Soccer Clubhouse – 1,926 SF Building 15 – Clubhouse/Community Building for Residents – 22,442 SF

[1] Of the 318 condominiums and 133 townhouses, a total of 225 would be age-restricted for households in which at least

one member is 55 years of age or older. Thus, 226 units are not proposed to have restrictions of any kind.


Recreational Uses

Open Space/Recreation Area (40.3± acres, no dedication) Network of sidewalks, walking trails and passive green spaces throughout

the site As described above, the northern parcel of the prior Old Plainview development is not part of the instant application and has been sold and renovated for retail, office and industrial use. Thus, for analysis in this alternative, the following uses and square footages have been applied: Northern Parcel

Office – 260,395 SF Shopping Center – 20,000 SF General Light Industrial – 73,465 SF

Table 26 presents a comparison of the gross trip generation associated with each of the alternates, as well as the proposed Country Pointe at Plainview.


Table 26 – Comparison of Alternatives Trip Generation

Alternative

Time Period Proposed Action No Action1 Prevailing Zoning1

Previously Proposed Planned Unit Development2

Weekday AM

Peak Hour 528 339 625 1,325

Weekday PM

Peak Hour 939 315 594 1,474

Saturday Midday

Peak Hour 973 90 160 1,077

Notes: 1 Trip Generation for these alternatives is reproduced from the 2006 Old Plainview DEIS,

2. Trip Generation for this alternative consists of the trips for the south side as presented in the 2006 Old Plainview DEIS plus the trip generation for the north side under the existing condition (i.e., renovated retail, office and industrial space).

The No Action Alternative assumes that all existing buildings would be refurbished and fully occupied. The trip generation of this alternative can be considered the base condition and compared to the proposed action. The site could generate a significant level of vehicle activity without Country Pointe at Plainview. However, it is noted that no credit was taken for these trips in this study. Development under prevailing zoning also generates a significant level of trips, exceeding those of Country Pointe in the morning peak, due to the significant amount of office space allowed under prevailing zoning. However, during the weekday PM peak and Saturday peaks, the proposed action will generate more trips due in large part to the retail component and the fact that office use does not generate traffic at high levels on weekends. The previously proposed Planned Unit Development, modified as previously discussed,generates significantly higher levels of traffic during all three peak periods. It is noted again, however, that the previously proposed planned unit development also included a large development on the north side of Old Country Road.

Intersection Volume and Mitigation Comparison Table 23 above presents a comparison of total trip generation for the proposed Country Pointe development with three alternative development scenarios, including a previously proposed planned unit development (PUD). This PUD proposed development on the Country Pointe site as well as a large site on the opposite (north) side of Old Country Road. The specifics of that earlier proposal, modified to reflect the sale and renovation of the north side, are summarized above.


Table 26 indicates that the site trip generation associated with Country Pointe is lower than that associated with the previously proposed PUD. In addition to the total trip generation, it is useful to contrast the levels of traffic increases that would be expected to occur at key study intersections under Country Pointe and the previously proposed PUD (modified to reflect the sale and renovation of the north side). It is the traffic increases associated with the developments that result in impacts and are the driver in the recommendation of improvements to mitigate impacts. Table 27 presents a comparison of site generated intersection and interchange volumes that are expected to be realized with the development of Country Pointe contrasted with the increase associated with the previously proposed PUD, at five key locations for each of the key peak analysis periods. The volume increases projected for the PUD are as published in the 2006 Old Plainview DEIS (for the south side) and modified to reflect the sale and renovation of the north side, as discussed in the previous section. Also included in the table is a percentage which represents Country Pointe’s relative traffic increase as compared to the PUD. As can be seen in Table 27 the traffic increases expected from Country Pointe are lower (generally significantly lower), with one exception, than those that would be expected under the previously proposed PUD. Specific differences and how they relate to mitigation proposed are discussed below.


Table 27 – Site Generated Intersection Volume Comparison

*Trip assignments from the 2006 Old Plainview DEIS.

Long Island Expressway at Round Swamp Road Interchange – Under the Country Pointe proposal, traffic increases are anticipated to be less than one-third of the increases forecast under the previously proposed PUD. Accordingly, the mitigation necessary at these two signalized intersections is reduced from what was recommended with the PUD. The construction of a westbound right turn lane on the LIE North Service Road and a northbound right turn lane on Round Swamp Road approaching the LIE South Service Road, recommended with the PUD, is not required for the Country Pointe mitigation.

Old Country Road at Manetto Hill Road/Plainview Road – Under the Country Pointe proposal, traffic increases during the more critical weekday AM and PM peak hours are anticipated to be 54% and 76% of the previously proposed PUD, respectively. Accordingly, the mitigation necessary at this

Intersection/Interchange Peak Period

Proposed Action Previously

Proposed Planned Unit Development*

Percent of Previous PUD Proposal

Long Island Expressway At

Round Swamp Road Interchange (total of entering volumes)

Weekday AM

98 494 20%

Weekday PM

155 574 27%

Saturday Midday 158 400 40%

Old Country Road At

Manetto Hill Road/Plainview Road

Weekday AM

269 495 54%

Weekday PM

476 626 76%


Old Country Road At

NY RT 135 Interchange

(total of entering volumes)

Weekday AM

118 309 38%

Weekday PM

171 346 49%


Old Bethpage Road At

Round Swamp Road

Weekday AM

29 71 41%

Weekday PM

54 81 67%


Plainview Road/Broadway

At NY RT 135 NB Exit Ramp

Weekday AM

46 120 38%

Weekday PM

63 131 48%



signalized intersection includes the optimizing of phase splits only, where the PUD required roadway widening at the intersection. During the less critical Saturday midday peak hour, the Country Pointe volumes are just higher than those of the previously proposed PUD.

Old Country Road at the NY RT 135 Interchange - Under the Country Pointe proposal, traffic increases are anticipated to range between 38% and 88% of the previously proposed PUD, varying by peak period. Accordingly, the mitigation necessary at this interchange for Country Pointe, while including widening for the addition of an approach lane, requires the addition of fewer lanes than were necessary to address impacts from the PUD.

Old Bethpage Road at Round Swamp Road - Under the Country Pointe proposal, traffic increases are anticipated up to half of the increases forecast under the previously proposed PUD. As a result, the widening for additional approach lanes under the PUD is not necessary to mitigate the impacts of Country Pointe. The optimizing of phase splits is all that is required at this location.

Plainview Road/Broadway at NY RT 135 NB Exit Ramp - Under the Country Pointe proposal, traffic increases are anticipated to be between 38% and 67%of the increases forecast under the previously proposed PUD, varying by peak period. As a result, while the mitigation recommended with the PUD included installation of a traffic signal at this currently unsignalized intersection, no such mitigation is required for Country Pointe.

As indicated in Table 27, volume increases at intersections as a result of the development of the proposed Country Pointe at Plainview are lower (generally significantly lower), with one exception, than were anticipated under the previously proposed PUD. As a result less mitigation is necessary to minimize the potential traffic related impacts of Country Pointe. Reduced mitigation will result in fewer construction impacts and less inconvenience to motorists.

Site Construction

Information provided by the developer of Country Pointe at Plainview indicates a total construction period of three years. This includes demolition of existing structures on the site and the construction of the proposed project. The developer has indicated that the demolition phase will occur over a period of two to three months. The construction of the improved site will occur over the balance of the three years (33 or 34 months) with areas of the site being graded as they are improved. Construction traffic associated with these operations will include trucks for performing operations on the site as well as the delivery and removal of materials and worker’s vehicles. The number and types of construction vehicles will vary considerably depending on the phase of construction and the particular operations


underway at any given time. The site’s location on Old Country Road at Round Swamp Road is key in consideration of construction traffic, particularly truck traffic. All construction vehicles will arrive and depart via Old Country Road, a five lane Nassau County major arterial. A construction entrance will be established on Old Country Road in a location determined through consultation with the Nassau County Department of Public Works and the Town of Oyster Bay. All requirements of the County and the Town will be followed during the course of site construction. Construction truck traffic is expected to arrive and depart the site via Old Country Road to Round Swamp Road then to the LIE. A construction vehicle routing plan will be in place to ensure that no construction traffic will utilize the local roadway system, minimizing any impacts in the area. While it is difficult to determine the traffic levels that will be generated by the construction activities on the site, it can be stated that they will not approach levels of traffic that will occur once the site is fully constructed and occupied, as evaluated in this study. The quantities of demolition debris that may be created as well as surplus material from the grading of the site have been quantified. It is estimated that up to 50,000 cubic yards (CY) of demolition debris would be generated, although it is anticipated some of that material can be reused on site in the construction of roadways. Given the site’s location on a major arterial in close proximity to the LIE and the quantities of material involved, it is expected that 40 cy trucks will be utilized. These trucks have an effective capacity of 35 cy. The use of these trucks will minimize the total number of trips necessary. For the demolition phase, if none of the material was reused onsite, this translates into 1,430 trips from the site. Given the time frame, this translates into an average of approximately 29 truck trips from the site per day (assuming a 10 week duration and 5 work days per week). This averages fewer than four trucks per hour in an eight hour work day. However, it is anticipated that these activities will not occur evenly over this time-frame but be affected by weather and other typical scheduling and logistical considerations. The exact nature of the peaking of this activity cannot be known but could result in higher peak truck activity. Site cut and fill calculations have been performed and a total of 228,650 CY of surplus material would be expected to be removed from the site during grading operations. In dealing with surplus cut material, a total of 6,533 trips from the site would be necessary. As noted above, areas of the site will only be cleared as they are prepared for improvements, not all at once. This will spread the number of trips necessary to remove excess material over 33 or 34 months. Given the time frame, this translates into an average of approximately 10 truck trips from the site per day (assuming a 33 month duration and 5 work days per week). This averages fewer than two trucks per


hour in an eight hour work day. As indicated above, these activities will be subject to weather and other typical scheduling and logistical considerations which could result in higher peak truck activity. This level of truck traffic even if peak activity is significantly higher than average activity, represents a small portion of the traffic on the designated truck routes that will be utilized. With the adoption of the aforementioned truck routing plan, impacts to the adjacent street system from construction vehicles will be minimized.

Long Island Rail Road (LIRR) Use and Parking

The proposed development contains a total of 890 residential units. It is estimated that 1,687 residents will live in Country Pointe at Plainview. However, in relation to the number of employed persons and potential LIRR usage, most of these units (626, 70%) are age-restricted units. The RSC-25 units (90) are restricted to 62 years or older. The balance of the age restricted units (536) is reserved for occupants 55 years or older. The population of Country Pointe at Plainview, given the large portion of age restricted units, will be older than the general population. To determine the portion of residents of the development who will likely be employees the US General Accounting Office report “Older Workers, Demographic Trends Pose Challenges for Employers and Workers” (2001) was utilized. This report states:

“Thirty percent of all persons over the age of 55 participated in the labor force in 2000 and, according to Bureau of Labor Statistics projections, this percentage is expected to rise to 37 percent in 2015.”

In keeping with this report, it is expected that approximately 37% of persons residing at Country Pointe at Plainview will work (625 persons). Studies performed for the New York State Department of Transportation’s Long Island Transportation Plan 2000 (LITP 2000) indicated that 14.6% of employed persons in Nassau County and 5.4% of employed persons in Suffolk County used the LIRR to commute. Given the location of the proposed development in the most eastern portion of Nassau County, a rate of 10% LIRR ridership by employed persons in Country Pointe at Old Plainview is utilized below. The estimated 625 employed persons and 10% LIRR usages translates to an estimated 63 potential LIRR users due to the development of the site. These 63 additional LIRR users will have the option of utilizing one of three nearby train stations; i.e.


Bethpage, Farmingdale and Hicksville. Observations conducted at the three stations noted above during the midday on a typical weekday reveal that public parking areas at all three station are essentially full. Additionally, it is noted that the Farmingdale station parking lots, with the exception of a limited number of 12 hour metered spaces, are restricted to Village residents. Therefore. It is assumed that the residents of Country Pointe at Plainview will utilize either the Bethpage or Hicksville stations. In 2005, a similar study found 3,690 parking stalls available for non LIRR employee use at these two stations. The 63 additional riders, if no carpool or other measures were utilized, represents only 1.7% of the total parking provided there. In recognition of the existing parking shortages at both stations and the inherent benefits of a shuttle bus service for future residents, the developer of Country Pointe at Plainview will commit to organizing a shuttle bus service. Shuttle service will be available to Country Pointe at Plainview residents. The shuttle will operate 7 days a week for eight hours per day. The shuttle service will provide transportation for residents of the development to the Bethpage Long Island Railroad station during weekday AM and PM commuting hours.In addition, the shuttle will service selected sites within Nassau County as determined by the Board of Directors. This service will commence at the time the development is at least 60% occupied. Benefits of this service include a reduction of parking demands as well as an overall reduction of vehicle trips, a Transportation Demand Management (TDM) measure. A comparable service is commencing shortly in the developer’s present community of Meadowbrook Pointe in Westbury. In addition, shuttle services like the one proposed have been successfully operated at Leisure Village, an existing residential condominium located in Suffolk County.

Other Public Transportation

The project site is served by the NICE bus system operated for Nassau County. Route N78 operates from and to Hicksville LIRR Station via Old Country Road, East Bethpage Road and New Town Road on weekdays connecting the site to LIRR and other bus connections to Wantagh, Bellmore, Hempstead, Jericho, Walt Whitman Mall, Sunrise Mall, Roosevelt Field Mall, Jamaica and Flushing. The N78 operates hourly providing three services during AM peak period and four services during PM peak period. The NICE route map and schedule for the N78 is included as Attachment G.

115 Conclusions

5 Conclusions

Based on the results of the analyses conducted for the purpose of this report, VHB has arrived at the following conclusions:

The proposed development Country Pointe at Plainview is estimated to

generate approximately 528 trips (entering trips 233 and exiting trips 295) during AM peak hour, 939 trips (entering trips 515 and exiting trips 424) during PM peak hour, and 973 trips (entering trips 498 and exiting trips 475) during Saturday midday peak hour.

Seven signalized intersections were identified as to the need for mitigation under the Build Condition during one or more times periods analyzed.

It was found that four of the impacted intersections can be mitigated with changes in signal timing parameters, such as cycle, phase-splits and signal progression. Three others would require physical changes such as widening, additional lanes as well as changes in signal timing parameters, such as cycle, phase-splits and signal progression. Recommendations to this effect have been included in the report.

The traffic generated by the development can be accommodated by the adjacent roadway network with the recommended mitigation measures in place.

While the number of accidents may increase on roadways proximate to the site due to increases in volume, mitigation is proposed as part of this development that is anticipated to improve conditions in some areas and could possibly reduce the potential for accidents in those areas.

The proposed number of parking spaces is adequate to meet Town Code requirements, as well as the projected needs of the development.

The proposed development Country Pointe at Plainview will have no significant adverse impact on the traffic operations on the local roadway network based on the results of the analysis performed and with implementation of the proposed roadway improvements.

P:\28338.00 Beechwood-Plainview\Data\Tech-Reports\28338.00_Draft_TIS _3-19-13.doc

Country Pointe at Plainview - VHBprojects.vhb.com/countrypointeatplainviewdeis/Country...Traffic...

Documents

Transcript of Country Pointe at Plainview - VHBprojects.vhb.com/countrypointeatplainviewdeis/Country...Traffic...