ii. project identification, evolution, …...ny route 347 safety and mobility improvement project...

NY Route 347 Safety and Mobility Improvement Project Chapter II - Project Identification, Evolution, Condition and Needs, and Objectives

II-1

II. PROJECT IDENTIFICATION, EVOLUTION, CONDITION AND NEEDS, AND OBJECTIVES This chapter discusses the location and development of NY Route 347 (Nesconset - Port Jefferson Highway), the existing roadway network in the project area, and the conditions in this corridor that led to the need for the improvement project and the objectives of the project. II.A. Project Identification

II.A.1. Project Type Highway Work The NY Route 347 Project under Alternative 10 (Build Alternative) involves the reconstruction of the 24-kilometer (15-mile) highway from the Northern State Parkway to NY Route 25A, including new on/off ramps on Northern State Parkway at New Highway, to improve traffic safety and mobility. The work includes roadway widening, interchange construction, retaining walls, and new traffic signals with interconnections. Bridge Work Presently there are no bridges on NY Route 347. There is one existing bridge within the project limits (New Highway over Northern State Parkway). New bridge construction is planned for westbound NY Route 454 over NY Route 347 (as an alternative to retaining the at-grade intersection), Middle Country Road over NY Route 347, and NY Route 347 over CR 97 (Nicolls Road). Other Work Associated with the major elements of construction, other planned features include, Intelligent Transportation Systems (ITS) as part of the INFORM System, noise barriers, landscaping and landscape treatments.

II.A.2. Project Location/Description The Route 347 Safety and Mobility Project is located in Suffolk County, New York and extends approximately 24 kilometers (15 miles) from the terminus of the Northern State Parkway to its convergence with NY Route 25A. The project passes through the towns of Smithtown, Islip, Brookhaven and the Incorporated Village of Lake Grove. Figure II-1 identifies the project location and limits. Approximately 12.39 kilometers (7.7-miles) in Smithtown, of which 2.09 kilometers (1.3 miles) passes along Islip/Smithtown border, and 11.26 kilometers (7 miles) in Brookhaven, of which 3.22 kilometers (2 miles) passes through Lake Grove.


II-3

II.B. Project Evolution The NYSDOT has long recognized the need for capacity and safety improvements on NY Route 347. In May 1991, NYSDOT initiated a corridor-wide study to identify current and future traffic-related problems along NY Route 347. Its purpose was to develop a multi-year program of projects/proposals to address these problems. The study focused on existing conditions, as well as future conditions resulting from projected growth in the study area. This initial planning phase of the project development process was completed, the results of which were published in the NY Route 347 Corridor Planning Study (CPS) Report in April, 1995, and distributed to local libraries for public review. Community involvement played a major role in the compilation of the CPS and was coordinated through the Community Participation Program (CPP). The CPP included a series of meetings with the public, local and state government officials, and transit officials. In addition, correspondence was received from persons concerned with transportation conditions in the corridor, and addressed where possible. The CPP was established in March of 1991, at the beginning of the Route 347 Corridor Study, to monitor and record the public involvement process. During this process, two types of meetings were held: informal working meetings with public officials and private representatives and public information meetings open to the public. A total of seven meetings, two public and five working, were held to disseminate information and ideas to the attendees, and solicit their comments/questions. These meetings were held between January 29, 1992 and October 28, 1993. The 1995 CPS evaluated nine alternatives, referred to as the CPS Alternatives. These alternatives were developed based on existing traffic volumes and delays, the ability of the roadway to process future traffic volumes, projected corridor and traffic growth through the design year, and the intensive community outreach program conducted by the NYSDOT. All nine (9) alternatives are briefly described below, as well as the rationale used to carry forward or eliminate alternatives from further consideration. As a means to reconcile any improvement to the Route 347 Corridor relative to the community and environmentally, a range of goals and objectives were developed and published in the 1995 CPS. These goals and objectives are: Goal 1: Improve Transportation Service and Efficiency on the NY Route 347 Corridor Objective A: Improve Mobility and Reduce Energy Consumption Objective B: Reduce Traffic Congestion Objective C: Improve Roadway Geometry Objective D: Minimize Potential for and Severity of Accidents Objective E: Maximize Ease of Management Objective F: Minimize Traffic Impacts at Project Termini Goal 2: Develop a Range of Short and Long Term Solutions to Address the Objectives in

Goal 1


II-4

Objective A: Consider Traffic Demand Reduction Techniques (Carpooling, Ridesharing, Staggered

Work Hours) Objective B: Consider Traffic System Management Options (Access Control, Improved Signal

Timing) Objective C: Growth Management Strategies (Zoning Restrictions, Phased Growth, Negotiated

Developer Agreements) Objective D: Actively Seek Public/Private Financing for Capacity Improvements Objective E: Scale Solutions to Solve Identified Traffic Service Needs and Provide Cost an Effective

Transportation Facility Goal 3: Provide Improvements that Limit and Mitigate Impacts on the Community and the

Environment.

Objective A: Meet Requirements of Clean Air Amendments Objective B: Minimize Property Impacts Objective C: Minimize Noise Impacts Objective D: Limit Adverse Visual Impacts Objective E: Minimize Other Adverse Environmental Impacts, Including Water Quality and Supply,

Wetlands, etc. Each of the study alternatives was then evaluated using the prescribed sets of goals and objectives. As a result, all of the alternatives underwent a rigorous screening process and certain alternatives were eliminated form further study. The following is a summary of the screening process that ultimately led to the selection of the most favorable alternatives for further development and comparison in the Draft Environmental Impact Statement that was prepared in 1994-1995. CPS Alternative 1 Alternative 1, commonly referred to as the No Build Alternative, represents the continuation of the existing roadway with no improvements other than those previously planned and regular maintenance projects. CPS Alternative 2 This alternative proposed the construction of an additional travel lane in each direction between the Northern State Parkway (NSP) and NY Route 25A. Between NSP and the NY Route 347/454 split, the roadway would consist of four lanes in each direction, and three lanes in each direction east of the split to NY Route 25A. At NY Route 25A, the roadway would transition to two through lanes in each direction to meet the existing lane configuration. In addition, this alternative would have provided for a new connecting roadway (Simeon Woods Road) between NY Route 347 and the Long Island Expressway (LIE). Simeon Woods Road, also known as Dual Access Road and Raul Wallenburg Drive, currently connects NY Route 347 to the North Service Road of the LIE, just east of Exit 56.


II-5

This new connecting roadway would allow eastbound LIE motorists to access Simeon Woods Road via the South Service Road and a proposed bridge over the LIE. Simeon Woods Road would then provide direct access to and from NY Route 347. The connection would divert traffic away from Old Willets Path and NY Route 111, two heavily traveled roadways currently serving as connections from the eastbound LIE and NY Route 347. CPS Alternative 2 vs. Project Objectives Although Alternative 2 would have had the lowest impact on adjacent properties and be the least expensive of all the alternatives studied, it would not have provided the mobility required to meet future demands. As a result, it would not have met the objective of reducing traffic congestion. Additionally, the study indicated that retaining all traffic signals would not reduce travel times or crash rates within the corridor, and thereby would not satisfy the objective of improving the future number of crashes. Alternative 2 was therefore eliminated from further consideration. CPS Alternative 3 Between the NSP and the NY347/454 split, Alternative 3 proposed a six-lane limited access highway with flanking two-lane, one-way service roads. Grade separations would be constructed at the critical intersections of Autumn Drive, Old Willets Path, Simeon Woods/ Dual Access Road, and NY Route 454. All other cross roads would intersect the flanking service roads. Either traffic signals or stop/yield signs would control traffic at these locations. Additionally, Simeon Woods/Dual Access Road would connect westbound NY Route 347 with the westbound LIE. East of the NY Route 347/454 split, the flanking service roads would be eliminated and NY Route 347 would become a six-lane arterial. High volume turning movements at Middle Country Road and Nicolls Road would necessitate the construction of direct interchange ramp connections to and from NY Route 347. Bridges would be constructed at NY Route 25 (Middle Country Road)) and Nicolls Road to carry these cross roads over NY Route 347. NY Route 347 would be depressed at NY Route 25, while Middle Country Road would remain relatively close to the existing grade. All other intersections would be maintained and controlled by either traffic signals or stop/yield signs, as they are today. Intersections not controlled by traffic signals would not be permitted to cross the median. The median openings at these locations would be closed. CPS Alternative 3 vs. Project Objectives Although this Alternative would have greatly increase mobility and safety west of the NY Route 347/454 split, it would not have met the project objective to minimize adverse environmental impacts because it would have encroached extensively on sensitive wetland areas. East of the NY Route 347/454 split, Alternative 3 would have retained most of the traffic signals. As a result, it would not have been conducive to reducing travel times or satisfying the project objectives to improve mobility, and reduce energy consumption within the corridor. Additionally, this alternative would not have provided sufficient mobility east of the split to handle future traffic demand, thereby increasing the potential for and the severity of collisions. Alternative 3 was therefore eliminated from further consideration.


II-6

CPS Alternative 4 Alternative 4 is identical to Alternative 3 between NSP and the NY Route 347/454 split. East of the split, as with Alternative 3, the flanking service roads would be eliminated and the interchange treatments at Middle Country Road and Nicolls Road would be identical. Interchanges would also be constructed at NY Route 111, Terry Road (CR 16), Stony Brook Road, Old Town Road, and NY Route 112. Additionally, “jughandle ramps” would be constructed at Mount Pleasant Road, Southern Boulevard, Lake Avenue, Gibbs Pond Road, Alexander Avenue, Mark Tree Road, Belle Meade Road, and Wireless Road. CPS Alternative 4 vs. Project Objectives As with Alternative 3, the six-lane limited access concept with flanking one-way service roads between NSP and the NY Route 347\454 split would improve mobility in the western segment. Similarly, the introduction of the “jughandle ramp” concept and the additional grade separations east of the split would enhance fluidity through that segment. Additionally, conflicting left turn movements would be eliminated from NY Route 347 through the use of “jughandle ramps” and coordinated traffic signals, thus improving safety characteristics of the roadway. However, when compared to CSP Alternative 8 (below), which has one less travel lane in each direction east of the split and provides approximately the same level of service, impact to adjacent properties became an important factor. CSP Alternative 8, with one less travel lane, would have considerably less impact on abutting properties and associated acquisition costs. CSP Alternative 4 was therefore eliminated from further consideration. CPS Alternative 5 Alternative 5 was developed with High Occupancy Vehicle (HOV) lanes to meet the clean air standards as set forth in the Clean Air Act of 1990 for projects financed with Federal Funds. Alternative 5 would provide for a limited access freeway west of the NY Route 347/454 split. In addition, one way, two-lane flanking service roads would be constructed to facilitate access to abutting residential and commercial properties as well as recreational facilities. East of NY Route 454, a six-lane highway with traffic signals at seven jug handles and two conventional type intersections would be constructed. Grade separations would be built at major high volume intersections to eliminate left turn conflicts and reduce traffic congestion, similarly preserving the original “Smithtown Bypass” concept of the roadway. During peak and/or selected hours, the left lanes would be operated as HOV lanes. CPS Alternative 5 vs. Project Objectives Alternative 5 would have the potential of reducing traffic congestion on NY Route 347. By allowing more people-carrying capacity per lane, the HOV alternative was a formidable contender. However, the existence of traffic signals in Alternative 5 and their overall effect on the mobility of the highway, including the general use lanes (GULs), was deemed important. In addition, regional development of a reliable and contiguous HOV network and favorable public acceptance are critical and key elements in implementing a successful HOV facility. As a result, Alternative 5 was carried forward as the HOV Alternative for further study analyses and evaluation in the Draft Design Report/Draft Environmental Impact Statement (DR/DEIS) in the mid 1990’s.


II-7

CPS Alternative 6 This alternative would involve the construction of a six-lane limited access highway from NSP to NY Route 25A. Additionally, one-way, two-lane flanking service roads would be constructed for the entire length of NY Route 347. All major cross roads would be grade separated and serviced by high-quality interchanges with no interruption to mainline traffic flow. Minor cross streets would terminate in “T” intersections at the service roads. This would only allow right turns in and out of the cross roads and preclude traffic from crossing or directly accessing the mainline roadway at cross road locations. Access to the mainline roadway would be via the service roads. CPS Alternative 6 vs. Project Objectives Although this alternative would have provided the greatest mobility and the highest safety benefits of all alternatives considered, it imparted the greatest impact to abutting properties and would have been the most costly. The impact to adjacent businesses and residences would have far exceeded the improvement benefits derived from Alternative 6 and was the major reason for eliminating it from further consideration. CPS Alternative 7 Alternative 7 is a combination of Alternatives 4 and 5. As with Alternative 4, interchanges would be constructed at NY Route 25, Nicolls Road, NY Route 111, Terry Road (CR 16), Stony Brook Road, Old Town Road, and NY Route 112. Additionally, “jughandle ramps” would be constructed at Mount Pleasant Road, Southern Boulevard, Lake Avenue, Gibbs Pond Road, Alexander Avenue, Mark Tree Road, Belle Meade Road, and Wireless Road. As with Alternatives 4 and 5, a limited-access highway would be built between NSP and the NY Route 347/454 split, but instead of a six-lane facility, an eight-lane facility, four lanes in each direction, would be constructed. Three lanes would operate as general use lanes and one would be a designated an HOV lane. Between the NY Route 347/454 split and NY Route 25A, the roadway would operate as an urban principal arterial highway and would also consist of eight lanes, four lanes in each direction. Similarly, three of those lanes would operate as general use lanes and one would be a designated an HOV lane. CPS Alternative 7 vs. Project Objectives Although this alternative would have provided a very good level of service, it would have required more right-of-way acquisition with associated costs than any other alternative, except for Alternative 6. Between the NY Route 347/454 split and NY Route 25A, this alternative proposed to construct one lane more than Alternatives 2, 3, 5, and 6. West of the split, it would have required one more lane than Alternatives 3, 5, and 6. Alternative 5, however, provides similar levels of service with much less damage to abutting properties. As a result, Alternative 5 was regarded as less damaging than Alternative 7; hence, Alternative 7 was eliminated from further consideration. CPS Alternative 8


II-8

Similar to Alternative 5, Alternative 8 would also provide for a limited access freeway west of the NY Route 347/454 split. In addition, one way, two-lane flanking service roads would be constructed to facilitate access to abutting properties. East of NY Route 454, however, a six-lane highway with traffic signals at seven jug handles and two conventional type intersections would be constructed. Grade separations would be built at major high volume intersections to eliminate left-turn conflicts and reduce traffic congestion, similarly preserving the original “Smithtown Bypass” concept of the roadway. Under this alternative, the median would be raised and planted with shrubbery and a depressed roadway, where possible, would avoid adverse visual impacts. CPS Alternative 8 vs. Project Objectives Similar to Alternative 5, Alternative 8 has the potential to reduce traffic congestion on NY Route 347. Therefore, the project objectives to improve mobility, reduce energy consumption, minimize the potential for and severity of crashes and minimize noise and air quality-impacts is plausible. This alternative was carried forward for further study analyses and evaluation in the DR/DEIS in the mid 1990’s. CPS Alternative 9 Alternative 9, the product of an early Public Outreach Program’s comprehensive informational and scoping meetings conducted by the NYSDOT, attempted to answer the community’s concerns regarding several of the project’s objectives. The roadway would have limited access freeway characteristics west of the NY Route 347/454 split, and a four-lane arterial configuration to the east. Additionally, grade separations at the major intersections would preserve and enhance the original “Smithtown Bypass” concept for NY Route 347 by eliminating left-turn conflicts and reducing traffic congestion at the high volume intersections. Depressing the highway at bridge locations where possible and maintaining at-grade crossroads, would minimize adverse visual impacts. In addition, the four-lane concept would provide for a wide median area for aesthetic planting. Alternative 9 vs. Project Objectives Under Alternative 9, the project objectives to improve mobility, reduce energy consumption, minimize the potential and severity of crashes, and minimize noise and air quality impacts were deemed to possess a significant potential for being satisfied. Adverse visual impacts would be avoided by depressing the highway at bridge locations and by maintaining existing grades at crossroads. Moreover, grade separation and the preservation of a four-lane roadway east of the NY Route 347/454 split offered a major opportunity to enhance the aesthetic quality of the roadway. Draft Design Report 1995 As discussed above, an intensive evaluation and screening process eliminated five of the nine alternatives. The alternatives retained were Alternatives 5, 8, and 9, but they were renumbered to appear sequentially in the DR/DEIS report that was prepared in the early 1990’s. Alternative 8 became Alternative 1, Alternative 5 (the HOV Alternative) became Alternative 1A, and Alternative 9 became Alternative 2. The No Build Alternative was referred to as the No Build. The alternatives actually pursued in the Draft Design Report/Draft Environmental Impact Study in the mid 1990’s are briefly described below, and further discussed under Section III.B Roadway Alternatives Considered.


II-9

Alternative 1 Alternative 1 was proposed as a roadway with limited access freeway characteristics west of the NY Route 347/454 split, consisting of six lanes with flanking service roads. No traffic signals would be installed, except at service road intersections. Five grade separated interchanges were proposed at major intersections, which would preserve and enhance the original “Smithtown Bypass” concept for NY Route 347 by eliminating left turn conflicts and reducing traffic congestion at the high volume intersections. Thus, the project objectives to improve mobility, reduce energy consumption, minimize the potential and severity of crashes, and minimize noise and air quality impacts would have a significant potential for being satisfied. East of the NY Route 347/454 split, the roadway would continue as a six lane arterial with segmented service roads. Ten additional grade separated interchanges would be included in this segment with the remaining intersections planned as “jug handles” or “T” type intersections. By depressing the highway at bridge locations, where possible, and maintaining at-grate crossroads, adverse visual impacts could be avoided. Although the median area would be somewhat smaller than the existing median, it could be raised and planted with shrubbery to preserve the aesthetic quality of the roadway. Alternative 1A The Clean Air Act of 1990 required that all projects financed with Federal Funds explore the suitability of High Occupancy Vehicle (HOV) lanes to meet the clean air standards set forth in the act. As a result, Alternative 1A was dubbed the HOV Alternative. Alternative 1 and Alternative 1A would be identical, except under Alternative 1A the HOV lanes would be put into use during peak hour periods when the demand to use the roadway and congestion are most high. Alternative 1A would also provide for a limited access freeway west of the NY Route 347/454 split. Five grade separated interchanges at major intersections, and one way, two-lane flanking service roads would be constructed in this segment to facilitate access to abutting properties. East of the NY Route 347/454 split, the six-lane highway would continue with traffic signals at seven jug handles and two conventional type intersections would be constructed. Ten additional grade separated interchanges would be built at major high volume intersections in this segment to eliminate left-turn conflicts and reduce traffic congestion. Consequently, the project objectives to improve mobility, reduce energy consumption, minimize the potential for and severity of crashes and minimize noise and air quality impacts would be plausible. Although the median area would be somewhat smaller than existing, it could be raised and planted with shrubbery to preserve the aesthetic quality of the roadway. Additionally, as in Alternative 1, a depressed roadway, where possible, would avoid adverse visual impacts. Alternative 2 Similar to the other two alternatives west of the NY Route 347/454 split, Alternative 2 would be constructed as a limited access freeway. It would consist of four lanes in each direction with a continuous westbound service road east of Ledgewood Drive. A segmented eastbound service road would be built between Ledgewood Drive and Old Willets Path and the intersections within these limits would be reconstructed as grade separated interchanges. Traffic signals would be installed at the intersection between the service roads and crossroads.


II-10

East of the NY Route 347/454 split, the roadway would be constructed as an urban principal arterial highway and would consist of two-lanes in each direction. Eighteen grade separated interchanges would be constructed. Depressing the roadway below grade would also offer a major opportunity to enhance the aesthetic quality of the area. The remaining minor intersections would be reconstructed as “T” intersections. Segmented service roads would be built as necessary to facilitate access to abutting properties. Traffic signals would be installed at Crystal Brook Hollow Road and NY Route 25A, and where service roads intersect with crossroads. While the three “build” alternatives proposed adequately addressed the twenty and thirty year transportation issues projected for the corridor, subsequent public reaction to the alternatives was not favorable. The public and many elected officials stated that the project would result in significant impacts to adjacent properties, particularly due to the extent of proposed property acquisitions. In response to these comments, the NYSDOT dismissed Alternatives 1, 1A and 2 and restarted the planning process to develop a more community-sensitive alternative that would improve safety and mobility along NY Route 347. Additionally, the decision to restart the planning process was also influenced by the commencement of the Long Island Transportation Plan 2000 (LITP 2000) Study. This master plan study looked at Long Island’s overall transportation system including highways and public transportation systems. In view of the rational for restarting the planning process, the project’s previous goals and objectives were re-assessed and re-evaluated to better respond to the concerns of the public and elected officials These new goals and objectives, discussed in Section 2 B below, are now the and basis for the evaluation of alternatives going forward. The Build Alternative was therefore developed to minimize the impacts of the previous alternatives. During the course of the development of the Build Alternative, thirteen (13) meetings were held with civic associations and business organizations within the corridor that expressed interest in the project. These meetings extended from April 16, 1996 to March 2, 2001. On May 9 and May 10, 2000, two major public information meetings were held to formally present the Build Alternative to the public and obtain comments. The first meeting was held at the Hauppauge High School on May 9, 2000 with approximately 500 attendees. The second meeting was held at JFK Middle School in Port Jefferson Station with 250 attendees. Preliminary plans, graphics, a CORSIM transportation model visual simulation of the build conditions, and preliminary results of the modeling and analysis efforts were displayed at these meetings for review. A total of 285 written comments were provided as well as statements to a stenographer that was provided at the meetings. Comments received during the public involvement process were addressed and documented in the 2001 Supplemental to the Corridor Planning Study Report. Associated Brookhaven Civic Organizations (ABCO) Boulevard Proposal In July of 2000, during the development of the Build Alternative, NYSDOT met with the Affiliated Brookhaven Civic Organization (ABCO) to discuss a Boulevard Proposal. The Boulevard Proposal included the following features: • One additional lane in each direction serving as a local service road with a speed limit of 30 mph;


II-11

• Two through lanes in each direction, separated from the local service road by a planted buffer area; and,

• A proposed speed limit of 45 mph on the through lanes. NYSDOT conducted a thorough evaluation of the ABCO proposal and compared it to the project objectives. The evaluation concluded that the ABCO Boulevard Proposal would enhance aesthetics and pedestrian/bicycle travel on NY Route 347, and provide the potential to slow through traffic. However, compared with the Build Alternative, the Boulevard Proposal would include safety and operational disadvantages, increase delay and congestion, and require an additional 5.8 m (19’) of right-of-way. A Boulevard design to address projected demands would require three through lanes with 2-lane service roads, and it would be 20.4 m (67’) wider than the existing right-of-way (64.3 m compared to existing 43.9 m). Even with the increased width, the additional complications, which would be present at intersections, would increase the potential for accidents. Based on thorough evaluation, the NYSDOT concluded that the ABCO Boulevard Proposal would not improve safety nor mobility and would not meet project objectives. As such, the proposal was eliminated from further consideration as a viable solution. Build Alternative Dubbed the community sensitive alternative, the Build Alternative provides for new exit and entrance ramps at the Northern State Parkway and New Highway structure to better address access to and from the Hauppauge Industrial Park. Additionally, between Northern State Parkway and the NY Route 347/454 split, a continuous 8-lane roadway (4 lanes in each direction) with shoulders would be constructed. At the split, two options are being considered. Option 1A would construct a grade separated flyover structure from NY Route 454 westbound over NY Route 347. Option 1B would retain the current traffic signalized intersection and improve the geometry of the roadway connections. East of the NY Route 347/454 split, a continuous 6-lane roadway (3 lanes in each direction) with shoulders would be constructed to NY Route 25A. At NY Route 25A the six-lane roadway would transition to meet the existing four-lane roadway. Three options are being studied at Nicolls Road. Option 2A would consist of a Single Point Urban Interchange that would allow free flow for NY Route 347. A traffic signal would be installed on Nicolls Road to control through and turning movements to and from NY Route 347. The interchange would be similar to the existing interchange at Nicolls Road and NY Route 25. Option 2B would consist of a full cloverleaf interchange that eliminates the traffic signal for both NY Route 347 and Nicolls Road, while Option 2C would modify the cloverleaf by eliminating the loop in the southeast quadrant and replacing the east to north movement with a direct connector flyover ramp. Similar to Option 2B, the traffic signal would be eliminated for both NY Route 347 and Nicolls Road. The Middle Country Road intersection would have a modified cloverleaf interchange that eliminates the existing traffic signal. As an interim improvement measure until funding is available for the interchange, the at-grade intersection would be retained with an improved traffic signal installation and improved geometry.


II-12

In consideration of the project evolution discussed above, the alternatives have been analyzed and re-evaluated with the current goals and objectives as discussed in II.D below. The process included public outreach and communication efforts, and community coordination. This process resulted in the Build Alternative being deemed the most favorable and community sensitive alternative. Therefore, the Build Alternative was chosen for environmental scoping analysis and development through Design Phases I-IV. This process has been in progress since the spring of 2004, the results of which will culminate in a Final Environmental Impact Statement. It is the purpose of this Design Report/Draft Environmental Impact Statement to clearly identify the characteristics of the Build Alternative, compare it with the No Build Alternative, and to investigate and disclose any potential impacts that may be associated with it. It is also a primary goal of this effort to provide a document which meets the requirements of State and Federal Environmental Regulations.


II-13

II.C. Conditions and Needs II.C.1. Transportation Conditions, Deficiencies, and Engineering Considerations It is the intent of this section to fully describe existing and future No Build design year transportation features, conditions and deficiencies.

II.C.1.a. Functional Classification

NY Route 347 is classified as a non-controlled access urban principal arterial from its western terminus at the Northern State Parkway to its eastern end where it converges with NY Route 25A. The functional classification of a roadway identifies its principal purpose, according to the levels of service experienced by the motorists and their ability to access the facility. The seven functional classifications which categorize roadways within the study area are as follows: • Freeway (Limited Access) - This type of limited access highway provides the rapid

and efficient movement of large through-traffic volumes with the longest trip desires between areas and across the urban area.

• Principal Arterial (Street) Connecting Link - This type of street carries a high level of traffic volumes and longer trip desires between the major activity centers of an urban area.

• Principal Arterial (Street) Non-Connecting Link - This type of street carries a high level of traffic volume and longer trip desires, but less than for connecting links, between the major activity centers of an urban area.

• Minor Arterial - This type of street generally serves moderate trip lengths along those major traffic volume corridors not included in the principal arterial system.

• Collector Street - This type of street provides traffic movement between local streets and the nearest arterial, with direct access to abutting properties.

• Local Street - This type of street provides direct access to abutting land uses and provides for local traffic movements.

The functional classification system is also used to establish the Federal and State funding eligibility of a particular roadway. Route 347 and Route 454 are considered qualifying highways for designated truck access routes. Figure II-2. shows the different roads in the corridor and their functional classification.


II-15

II.C.1.b. Ownership and Maintenance Jurisdiction Ownership and jurisdiction of NY Route 347 was conveyed by Suffolk County to New York State by means of Official Order No. 1210 dated October 6. 1966; pursuant to Section 341 of the Highway Law as Amended by Chapter 514, Laws of 1966. The transfer of ownership and jurisdiction from Suffolk County did not include title to the lands originally acquired for the highway. However, New York State retains jurisdiction and full use of all lands previously acquired for highway use.

II.C.1.c. Culture, Terrain and Climatic Conditions

Culture The area surrounding the NY Route 347 corridor is suburban in nature and as such has attracted increasing numbers of people since the end of World War II from more densely populated urban communities to the west. Built during the 1940s and 50s, NY Route 347 was intended to bypass an established and very old Smithtown by attracting traffic from NY Route 25, NY Route 111 and the surrounding roadway network. In more recent decades, the demand for suburban lifestyles has increased along with the population and its dependence on the convenience of the automobile. Local transit systems (buses) experience a ridership of about one third of their capacity with the majority of local commuters relying on their cars for transportation. The MTA/Long Island Rail Road generally serves the long distance commuter traveling from the corridor to places of employment to the west (Nassau County and New York City). The NY Route 347 corridor passes through the suburban towns of Smithtown, Islip and Brookhaven where industrial and commercial development has increased to accommodate the increased population and its needs. Many strip malls, shopping centers, office complexes, restaurants and small business establishments flank the highway corridor on both the eastbound and westbound sides. The Smith Haven Mall, a regional shopping center, borders the south side of NY Route 347 between Alexander Avenue and New Moriches Road. Additionally, The State University of New York at Stony Brook is located north of the highway on Nicolls Road, and the eastern campus of Suffolk County Community College is located in Selden, approximately 0.8 kilometers (one-half mile) southeast of the intersection of Nicolls Road and NY Route 25A. There are many residential developments in the area, most of which are served by local roads that connect to NY Route 347. Few residential roads are directly accessed from NY Route 347. Exceptions to this are a number of multi-family residential complexes located along the roadway. The relatively large tracts of undeveloped land that existed in the recent past have been greatly diminished as a result of the recent development boom caused by lower financing


II-16

rates. Previously vacant land is either built upon, or in the process of being built upon with mainly a mixture of residential and commercial development. Terrain The western portion of the corridor between the Northern State Parkway and the NY Route 347/454 split resembles a parkway environment. The terrain is generally flat, but exhibits some gently rolling characteristics. This section is bounded by wetlands on both sides and lies within the headwaters of the Nissequogue River. In the summer months, the wooded areas exhibit rich and dense foliage. Additionally, Blydenburgh and Bill Richards Parks and the Stonebridge Golf Links and Country Club, (located to the north), and the Veterans War Memorial (located on state lands to the south), give the landscape a park-like and sylvan quality. The setting for the Veterans War Memorial adds a pleasing effect to the surrounding terrain. East of the NY Route 347/454 split, the terrain is generally flat with some gently rolling segments. The approach to Nicolls Road from the highway, for example, is elevated and as one gets closer to Nicolls Road, the topography descends into a natural low point at the intersection. East of Nicolls Road, a flat landscape is predominant. The remaining vacant land in this area is the South Setauket Woods Area, a flat pine barrens-type environment. Climate The NY Route 347 corridor, situated on the North Shore of Long Island, experiences a temperate climate. Located east of New York City, it enjoys the four distinct seasons of winter, spring, summer and fall. Because of its proximity to the Atlantic Ocean, its winters are relatively mild in comparison to other parts of the northeastern region. The surrounding water retains the heat of the warmer seasons and releases it over a period of time to the area. Severely cold winters are rarely experienced. Summers are usually hot and humid, but the area very often remains cooler than the mainland as a result of favorable ocean breezes. Fall and spring are usually mild; however, heavy spring rains and fall hurricanes can occur.

II.C.1.d. Control of Access NY Route 347 is not designated as a controlled access facility. Between the Northern State Parkway and the NY Route 347/454 split; existing conditions exhibit largely unrestricted access in the form of numerous driveways and median openings which allow access to and from the highway. The existing median does provide some partial control of access by restricting movements across it, limiting mid-block driveways to right turns in and out only.

Similarly, east of the NY Route 347 split, although there are more traffic controlled intersection restrictions to access, driveways from commercial and business developments are permitted to enter and exit the highway directly. In addition, median openings allow traffic to cross the highway and execute U-turns at various locations.


II-17

II.C.1.e. Existing Highway Section

The existing right-of-way width is generally 43.9 meters (144 feet) measured north to south. However, numerous locations along the corridor exist where the highway boundary is irregular. This is the result of unusable residual land areas beyond the official right-of-way taking width when the roadway was constructed. Built in the 1940s and 1950s, NY Route 347 traverses the north central portion of Suffolk County. NY Route 347 overlaps NY Route 454 from the Northern State Parkway to the divergence of NY Route 454. In this area the highway is predominantly curbed, consisting of six to eight 3.6 meter (12-foot) lanes with variable width shoulders and additional turning lanes 3.0 to 3.6 meters (10 to 12 feet) wide at intersections. NY Route 347 has undergone several changes since its construction in the 1950s. For example, in 1972 an additional third travel lane was constructed in each direction in the NY Route 454 overlap section and an additional fourth lane was built between Old Willets Path and the Northern State Parkway in 1993. There have also been safety and capacity improvements at various intersections. The existing eastbound and westbound travel lanes are separated by a grassed median which varies to a maximum width of approximately 9.1 meters (30 feet) (see Figure II-3). In addition, a median barrier guide rail is constructed in the median area where the clear distance between opposing travel lanes is less than 9 meters (30 feet) wide. At selected high-volume intersections, separate left turn lanes have been introduced within the median.

Snow storage is provided in the median area where left turn lanes do not exist and on both sides of the roadway in the right shoulder area. Much of the corridor is without sidewalks or curbs, thus allowing for ample snow storage between the roadway edge and the nearest obstruction. In areas where sidewalk is present, 1.2 meters (4 feet) of snow storage is generally available. Sidewalks, approximately 1.2 meters (4 feet) wide and curbing are generally located along the frontage of commercial development. A limited amount fronts on residential property.


II-19

There are several bus stops located along the corridor which service the county bus routes; however, they are not designed with turnouts but allow the buses to utilize the roadway shoulders to pick-up and discharge passengers. No transit or pedestrian shelters exist along the roadway. Since NY Route 347 is not a controlled access facility, both residential and commercial driveways exist throughout the corridor. As a result, In densely developed commercial areas, driveway are closely spaced and in some cases clustered. Under these circumstances, the spacing and location of many driveways are not in conformance with NYSDOT Policy and Standards for Entrances to State Highways. Many, if not all of the existing driveways were constructed prior to the current standard, and do not meet some aspect of it. For example, many curb entrance and exit radii cannot accommodate the selected design vehicle (WB 20 metric) without some encroachment into the driveway’s opposing vehicle path. Other aspects of non conformance include corner angle, spacing between driveways, spacing between driveway and signalized intersection, and spacing between driveway and un-signalized intersection. There are 29 driveways that are closer than the minimum distance from other driveways or intersections. In addition, limited frontage widths between the roadway and existing parking areas, walls, and other fixed objects within properties would make it difficult to provide the required minimum paving limits, without affecting the existing parking layout and/or vehicle circulation within the parking lot. Appendix A, Existing Driveway Table, summarizes the existing driveways with respect to the standard, by location. East of the split, between NY Routes 454 and 25A, NY Route 347 generally consists of two 3.6-meter (12-foot) lanes in each direction with variable width shoulders (see Figure II-4). At selected locations, however, a third right lane or a shoulder conversion to a third lane has been added to mitigate traffic congestion and safety to access high-volume retail development sites. One such location is between Moriches Road and Hallock Road, in the vicinity of the Smith Haven Mall. Additionally, separate left turn lanes have been added at this and other similar locations. As described for the western section, where the median width is less than 9 meters (30 feet) wide, a median barrier guide rail has been constructed. Few curbs exist in this highway segment. The existing NY Route 347 horizontal and vertical geometry closely follow the terrain through the corridor, which is relatively flat with few rolling areas. The horizontal design, in general, is gentle with most curves designed to accommodate speeds in excess of 100 km/h (60 mph). At the intersection of eastbound NY Route 347 with westbound NY Route 454, however, the eastbound centerline of NY Route 347 has a radius of 317.5 meters (1,042 feet). This radius is less than the minimum radius of 492 meters (1,614 feet) for 100 km/h (60 mph).


II-21

II.C.1.f. Abutting Highway Segments and Future Plans for Abutting Highway Segments.

The existing highway segments abutting NY Route 347 consist of the Northern State Parkway and NY Route 454 to the west and NY Route 25A at the eastern terminus. In addition there are numerous state, county, local and a few private roadways. The more prominent of these roadways include NY Routes 454 (Veterans Memorial Highway) and NY Route 111 in Hauppauge, NY Route 25 (Middle Country Road) in Nesconset, CR 97 (Nicolls Road) in Stony Brook, and NY Route 112 in Terryville, and NY Route 25A in Mount Sinai. Table II-1 summarizes the existing roadway features associated with each of these roadways. Regarding future plans for the abutting roadway system, NYSDOT currently has a robust program with many projects to address both minor state of good repair issues and major safety and mobility improvement projects. The department has plans to study the Northern State Parkway corridor for possible long term safety and mobility enhancements. The study will identify problems and needs, and propose improvements throughout the corridor, including improvements in the vicinity of NY Route 347, if warranted. There are currently no plans to alter NY Route 454 to the west. At NY Route 111, the current design is consistent with needs to extend and widen the existing roadway south of NY Route 347 to NY Route 454 under PIN 0077.08. The current anticipated construction schedule is in the Spring of 2010. There are no plans in the current program for NY Route 111 construction north of NY Route 347. Plans to widen Middle Country Road west of NY Route 347 are presently being reviewed under PIN 0041.96 and 0T1967. To the east plans for Middle Country Road construction include intersection improvements, resurfacing and drainage from NY Route 347 to west of Nicolls Road under PIN 0042.02. The current schedule is for 2007 construction to the east and 2010 construction start to the west. The alignment of Nicolls Road under this project will be relocated to the east; however, the median width is being preserved for an initial planned expansion to six lanes between the Long Island Expressway and NY Route 347. This project is still under design consideration. There are currently reconstruction projects (PIN’s 0011.41, 0016.20 and 0016.21) programmed for NY Routes 112 both north and south of NY347 both projects are scheduled for 2008 construction starts. As part of a long range plan, Suffolk County has proposed a project to widen CR97 to 3 lanes in each direction. This will be progressed as a separate project by the county. There are currently no major projects, in the area of NY347, on 25A in the near future. Refer to Section II.C.2.c for the regional level plans including the Transportation Improvement Plan.


II-22

Table II-1. Existing Roadway Features Existing Lanes

Existing Shoulders

Geometry

Abutting Highway Segment

No.

Width

(meters)

Width Rt. (meters)

Width Lt. (meters)

Vertical

Horizontal

Speed Limit

Northern State Parkway

4

3.66

3.05

0.61-1.22

Gently Rolling

Generally Flat

55

Rte 454 West and East of Rte. 347

4

3.66

3.05

0.61-1.22

Gently Rolling

Generally Flat

50 55 (east)

NY Route 111

2

3.66

--

--

Gently Rolling

Generally Flat

40

Middle Country Road west of NY Route 347

2

3.66

2.6+/-

varies 0.9-1.5

Rolling

Curvilinear

40

Middle Country Road east of NY Route 347

4

3.66

varies 0-3.5

--

Rolling

Curvilinear

40

County NY Route 97 (Nicolls Road)

4

3.66

varies 7.2-3.2

varies 0.6-1.2

Gently Rolling

Generally Flat

55

NY Route 112 North of NY Route 347

4

3.66

--

--

Gently Rolling

Generally Flat

40

NY Route 12 South of NY Route 347

2

3.66

--

--

Gently Rolling

Generally Flat

40

NY Route 25A

4

3.66

--

--

Gently Rolling

Generally Flat

40


II-23

II.C.1.g. Speeds and Delay 1. Existing Speed Limit The regulatory or posted speed for the entire length of NY Route 347 is 90 kph (55 mph); however, the operating speeds between the roadway termini are somewhat lower. This was determined by a travel time and delay study as described below. 2. Operating Speeds Travel time and delay determines the amount of time required to travel from one point to another on a given route. If the location, duration and cause of delays are also noted, then such a study is known as a travel time and delay study. Travel time and delay results give a good indication of the level of service that exists on a given section of roadway. The results also help in identifying problem locations or high delay locations which may require special attention in order to improve the overall flow of traffic on the route. A travel speed and delay survey was conducted along NY Route 347, from the Northern State Parkway to NY Route 25A. A "floating car" technique was used to establish the behavior of a typical vehicle along the corridor. With this technique, the driver of the study vehicle is instructed to pass as many vehicles that pass the study driver's vehicle. In this manner, the space mean speed (see definitions below) of the traffic stream is estimated. In order to evaluate a typical trip on NY Route 347, multiple travel runs in each direction were performed and the results were averaged. In this manner any unusually fast or slow vehicles that pass through the corridor have a minimum influence on the average trip time. 3. Travel Time and Speed Study A speed and delay study was performed on NY Route 347 during June 2004 between the Northern State Parkway and NY Route 25A. The speed study did not include delay times. The travel time runs were conducted during the AM peak period from 7:00 AM to 9:00 AM, the mid-day period from 10:30 AM to 11:00 AM and from 12:30 to 3:00 PM, the PM peak period from 4:00 PM to 6:00 PM weekdays and from 12:00 PM to 4:00 PM weekends. There were six travel time runs in each direction conducted during the AM and PM peak periods. There were two travel time runs in each direction conducted during the mid-day peak period and three travel time runs in each direction during the Saturday peak period. The average travel times and average speeds through the 14.5-mile NY Route 347 corridor are: AM Peak Eastbound Travel Time – 25 minutes Average Speed – 35 mph Westbound Travel Time – 29 minutes Average Speed – 30 mph PM Peak Eastbound Travel Time – 36 minutes Average Speed – 24 mph Westbound Travel Time – 28 minutes Average Speed – 31 mph Mid-day Peak Eastbound Travel Time – 26 minutes Average Speed – 33 mph Westbound Travel Time – 25 minutes Average Speed – 35 mph


II-24

Saturday Peak Eastbound Travel Time – 32 minutes Average Speed – 27 mph Westbound Travel Time – 27 minutes Average Speed – 32 mph Although the regulatory or posted speed limit for the entire length of NY Route 347 is 55 miles per hour, the operating speeds during the weekday peak periods were much lower than the posted speed limit. The average speeds during the midday peak and Saturday peak are similar to the weekday AM and PM peak periods. The low operating speeds are caused by traffic congestion along the entire corridor especially at signalized intersections. At select sections of NY Route 347, travel speeds are below 20 mph. At the eastern and western terminus of the NY Route 347 study area, the travel speeds are in excess of 60 mph during particular periods of the day. 85th Percentile Speed The 85th percentile speed is the speed at or below which 85 percent of the motorists drive on a given road when unaffected by slower traffic or poor weather. The 85th percentile speeds on NY Route 347 were collected by the NYSDOT along several locations of the corridor. The 85th percentile speeds along NY Route 347 vary between 53 mph and 59 mph in the eastbound direction and between 53 mph and 61 mph in the westbound direction. The speed data were collected between 11:30 AM and 3:30 PM in the eastbound direction and between 11:45 AM and 4:00 PM in the westbound direction. The 85th percentile speeds along NY Route 347 are listed in TableII-2.

Table II-2.

85th Percentile Speeds NY Route 347 Location

Between And Direction 85th Percentile Speed

(MPH) Old Willets Path H. Lee Denison Bldg EB 59 NY Route 111 Plaisted Avenue EB 59 NY Route 25 Alexander Avenue EB 57 Stony Brook Road Nicolls Road EB 57 Pond Path Drive Mark Tree Road EB 55 Old Town Road Woodhull Avenue EB 53 Sylvan Avenue Crystal Brook Hollow Road EB 59 Old Willets Path H. Lee Denison Bldg WB 56 NY Route 111 Plaisted Avenue WB 61 NY Route 25 Alexander Avenue WB 56 Stony Brook Road Nicolls Road WB 55 Pond Path Drive Mark Tree Road WB 59 Old Town Road Woodhull Avenue WB 53 Sylvan Avenue Crystal Brook Hollow Road WB 55


II-25

Existing Conditions Delays Since the travel time and speed studies could not included cross street delays in the time runs, the total travel delays were obtained from the computer simulation of the corridor. The simulation model produced minutes of delay per mile and minute travel time per mile. Travel delay and travel time was calculated from the delay rate and travel rate. The simulated total travel time through the entire NY Route 347 corridor is approximately 39 minutes, including 22 minutes of delay during the AM peak, and 43 minutes total travel time with 26 minutes of delay during the PM peak. The projected travel time and delays during the existing condition are listed in Table II-3 for the AM peak and Table II-4 for the PM Peak.

Table II-3.

NY Route 347 Corridor Travel Delay Existing 2004 Conditions – AM Peak

NY Route 347 Section

Length (mile)

Delay Time (min/mile)

Travel Delay

(minutes)

Travel Time (minute/mile)

Travel Time Total

(minutes)

Section 1 4.1 1.46 5.99 2.58 10.58

Section 2 2.4 1.85 4.44 3.02 7.25

Section 3 3.8 1.52 5.78 2.67 10.15

Section 4 4.2 1.38 5.80 2.58 10.84

Totals 14.5 22.01 38.82

Table II-4. NY Route 347 Corridor Travel Delay

Existing 2004 Conditions – PM Peak


Length (mile)


Travel Delay

(minutes)


Travel Time Total

(minutes)

Section 1 4.1 1.68 6.89 2.81 11.52

Section 2 2.4 1.91 4.58 3.08 7.39

Section 3 3.8 2.03 7.71 3.20 12.16

Section 4 4.2 1.62 6.80 2.84 11.93

Totals 14.5 25.98 43.00

4. Travel Time and Delay Estimates Future No-Action 2035 Conditions Delay The estimated total travel time through the entire NY Route 347 corridor would be approximately 50 minutes per vehicle during the AM peak and over 56 minutes per


II-26

vehicle during the PM peak. The vehicular delays and travel times during the AM and PM peak periods are described in Table II-5 and Table II-6 respectively.

Table II-5.

NY Route 347 Corridor Travel Delay No Build 2035 Conditions – AM Peak


Length (mile)


Travel Delay

(minutes)


Travel Time Total

(minutes)

Section 1 4.1 1.93 7.91 3.50 14.35

Section 2 2.4 2.95 7.08 4.11 9.86

Section 3 3.8 2.55 9.69 3.70 14.06

Section 4 4.2 2.16 9.07 3.37 14.15

Totals 14.5 33.75 52.42

Table II-6. NY Route 347 Corridor Travel Delay No Build 2035 Conditions – PM Peak


Total Length


Travel Delay

(minutes)


Travel Time Total

(minutes)

Section 1 4.1 3.05 12.51 4.28 17.55

Section 2 2.4 2.65 6.36 3.82 9.17

Section 3 3.8 2.69 10.22 3.86 14.67

Section 4 4.2 2.37 9.95 3.60 15.12

Totals 14.5 39.04 56.51

The actual average times to travel the NY Route 347 corridor from end to end in one direction during the 2004 AM and PM peak hours were between 25 to 36 minutes. The computer simulated travel & delay times including cross street approaches for the AM and PM peak hours in 2004 were between 39 to 43 minutes. Normal fluctuations in corridor travel time and delays are expected to occur throughout the year and, at times, from day to day. Delays will often go up during typical heavy shopping periods and down during periods of school recess.

Design Year 2035 Build Conditions The three options under consideration for Nicolls Road were simulated during the design year. A Single Point Urban Interchange (SPUI) (Option 2A), a cloverleaf interchange (Option 2B) and a partial cloverleaf with an east to north flyover at Nicolls Road (Option 2C) were evaluated. In addition, two are being considered for the intersection of NY


II-27

Route 454 (Options 1A and 1B). The estimated total travel times through the entire NY Route 347 corridor regardless of the option combination are nearly equivalent. The estimated travel time through the NY Route 347 corridor is over 38 minutes per vehicle during the AM peak and over 40 minutes during the PM peak. The vehicular delays and travel times during the design year 2035 AM and PM peak periods are described in Table II-7 and Table II-8 respectively.

Table II-7. NY Route 347 Corridor Travel Delay

Design Year 2035 Build Conditions – AM Peak


Length (mile)


Travel Delay (min)

Travel Time (min/mile)

Travel Time Total (minutes)

Section 1 –Bridge 1.48 6.07 2.62 10.74

Section 1 - Signal 4.1

1.54 6.31 2.68 10.99

Section 2 2.4 1.89 4.54 3.05 7.32

Section 3-SPUI 1.26 4.79 2.42 9.20

Section 3-Clover 1.09 4.14 2.28 8.66

Section 3-Clover with Flyover

3.8

1.11 4.22 2.30 8.74

Section 4 4.2 1.52 6.38 2.72 11.42

Totals - SPUI 21.78/22.02 38.68/38.93

Totals - Clover 21.13/21.37 38.14/38.39

Totals – Clover with Flyover

14.5

21.21/21.45 38.22/38.47


II-28

Table II-8.

NY Route 347 Corridor Travel Delay Design Year 2035 Build Conditions – PM Peak


Length (mile)


Travel Delay (min)

Travel Time (min/mile)

Travel Time Total (minutes)

Section 1 –Bridge 1.47 6.03 2.62 10.74

Section 1 - Signal 4.1

1.60 6.56 2.75 11.28

Section 2 2.4 1.48 3.55 2.65 6.34

Section 3-SPUI 1.88 7.14 3.06 11.62

Section 3-Clover 1.69 6.42 2.89 10.98

Section 3-Clover with Flyover

3.8

1.68 6.38 2.89 10.98

Section 4 4.2 1.67 7.01 2.89 12.14

Totals - SPUI 23.73/24.26 40.84/41.38

Totals - Clover 23.01/23.54 40.20/40.74

Totals – Clover with Flyover

14.5

22.97/23.50 40.20/40.74

The difference between the 2035 No Build Condition and the 2035 Build Condition travel times are listed in Table II-5 through Table II-8. The travel time through NY Route 347 in the 2035 Build Condition is projected to be approximately 14 minutes faster during the AM peak and approximately 16 minutes faster during the PM peak than the travel time in the 2035 No Build Condition.

II.C.1.h. Traffic Volumes

1. Existing Traffic Volumes The NY Route 347 traffic data conveyed in this section was provided by the New York State Department of Transportation. The two-way Average Annual Daily Traffic (AADT) on NY Route 347, between the Northern State Parkway (NSP) and NY Route 25A, ranged from 38,000 vehicles per day (vpd) to 70,850 vpd in 2004. The segment between NSP and NY Route 454 has the highest AADT of 70,850 vpd, and the segment between NY Route 112 and NY Route 25A has the lowest AADT of 38,000 vpd. The average weighted AADT for NY Route 347 from Northern State Parkway to NY Route 25A is 55,000 vehicles per day. The 2006 estimated mainline AADT along NY Route 347 is listed in Table II-9 below. The automobiles represent approximately 95 percent of the traffic volume during the peak periods and trucks constitute 5 percent of the AADT. NY Route 347 traffic demands currently approaches or in select locations are at the roadway’s capacity.


II-29

Table II-9.

2004 Average Annual Daily Traffic Volumes NY Route 347 Segment AADT

From To Length (miles) 2004 2006

NSP NY Route 454 2.19 70,850 71,550 NY Route 454 NY Route 111 0.81 52,750 53,300 NY Route 111 Terry Road 1.94 52,700 53,250

Terry Road NY Route 25 1.97 51,950 52,450 NY Route 25 Moriches Road 0.68 48,950 49,450

Moriches Road CR 97 (Nicolls Road) 1.57 64,150 64,800 CR 97 (Nicolls Road) Old Town Road 2.86 51,950 52,450

Old Town Road NY Route 112 1.42 50,700 51,200 NY Route 112 NY Route 25A 1.08 38,000 38,400 Total Length and Average Weighted AADT 14.52 55,000 55,550

According to the NYSDOT Review of Base Networks & Forecast Methodology for NY Route 347 Corridor Design Report/Environmental Assessment, data collection for the corridor began in 1991 with turning movement counts (TMC) and automated traffic recorder (ATR) counts at over 50 locations, including all of the signalized locations. The counts were balanced to form the 1991 base network traffic volume. The purpose of balancing the network volume was to mediate fluctuations and errors, which occur during one day of TMC, and to coordinate daily fluctuations in traffic flows from location to location with available ATR data. The process of balancing a network involves making minor adjustments to individual movements over a series of intersections to bring relative agreement to the traffic volumes between adjacent intersections. In 1995, a series of mainline ATR counts were taken as a screen line to verify the 1991 network traffic volume. Based on the counts, the 1991 base network traffic volumes were factored by 1.046 to develop the 1995 base network traffic volume. The resulting traffic volumes were then balanced. In 2000, during the development of the 2001 Corridor Planning Report (CPR), a supplement to the 1994 CPR, a new series of ATR counts were taken along with a few TMC at previously uncounted locations to supplement the 1995 network traffic volume. After balancing, the network traffic volume became the base 1995 network traffic volume for the 2001 CPR. In 2004, based on the age of the original data, area developments and the number of modifications to the original network new turning movement counts were conducted at major intersections and the base traffic volume network was developed in conjunction with a few intersection TMC’s from 2002 and ATR data collected in 2002 and 2003 to mediate the balancing. Traffic flow diagrams of the Year 2004 Existing Conditions AM and PM peak hours at all the key intersections on NY Route 347 are in Appendix C. Based on a review of the traffic flow diagrams the estimated mainline two-way design hourly vehicles (DHV) is 8.3 % of AADT and the estimated mainline one-way


II-30

directional design hourly vehicles (DDHV) is 5.0 % of AADT. Table II-10 reflects the 2004 DHV and DDHV volumes by section and peak.

Table II-10.

2004 Estimated DHV & DDHV Volumes NY Route 347 Segment DHV DDHV

From To Length (miles) AM PM AM (WB) PM

(EB) NSP NY Route 454 2.19 7100 6750 4600 3950

NY Route 454 NY Route 111 0.81 4900 4500 2700 2700 NY Route 111 Terry Road 1.94 4700 4450 2600 2600

Terry Road NY Route 25 1.97 4600 4700 2600 2600 NY Route 25 Moriches Road 0.68 4200 3800 2000 2000

Moriches Road CR 97 (Nicolls Road) 1.57 4550 5200 2850 2850 CR 97 (Nicolls Road) Old Town Road 2.86 3850 4250 2450 2450

Old Town Road NY Route 112 1.42 3500 3850 1950 1950 NY Route 112 NY Route 25A 1.08 2500 2950 1500 1500

Total Length and Average Weighted 14.52 4600 4700 3100 2700

2. Future No Build Design Year Traffic Volume Forecasts The estimated time of completion (ETC) is the year 2015. The design year is ETC + 20 years, as required in the Design Procedures Manual’s Design Year Traffic Forecasts for reconstruction and major intersection projects. The design year traffic forecast of ETC + 30 years is required for projects that include a new or replacement bridge. The proposed improvements on NY Route 347 include bridges at the NY Route 454, Middle Country Road, and Nicolls Road intersections. The design year of the bridges is ETC + 30, or the year 2045. The 2035 projected two-way Average Annual Daily Traffic (AADT) on NY Route 347, between the Northern State Parkway and NY Route 25A, ranges from 43,900 vehicles per day (vpd) to 81,900 vpd. The segment between the Northern State Parkway and NY Route 454 has the highest AADT of 81,900 vpd and the segment between NY Route 112 and NY Route 25A has the lowest AADT of 43,900 vpd. The average weighted AADT for NY Route 347 from Northern State Parkway to NY Route 25A is 63,600 vehicles per day. The estimated ETC, ETC + 10, and ETC + 20 mainline AADT along NY Route 347 is listed in Table II-11 below. The NYSDOT estimates that automobiles will represent approximately 95 percent of the future traffic volume and trucks will constitute 5 percent of the AADT. NY Route 347 traffic demands currently approach, or in specific locations are at the roadway’s capacity.


II-31

Table II-11.

Average Annual Daily Traffic Volumes NY Route 347 Segment AADT

From To Length (miles) 2015 2025 2035

NSP NY 454 2.19 75,200 78,300 81,900 NY 454 NY Route 111 0.81 56,000 58,300 61,000

NY Route 111 Terry Road 1.94 55,900 58,300 60,900 Terry Road NY Route 25 1.97 55,100 57,500 60,100

NY Route 25 Moriches Road 0.68 51,900 54,100 56,600 Moriches Road CR 97 (Nicolls Road) 1.57 68,000 70,900 74,100

CR 97 (Nicolls Road) Old Town Road 2.86 55,100 57,500 60,100 Old Town Road NY Route 112 1.42 53,800 56,100 58,600 NY Route 112 NY Route 25A 1.08 40,300 42,000 43,900 Total Length and Average Weighted AADT 14.52 58,400 60,800 63,600

A traffic flow diagrams of the Year 2035 No Build Conditions AM and PM peak hours at all the key intersections on NY Route 347 are in Appendix C. As with existing conditions the estimated mainline two-way design hourly vehicles (DHV) is 8.3 % of AADT and the estimated mainline one-way directional design hourly vehicles (DDHV) is 5.0 % of AADT. Table II-12 reflects the 2035 DHV and DDHV volumes by section and peak.

Table II-12. 2035 Estimated DHV & DDHV Volume

NY Route 347 Segment DHV DDHV

From To Length (miles) AM PM AM (WB) PM

(EB) NSP NY Route 454 2.19 8200 7800 5300 4550

NY Route 454 NY Route 111 0.81 5650 5200 3950 3100 NY Route 111 Terry Road 1.94 5450 5150 3950 3000

Terry Road NY Route 25 1.97 5300 5430 3700 3000 NY Route 25 Moriches Road 0.68 4850 4400 3200 2300

Moriches Road CR 97 (Nicolls Road) 1.57 5250 6000 3450 3300 CR 97 (Nicolls Road) Old Town Road 2.86 4450 4900 2850 2850

Old Town Road NY Route 112 1.42 4050 4450 2200 2250 NY Route 112 NY Route 25A 1.08 2900 3400 1900 1750

Total Length and Average Weighted 14.52 5300 5500 3500 3100

II.C.1.i. Level of Service Vehicular operations along a roadway or at an intersection, relative to the degree or traffic congestion and vehicular delays, are described in terms of their level of service (LOS). Signalized and unsignalized intersection levels of service are defined in terms of average delay per vehicle (in units of seconds per vehicle). LOS ranges from A to F with LOS A representing unrestricted flow and very low delay per vehicle, and LOS F representing congested conditions, high delays and poor traffic operations. Table II-13


II-32

presents the level of service definitions for signalized intersections and Table II-14 presents the level of service definitions for unsignalized intersections.

Table II-13.

Level of Service Definitions - Signalized Intersections LOS Delay Per Vehicle (sec.)

A � 10.0 B > 10.0 and � 20.0 C > 20.0 and � 35.0 D > 35.0 and � 55.0 E > 55.0 and � 80.0 F > 80.0

Table II-14.

Level of Service Definitions - Unsignalized IntersectionsLOS Delay Per Vehicle (sec.)

A < 10.0 B > 10.0 and � 15.0 C > 15.0 and � 25.0 D > 25.0 and � 35.0 E > 35.0 and � 50.0 F > 50.0

The capacity and level of service at major intersections along NY Route 347 were calculated by the New York State Department of Transportation using CORSIM. The traffic simulation model CORSIM is contained within the Traffic Software Integrated System (TSIS) suite. TSIS is a collection of software tools for use by traffic engineers and researchers. Originally built as a simple shell around CORSIM, TSIS has evolved into a sophisticated toolkit. The TSIS suite is used by the Federal Highway Administration (FHWA) for conducting research and by transportation agencies to simulate traffic systems. CORSIM is a comprehensive microscopic traffic simulation model, applicable to surface streets, freeways, and integrated networks with a complete selection of control devices (i.e., stop/yield sign, traffic signals, and ramp metering). It simulates traffic and traffic control systems using commonly accepted vehicle and driver behavior models. CORSIM combines two of the most widely used traffic simulation models, NETSIM for surface streets, and FRESIM for freeways. CORSIM has been applied by transportation practitioners and researchers worldwide for over 30 years. The control delay measure of effectiveness (MOE) in NETSIM is used to calculate the intersection and intersection approach level of service using the Highway Capacity Manual (HCM) method. The Northern State Parkway and New Highway junction and the NY Route 347 corridor were analyzed with existing conditions, ETC (2015) and the future year ETC+20 (2035) No-Action conditions. The Northern State Parkway and New Highway junction consists of the Parkway Drive North and New Highway intersection and Parkway Drive South and New Highway intersection with existing conditions. The Northern State Parkway and New Highway


II-33

junction’s future condition consists of the two existing intersections, the proposed Northern State Parkway WB exit ramp to Parkway Drive North, and the proposed Parkway Drive South’s entrance ramp to Northern State Parkway EB. The NY Route 347 corridor was analyzed in four Traffic Analysis segments. Traffic Analysis Segment 1 is designated TAS1 and stretches from Ledgewood Drive to Hidden Ponds. Traffic Analysis Segment 2 is designated TAS2 and stretches from Terry Road to Hillside Avenue. Traffic Analysis Segment 3 is designated TAS3 and stretches from New York Middle Country Road to Mark Tree Road. Traffic Analysis Segment 4 is designated TAS4 and stretches from Belle Meade Road to New York NY Route 25A. The intersection level of service at each key intersection during the existing conditions and the future conditions are listed in Table II-15 through Table II-24. The overall summary of each NY Route 347 intersection level of service during the existing conditions and future build year conditions can be found in Volume II Appendix G. It is estimated that the congestion through the NY Route 347 corridor covers a period of 1.5 – 2.0 hours during the AM peak period, 2.5 – 3.0 hours for the PM peak and 3 – 5 hours for the Saturday travel period. 1. Existing Conditions Northern State Parkway and New Highway Junction The calculated vehicular delays and overall intersection level of service under the 2004 Existing Condition are presented in Table II-15. The intersection approaches and overall intersection are operating at LOS C or better. The Parkway Drive North and New Highway intersection is signalized. The unsignalized Parkway Drive South and New Highway intersection was analyzed as two separate intersections since the Parkway Drive South’s eastbound lane and westbound lane are separated by a triangular island at the New Highway intersection.

Table II-15.

Intersection Levels of Service Northern State Parkway at New Highway - 2004 “Existing” Conditions

AM Peak Hour PM Peak Hour Intersection

Delay LOS Delay LOS

Parkway Dr North at New Hwy 16.7 B 16.6 B Parkway Dr South at New Hwy – NB LT 10.9 B 29.4 C Parkway Dr South at New Hwy – EB LT 8.6 A 7.8 A

NY Route 347 Traffic Analysis Segment 1 The calculated approach delays and overall intersection capacity at 14 key intersections along Traffic Analysis Segment 1, the western section of NY Route 347 under the 2004 Existing Condition, are presented in Table II-16. Although the intersection lane groups operate at varied levels of service, the overall intersection level of service is at LOS D or better with exception of the pairing of Old Willets / New Highway and Mount Pleasant Road. . Mount Pleasant Road is operating at LOS E for both peak periods and the Old Willets pairing at E during the PM peak hour.


II-34

Table II-16. Intersection Levels of Service

NY Route 347 Traffic Analysis Segment 1 - 2004 “Existing” Conditions AM Peak Hour PM Peak Hour

Intersection Delay LOS Delay LOS

New Highway 17.5 B 66.3 E Old Willets Path 28.4 C 35.7 D

County Offices Driveway 4.9 A 5.4 A Denison Building Driveway 7.8 A 8.9 A

Simeon Woods Access 4.1 A 5.7 A State Office Building Driveway 4.7 A 11.7 B

NY Route 454 29.8 C 33.0 C Town Line Road 1.4 A 1.4 A Brooksite Drive 24 C 21.5 C

Rte 111 North Jughandle 51.2 D 23.3 C NY Route 111 21.0 C 22.4 C

Rte 111 South Jughandle 27.9 C 19.9 B Plaisted Avenue 2.9 A 18.1 C

Mt. Pleasant Road 53.3 E 67.1 E

NY Route 347 Traffic Analysis Segment 2 Within Segment 2 of NY Route 347 under the 2004 existing condition, the calculated approach delay and overall intersection capacity at 5 key intersections are presented in Table II-17. The Terry Road intersection is operating at LOS F during both peak periods. The Terry Road intersection is experiencing the highest average vehicular delays of the 5 intersections in Segment 2. Although some approaches at the other six intersections in Segment 2 are operating at LOS E and LOS F, the overall intersection level of service are LOS C or better.

Table II-17.

Intersection Levels of Service NY Route 347 Traffic Analysis Section 2 - 2004 “Existing” Conditions


Delay LOS Delay LOS

Terry Road 94.2 F 82.7 F Southern Boulevard 21.2 C 20.3 C

Lake Avenue 10.5 B 25.3 C Gibbs Pond Road 13.3 B 12.1 B

Browns Road 12.4 B 14.5 B

With exception to the Terry Road intersection, vehicular delays within Traffic Analysis Segment 2 are mostly experienced by the traffic on the side street approaches. The side street delays and the westbound left turn delays contributes to the intersection congestion during the peak periods of the week. The average vehicular delay at the Terry Road


II-35

intersection is 94.2 seconds per vehicle during the AM peak and 82.7 seconds per vehicle during the PM peak. NY Route 347 Traffic Analysis Segment 3 Within Traffic Analysis Segment 3 of NY Route 347 under the 2004 existing condition, the calculated approach delay and overall intersection capacity at 12 key intersections are presented in Table II-18. The overall intersection level of service at the 12 intersections in Traffic Analysis Segment 3 are operating at LOS D or better during the AM peak hour and PM peak hour. The mainline NY Route 347 approaches to the intersections are operating at LOS D or better. Although the Nicolls Road and Pond Path Road intersection is not directly connected with NY Route 347, the intersection is an element of the corridor and therefore included in the simulation model. The traffic volumes on the side street approaches in Traffic Analysis Segment 3 of NY Route 347 are enduring long delays during the AM and PM peak hours. Select side street approaches are experiencing LOS E or LOS F during the AM and PM peak hours.

Table II-18.

Intersection Levels of Service NY Route 347 Traffic Analysis Section 3 - 2004 “Existing” Conditions


Delay LOS Delay LOS

NY Route 25 49.3 D 42.8 D Alexander Avenue 5.6 A 7.1 A

Moriches Road 14.0 B 28.0 C New Moriches Road 15.2 B 31.2 C

Hallock Road 6.4 A 28.6 C Stony Brook Road 43.5 D 69.6 E Lakeside Avenue 5.7 A 20.6 C

Barker Drive 1.0 A 0.5 A Nicolls Road 51.8 D 43.1 D

Pond Path Drive 5.8 A 10.9 B CR97 at Pond Path 10.8 B 13.0 B

Mark Tree Road 17.1 B 38.6 D

NY Route 347 Traffic Analysis Segment 4

Within Traffic Analysis Segment 4 of NY Route 347 under the 2004 existing condition, the calculated approach delay and overall intersection capacity at 14 key intersections are presented in Table II-19. Although some approaches are operating at LOS E or LOS F, the overall intersection level of service at the 14 intersections in Segment 4 are operating at LOS D or better during the AM peak hour and PM peak hours. The NY Route 347 through movements are operating at LOS D or better. Most of the delays on the NY Route 347 are on the side street approaches and the mainline left turn movements. Although the NY Route 112 and Jayne Boulevard intersection is north of NY Route 347, the intersection was included in the simulation model due to its relationship to the NY Route 347 and NY Route 112 jug handle design. Some of the side


II-36

street approaches are operating at LOS E or LOS F.


NY Route 347 Traffic Analysis Section 4 - 2004 “Existing” Conditions AM Peak Hour PM Peak Hour


Belle Meade Road 22.9 C 30.4 C Wireless Road 26.2 C 20.9 C BJ’s Driveway 3.4 A 14.5 B

Arrowhead Lane 10.0 A 33.3 C Old Town Road 48.4 D 37.6 D

Woodhull Avenue 5.1 A 15.5 B Terryville Road 35.9 D 36.9 D Jayne Boulevard 15.4 B 16.3 B

NY Route 112 at Jayne Boulevard 12.5 B 7.5 A NY Route 112 38.7 D 48.0 D

Rte 112 at Rose Lane 8.9 A 21.1 C Sylvan Lane 3.9 A 6.3 A

Crystal Brook Hollow Road 34.4 C 25.8 C NY Route 25A 5.0 A 12.9 B

2. Future “No Build” Design Year 2035 (ETC + 20) Northern State Parkway and New Highway Junction The two intersections that were analyzed under 2004 Existing Conditions were again analyzed under 2035 “No Build” Conditions. Two analyses were conducted at the unsignalized Parkway Drive South and New Highway intersection due to the separation of the Parkway Drive South’s eastbound lane and westbound lane by a triangular island at the New Highway intersection. The calculated vehicular delays, overall signalized intersection LOS, and approach LOS under the 2035 No Build Condition are presented in Table II-20. The intersection approaches and overall intersection are projected to operate at LOS E or better. The eastbound approach is projected to operate at LOS E due primarily to the long delay for the eastbound left turn movement. The eastbound right turn movement is projected to exclusively operate at LOS B.


II-37

Table II-20.

Intersection Levels of Service Northern State Parkway at New Highway – 2035 “No Build” Conditions


Delay LOS Delay LOS

Parkway Dr North at New Hwy 18.5 B 19.7 B Parkway Dr South at New Hwy – NB LT 11.5 B 66.4 E Parkway Dr South at New Hwy – EB LT 8.9 A 8.0 A

NY Route 347 Traffic Analysis Segment 1 The calculated approach delays and overall intersection capacity at 14 key intersections along Traffic Analysis Segment 1, the westernmost section of NY Route 347 in the projected 2035 No Build Condition, are presented in Table II-21. The NY Route 347 junction with Old Willets / New Highway, NY Route 454 (Veterans’ Highway), NY Route 111 North Jug Handle, Plaisted Avenue and Mount Pleasant Avenue intersections are projected to operate at LOS E or LOS F during one or both the commuter peak periods of the day. The other 9 intersections in Segment 1 are projected to operate at LOS D or better during the 2035 No Build conditions. Although several intersections are projected to operate at LOS D or better, some approaches to the intersection are projected to operate at LOS E or LOS F.


NY Route 347 Traffic Analysis Section 1 - 2035 “No Build” Conditions AM Peak Hour PM Peak Hour


New Highway 18.2 B 106.7 F Old Willets Road 40.7 D 34.1 C

County Offices Driveway 6.5 A 6.3 A Denison Building Driveway 9.0 A 9.3 A

Simeon Woods Access 5.1 A 7.6 A State Office Bldg Drive 6.4 A 14.0 B

NY Route 454 76.7 E 94.1 F Town Line Road 3.4 A 5.5 A Brooksite Drive 34.6 C 30.7 C

Rte 111 North Jughandle 84.9 F 26.2 C NY Route 111 21.1 C 35.0 D

Rte 111 South Jughandle 28.5 C 23.6 C Plaisted Avenue 3.0 A 49.9 E

Mt. Pleasant Avenue 74.3 E 120.6 F


II-38

NY Route 347 Traffic Analysis Segment 2 The calculated approach delays and overall intersection capacity at 5 key intersections along Traffic Analysis Segment 2, during the projected 2035 No Build condition, are presented in Table II-22. Three of the five key intersections in Segment 2 are projected to operate at LOS C or better. The Terry Road intersection is projected to operate at LOS F during the AM and PM peak periods. The Southern Boulevard intersection is projected to operate at LOS E during the PM peak hour. Some of the NY Route 347 mainline left turn movements and the side street approaches to the intersections are projected to experience long delays in 2035.


NY Route 347 Traffic Analysis Section 2 - 2035 “No Build” Conditions AM Peak Hour PM Peak Hour


Terry Road 112.8 F 105.6 F Southern Boulevard 25.9 C 22.2 E

Lake Avenue 16.5 B 34.7 C Gibbs Pond Road 33.8 C 14.3 B

Browns Road 27.8 C 23.3 C NY Route 347 Traffic Analysis Segment 3 The calculated approach delays and overall intersection capacity at 12 key intersections along Traffic Analysis Segment 3, during the projected 2035 No Build condition, are presented in Table II-23. The Middle Country Road, Stony Brook Road, Nicolls Road intersections with NY Route 347 and the Nicolls Road and Pond Path intersection are projected to operate at LOS E or LOS F during the commuter periods. The other key intersections in Traffic Analysis Segment 3 are projected to operate at LOS D or better during the peak periods with long delays at the side street approaches and the mainline left turn movements. Middle Country Road and Moriches Road intersection are expected to operate at F and E respectively during the Saturday peak period.


II-39

Table II-23.

Intersection Levels of Service NY Route 347 Traffic Analysis Segment 3 - 2035 “No Build” Conditions

AM Peak Hour PM Peak Hour SAT Peak Hour Intersection

Delay LOS Delay LOS Delay LOS

NY Route 25 84.5 F 54.8 D 88.4 F Alexander Avenue 16.7 B 8.3 A 9.7 A

Moriches Road 16.3 B 32.1 C 56.0 E New Moriches Road 14.8 B 34.3 C 49.4 D

Hallock Road 6.7 A 47.8 D 30.6 C Stony Brook Road 68.3 E 95.5 F 28.0 C Lakeside Avenue 14.3 B 27.5 C 7.5 A

Barker Drive 2.3 A 0.6 A 8.5 A Nicolls Road 94.9 F 62.7 E 50.0 D

Pond Path Road 5.8 A 10.2 B 19.8 B CR97 at Pond Path 67.2 E 23.3 C 29.2 C

Mark Tree Road 20.4 C 47.2 D 26.8 C NY Route 347 Traffic Analysis Segment 4 The calculated approach delays and overall intersection capacity at 14 key intersections in Traffic Analysis Segment 4, during the projected 2035 No Build condition, are presented in Table II-24. The NY Route 347 intersections with Old Town Road, Terryville Road, Jayne Boulevard, NY Route 112, intersections are projected to operate at LOS E or LOS F during the commuter periods.

Table II-24.

Intersection Levels of Service NY Route 347 Traffic Analysis Segment 4 - 2035 “No Build” Conditions

AM Peak Hour PM Peak Hour SAT Peak Hour Intersection

Delay LOS Delay LOS Delay LOS Belle Meade Road 31.3 C 46.8 D 28.7 C

Wireless Road 33.2 C 25.6 C 27.5 C BJ’S Driveway 4.0 A 15.2 B 11.5 A

Arrowhead Lane 16.9 B 40.0 D 22.4 C Old Town Road 112.5 F 43.6 D 40.5 D

Woodhull Avenue 6.9 A 19.9 B 13.2 B Terryville Road 72.7 E 67.1 E 84.1 F Jayne Boulevard 17.6 B 90.2 F 52.2 D Rte 112 at Jayne 20.1 C 10.3 B 10.9 B NY Route 112 49.8 D 65.5 E 59.9 E

Rte 112 at Rose Lane 12.9 B 28.8 C 21.6 C Sylvan Lane 3.9 A 8.0 A 9.2 A

Crystal Brook Hollow Road 42.1 D 30.2 C 30.8 C NY Route 25A 5.5 A 13.5 B 5.8 A


II-40

Summary The level of service at key intersections along NY Route 347 during the existing conditions, future no build conditions and future build conditions can be found in the above tables and in Volume II Appendix G. With exception to the Terry Road, Stony Brook Road and Old Town Road intersections, all of the key intersections along NY Route 347 are projected to operate at LOS D or better under the future build conditions. Under the existing conditions the number of intersections operating near / at /above constrained conditions during at least one peak will rise from 13 intersections (1-F, 3-E and 9-D) to 23 intersections (12-F, 3-E and 8-D). Average delay time for each vehicle will increase from 24 minutes to 35 minutes or about 45%. The Terry Road intersection is projected to operate at LOS F during AM peak and LOS D during the of PM peak of the 2035 Build Conditions. The Stony Brook Road intersection is projected to operate at LOS E during the AM peak and LOS F during the PM peak of the 2035 No Build Condition. The intersection is projected to operate at LOS D during the AM peak, at LOS E during the PM peak and C on Saturday of the 2035 Build Condition. The Old Town Road intersection is projected to operate at LOS F during the AM peak and LOS D during the PM peak of the 2035 No Build Condition. The intersection is projected to operate at LOS E during the AM peak, at LOS D during the PM peak and D on Saturday of the 2035 Build Condition.

II.C.1.j. Non - Standard Features and Non - Conforming Features

1. Non-Standard Features A non-standard horizontal curvature exists in the eastbound direction at the NY Route 347/454 split. The minimum curve radius for the design speed of 100 km/h (60 mph) and the NY Route 347 highway type is 492 meters. The 317.5-meter (1,042-foot) radius curve at this location is a nonstandard feature for this design speed and this type of roadway. Although there are accidents clustered around the traffic signal at this location it is not clear if the impact of this curve is a major factor. A non-standard grade exists in the westbound direction of the Northern State Parkway in the vicinity of Sta. 5+100. The maximum grade for freeways with a design speed of 115 km/h (70 mph) on level terrain is 3%. The 3.2% grade at this location is a non-standard feature for this design speed, terrain and type of roadway. A non-standard vertical clearance exists in both the eastbound and westbound directions of the Northern State Parkway at New Highway. The minimum clearance for parkways on Long Island north of NY Route 27 is 3.8 meters (12.5 feet). The posted clearances of 11’-10” (3.61 m) westbound and 12’-1” (3.68 m) eastbound are non-standard features for this type of roadway. There are various locations along NY Route 347 that have non-standard median left turn widths of approximately 2.4 meters (7.9 feet). The minimum median left turn width is 3.10 meters (10.2 feet).


II-41

A non-standard horizontal clearance at an intersection on NY Route 112 south of NY Route 347 exists. The horizontal clearance is 0.5 meters (1.6 feet); the minimum standard clearance at an intersection is 1.0 meter (3.3 feet). A non-standard right shoulder width, superelevation rate, and median left turn width exists on Nicolls Road. The minimum right shoulder width is 2.4 meters (7.9 feet). Nicolls Road has a section of shoulder that is 2.0 meters (6.6 feet) wide. The minimum dual left turn median width is 3.10 meters (10.2 feet). Nicolls Road has a 2.54 meter (8.3 feet) median at a dual left turn. A superelevation rate of 4.2% exists on Nicolls Road, which is above the maximum standard of 4.0%. 2. Non-Conforming Features A non-conforming driveway location exists at multiple locations along eastbound and westbound NY Route 347. According to Chapter 9, Intersections, of AASHTO's "A Policy on Geometric Design of Highways and Streets," driveways should not be located within the functional area of an intersection, which includes the longitudinal limits of auxiliary lanes. At numerous locations throughout the project corridor driveways exist which are located within the longitudinal limits of auxiliary right turn lanes.

II.C.1.k. Safety Considerations, Accident History, and Analysis The results of the 2005 NY Route 347 Accident Analysis between Barker Drive and Old Town Road were similar to the results of the 2001 Expanded Project Proposal (EPP). Most of the accidents are occurring at an intersection or the influence area of an intersection and rear end type collisions continue to be the predominant type of crash that occur along the entire 14.5 mile length of NY Route 347. It is assumed that since there are no significant changes to the roadway and to the traffic volume, aside from the traffic signal at Lakeside Avenue, Pond Path Road, and the Home Depot’s western driveway, the accident history to NY Route 347 segments not included in the 2005 NY Route 347 Accident Analysis are relatively similar to the results of the 2001 EPP. The NY Route 347 accident history was evaluated by reviewing the 2001 EPP for the NY Route 347 segment between the Northern State Parkway and Barker Drive and the segment between Old Town Road and NY Route 25A and by reviewing the 2005 NY Route 347 Accident Analysis for the segment between Barker Drive and Old Town Road. The 2001 EPP identified accident types on NY Route 347, between the Northern State Parkway and NY Route 25A, from October 1, 1995 and September 30, 1998. The 2005 NY Route 347 Crash Analysis reviewed the crash history on NY Route 347, between Barker Drive and Old Town Road, from June 1, 1999 to May 31, 2002. The project area contained 10 Priority Investigation Locations (PIL), 10 Priority Investigation Intersections (PII), and 4 Safety Deficiency Locations (SDL). Table II-25, II-27, and II-28 identifies the PIL, PII, and SDL locations, respectively. The information, from June 1, 2000 through May 31, 2002, was compiled from the NYSDOT Safety Information Management System. The Accident Rate column in Tables II-25, II-26, and II-27 are the rate of accidents per million vehicle miles (acc/MVM) traveled on roadway sections and the rate of accidents per million entering vehicles (acc/MEV) at intersections. All the Priority Investigation Locations listed in -s II-24, II-25, and II-26 have an accident rate above the statewide rate accident rate for similar facilities.


II-42

Table II-25. NY Route 347 Priority Investigation Locations

Reference Marker Location Length

(miles) SWAR Fat Acc

Inj Acc

PDO Acc AADT Acc

Rate 347 07011037

to 347 07011040

Rhoda Ave to Terry Road 0.40 5.05 0 37 78 51,472 7.65

347 07011046 to

347 07011048

Southern Blvd to Lake Ave 0.30 5.05 0 42 43 50,431 7.70

347 07011065 to

347 07011067

Township line to Moriches

Road 0.30 5.05 0 42 65 48,197 10.14

347 07011073 to

347 07011075

Hallock Rd to Stony Brook Rd 0.30 5.05 0 39 83 65,348 8.52

347 07011075 to

347 07011077

Stony Brook Rd to Lakeside Av 0.30 5.05 1 35 72 65,348 7.55

347 07011082 to

347 07011086

Nicolls Rd to Pond Path Drive 0.50 4.94 0 44 114 60,225 7.19

347 07011098 to

347 07011100 Wireless Road 0.30 5.05 0 37 47 52,541 7.30

347 07011109 to

347 07011113 Old Town Road 0.50 5.05 0 56 89 51,185 7.76

347 07011121 to

347 07011126

Terryville Road to William

Street 0.60 5.05 0 69 168 47,517 11.39

454 07011029 to

454 07011032

New Hwy to Old Willets

Path 0.40 3.59 0 42 82 76,062 5.58

Data from June 1, 2000 to May 31, 2002. SWAR – Statewide Accident Rate


II-43

Table II-26. NY Route 347 Priority Investigation Intersections

Reference Marker Location Length


Inj Acc

PDO Acc AADT Acc

Rate 347 07011012 NY Route 454 1.0 0.35 1 18 19 75,423 0.69

347 07011067 Moriches Road 1.0 0.60 0 23 30 70,966 1.02

347 07011075 Stony Brook Rd 1.0 0.60 0 16 29 78,417 0.79

347 07011084 Nicolls Rd 1.0 0.60 0 21 56 73,680 1.43

347 07011091 Mark Tree Road 1.0 0.60 0 12 21 63,049 0.72

347 07011100 Wireless Rd 1.0 0.35 0 16 20 57,795 0.85

347 07011111 Old Town Road 1.0 0.60 0 26 40 63,558 1.42

347 07011123 Terryville Road 1.0 0.60 0 10 34 58,982 1.02

347 07011124 Jayne Boulevard 1.0 0.60 0 17 48 58,982 1.51

454 07011031 Old Willets Path 1.0 0.46 0 16 41 91,274 0.86

Data from June 1, 2000 to May 31, 2002. SWAR – Statewide Accident Rate

Table II-27. NY Route 347 Safety Deficiency Locations Reference Marker Location Length


Inj Acc

PDO Acc AADT Acc

Rate 347 07011048

to 347 07011050

Lake Ave to Gibbs Pond Road

0.30 5.05 0 33 35 50,431 6.16

347 07011074 to

347 07011076

Stony Brook Road 0.30 5.05 1 29 66 65,348 6.71

347 07011100 to

347 07011102

Wireless Rd to Old Town Road 0.30 5.05 0 33 47 52,541 6.95

347 07011133 to 347 07011134

Crystal Brook Hollow to Rte 25

0.20 5.05 0 12 24 39,340 6.27

Data from June 1, 2000 to May 31, 2002. SWAR – Statewide Accident Ra


II-44

Accident Clusters

NY Route 347 – New Highway to NY347/NY454 Split The 2001 Expanded Project Proposal (EPP) was reviewed for this 2.3 mile section of the NY Route 347 study area. A summary of the accidents at key intersections is listed in Table II-28A. According to the NYSDOT Safety Information Management System, there were 561 accidents in this section from October 1, 1995 to September 30, 1998. Approximately 80% of the accidents were clustered at an intersection or within the influence area of the intersection. (447 out of 561) A review of the accident analysis in the 2001 EPP showed that 66% of the accidents were of the rear-end type, 11% overtaking, 8% right angle and 6% left turns. A significant portion of these accidents can be attributed to the high volume of traffic that utilizes this roadway on a daily basis which results in significant congestion during the peak hours. This section of NY Route 347 currently operates at a Level of Service F. The significant congestion in this segment promotes a high number of motorists’ stops and starts at signalized intersections, long queues of traffic and overall driver aggression and frustration. This congestion results in the following: a significant amount of rear-end accidents due to long queue lengths, increased right angle, left turning and overtake accidents due to reduced gaps in traffic, motorists using poor judgment changing lanes, exiting side streets, and evaluating approaching vehicle speeds and evaluating gaps in traffic. In addition, this condition results in increased non-compliance with traffic control devices to avoid waiting through additional signal cycles. The signal timing was optimized and LED signal heads were added at several signals along NY Route 347 in this segment. This segment of NY Route 347 has an accident rate of 3.60 accidents per million vehicle miles. The statewide accident rate for an urban divided six-lane road that includes intersections and free access is 5.08 accidents per million vehicle miles. The accident rate is below the statewide average.

Table II-28A. NY Route 347 Key Intersections

New Highway to NY347/NY454 Split October 1, 1995 to September 30, 1998

Intersection Total1 Rear End

Over-taking

Left Turn

Right Angle

Right Turn

Head On

Side Swipe

Fatal Acc

New Highway 139 90 14 6 12 1 0 0 1 Old Willets Path 120 82 10 11 5 3 2 2 0

County Center Road 35 19 3 4 9 0 0 0 1 H. Lee Denison 27 17 5 3 0 0 0 0 0

Simeon Woods Road 45 37 4 2 0 0 0 0 0 State Office Building 11 9 1 0 0 0 0 0 0 347 WB at 454 WB 18 15 2 0 0 0 0 0 0 347 EB at 454 WB 52 28 9 0 11 1 0 0 1

Totals 447 297 48 26 37 5 2 2 3 Percentages 100% 66% 11% 6% 8% 1% 0% 0% 1%

1Total includes accident types that are not listed in Table II-28A


II-45

NY Route 347 – Townline Road to Terry Road The 2001 Expanded Project Proposal (EPP) was reviewed for this 2.9 mile section of the NY Route 347 study area. A summary of the accidents at key intersections is listed in Table II-28B. According to the NYSDOT Safety Information Management System there were 517 accidents in this section from October 1, 1995 to September 30, 1998. Approximately 71% of the accidents were clustered at an intersection or within the influence area of the intersection. (366 of 517) A review of the accident analysis in the 2001 EPP showed that 53% of the accidents were of the rear-end type, 14% left turn, 14% right angle and 12% overtake. A significant portion of these accidents can be attributed to the high volume of traffic that utilizes this roadway on a daily basis which results in significant congestion during the peak hours. This section of NY Route 347 currently operates at a Level of Service F. The significant congestion in this segment promotes a high number of motorists’ stops and starts at signalized intersections, long queues of traffic and overall driver aggression and frustration. This congestion results in the following: a significant amount of rear-end accidents due to long queue lengths, increased right angle, left turning and overtake accidents due to reduced gaps in traffic, motorists using poor judgment changing lanes, exiting side streets, and evaluating approaching vehicle speeds and evaluating gaps in traffic. In addition, this condition results in increased non-compliance with traffic control devices to avoid waiting through additional signal cycles. This segment of NY Route 347 has an accident rate of 3.07 accidents per million vehicle miles. The statewide accident rate for an urban divided four-lane road that includes intersections and free access is 5.51 accidents per million vehicle miles. The accident rate is below the statewide average. It should be noted that roadway improvements have been performed in this section after the study period that will affect the accident experience in this area. A third westbound lane has been added from just east of Southern Boulevard to west of Terry Road and east of NY Route 111 through Brooksite Drive. In addition, the signal timing was optimized and left turn arrows and LED signal heads were added at several signals along NY Route 347 in this segment.

Table II-28B NY Route 347 Key Intersections Townline Road to Terry Road

October 1, 1995 to September 30, 1998


Over-taking

Left Turn

Right Angle

Right Turn

Head On

Side Swipe

Fatal Acc

Townline Road 2 2 0 0 0 0 0 0 0 Brooksite Drive 43 26 1 12 3 0 0 1 0

State Rte 111 124 59 22 10 28 3 0 0 0 Mt. Pleasant Road 69 38 4 10 6 2 0 1 1

Terry Road 128 68 18 19 13 3 1 1 1 Totals 366 193 45 51 50 8 1 3 2

Percentages 100% 53% 12% 14% 14% 2% 0% 1% 1% 1Total includes accident types not listed in Table II-28B.


II-46

NY Route 347 – Southern Boulevard to Alexander Avenue The 2001 Expanded Project Proposal (EPP) was reviewed for this 2.1 mile section of the NY Route 347 study area. A summary of the accidents at key intersections is listed in Table II-28C. According to the NYSDOT Safety Information Management System there were 517 accidents in this section from October 1, 1995 to September 30, 1998. Approximately 81% of the accidents were clustered at an intersection or within the influence area of the intersection. (267 of 329) A review of the accident analysis in the 2001 EPP showed that 53% of the accidents were of the rear-end type, 19% left turn, 10% overtake and 9% right angle. A significant portion of these accidents can be attributed to the high volume of traffic that utilizes this roadway on a daily basis which results in significant congestion during the peak hours. This section of NY Route 347 currently operates at a Level of Service F. The significant congestion in this segment promotes a high number of motorists’ stops and starts at signalized intersections, long queues of traffic and overall driver aggression and frustration. This congestion results in the following: a significant amount of rear-end accidents due to long queue lengths, increased right angle, left turning and overtake accidents due to reduced gaps in traffic, motorists using poor judgment changing lanes, exiting side streets, and evaluating approaching vehicle speeds and evaluating gaps in traffic. In addition, this condition results in increased non-compliance with traffic control devices to avoid waiting through additional signal cycles. This segment of NY Route 347 has an accident rate of 2.93 accidents per million vehicle miles. The statewide accident rate for an urban divided four-lane road that includes intersections and free access is 5.51 accidents per million vehicle miles. The accident rate is below the statewide average. It should be noted that roadway improvements have been performed in this section after the study period that will affect the accident experience in this area. Fully protected left turn arrows were added at several signals along NY Route 347 in this segment. These changes were made to mitigate the number of left turn accidents in this section, however, these arrows result in increased congestion. In addition, the signal timing was optimized and LED signal heads were added at several signals along NY Route 347 in this segment.

Table II-28C

NY Route 347 Key Intersections Southern Boulevard to Alexander Avenue



Over-taking

Left Turn

Right Angle

Right Turn

Head On

Side Swipe

Fatal Acc

Southern Boulevard 63 32 8 6 8 2 0 1 0 Lake Avenue 38 22 5 8 1 0 0 0 0

Gibbs Pond Road 32 13 3 11 5 0 0 0 0 Browns Road 31 13 3 7 3 1 0 0 0

Middle Country Road 66 46 5 6 3 0 0 0 0 Alexander Avenue 37 15 2 14 3 1 0 0 1

Totals 267 141 26 52 23 4 0 1 1 Percentages 100% 53% 10% 19% 9% 1% 0% 0% 0%

1Total includes accident types not listed in Table II-28C.


II-47

NY Route 347 – Moriches Road to Stony Brook Road The 2001 Expanded Project Proposal (EPP) was reviewed for this 1.1 mile section of the NY Route 347 study area. A summary of the accidents at key intersections is listed in Table II-28D. According to the NYSDOT Safety Information Management System there were 418 accidents in this section from October 1, 1995 to September 30, 1998. Approximately 92% of the accidents were clustered at an intersection or within the influence area of the intersection. (387 of 418) A review of the accident analysis in the 2001 EPP showed that 65% of the accidents were of the rear-end type, 12% overtake, 7% right angle and 5% left turn. A significant portion of these accidents can be attributed to the high volume of traffic that utilizes this roadway on a daily basis which results in significant congestion during the peak hours. This section of NY Route 347 currently operates at a Level of Service F. The significant congestion in this segment promotes a high number of motorists’ stops and starts at signalized intersections, long queues of traffic and overall driver aggression and frustration. This congestion results in the following: a significant amount of rear-end accidents due to long queue lengths, increased right angle, left turning and overtake accidents due to reduced gaps in traffic, motorists using poor judgment changing lanes, exiting side streets, and evaluating approaching vehicle speeds and evaluating gaps in traffic. In addition, this condition results in increased non-compliance with traffic control devices to avoid waiting through additional signal cycles. This segment of NY Route 347 has an accident rate of 7.44 accidents per million vehicle miles. The statewide accident rate for an urban divided four-lane road that includes intersections and free access is 5.08 accidents per million vehicle miles. The accident rate is above the statewide average. It should be noted that roadway improvements have been performed in this section during and after the study period that will affect the accident experience in this area. A third lane on westbound NY Route 347 from Nicolls Road to west of Stony Brook Road was added by a permit to mitigate additional traffic generated by their development. The lane drops from three to two lanes contributes to additional merging accidents. In addition, the signal timing was optimized and LED signal heads were added at several signals along NY Route 347 in this segment.

Table II-28D

NY Route 347 Key Intersections Moriches Road to Stony Brook Road



Over-taking

Left Turn

Right Angle

Right Turn

Head On

Side Swipe

Fatal Acc

Moriches Road 75 42 12 5 5 1 0 0 0 New Moriches

Road 35 21 5 3 2 2 0 0 0

Hallock Road 125 87 18 2 8 3 0 0 0 Stony Brook Road 152 100 12 10 12 5 2 0 0

Total 387 250 47 20 27 11 2 0 0 Percentage 100% 65% 12% 5% 7% 3% 0% 0% 0%

1Total includes accident types not listed in Table II-28D.


II-48

NY Route 347 – Barker Drive to Pond Path In 2005, a Traffic Accident Analysis was conducted for this 0.91 mile segment of NY Route 347. Nearly all the accidents between Barker Drive and Pond Path Road also occurred at an intersection or within the influence area of an intersection. Eighty percent of the collisions are rear end type crashes. The accident summary at each key intersection, including their influence area, is listed in Table II-28E. This segment has an accident rate of 5.11 accidents per million vehicle miles. The statewide accident rate for an urban divided six-lane road with free access is 4.94 accidents per million vehicle miles. The study segment accident rate is slightly higher than the statewide accident rate for similar roadways. The NY Route 347 intersections with Nicolls Road and with Pond Path Road are each controlled by a traffic signal. The Barker Road, Birdseye Circle, and Bonnie Lane approaches to NY Route 347 are controlled by stop signs. The Barker Road intersection is the only unsignalized intersection within this NY Route 347 study area that is provided with a median crossover. The 257 accidents within this segment consists of 1 fatal collision, 65 injury collision, and 191 property damage only collisions. Most of the accidents, 257 of the 260 accidents, were clustered at an intersection or within the influence area of an intersection. There were 184 accidents (71 percent) at the County Road 97 (Nicolls Road) intersection, 65 accidents (25 percent) at the Pond Path Road intersection and 8 accidents (3 percent) at the Barker Drive intersection. Within the entire study segment, 80 percent were rear end type collisions, 7 percent were overtaking type collisions, and 4 percent were right angle type collisions. There were 471 vehicles involved in all the accidents during the study period with 64 percent in the eastbound and westbound direction and 29 percent in the northbound direction. At the NY Route 347 and County Road 97 (Nicolls Road) intersection, there were 73 accidents reports that described the leading vehicle of a rear end type collision as stopped in traffic or stopped at a red signal. There was one accident report that described a vehicle rolling or backing into another vehicle.

There were 147 accidents that occurred during clear weather conditions and 50 when it was cloudy. There were 31 accidents (12 percent) that occurred while it was raining, 6 accidents (2 percent) while it was snowing, and 5 accidents (2 percent) while it was foggy or smoky.


II-49

Table II-28E

NY Route 347 Key Intersections Barker Drive to Pond Path Road

June 1, 1999 to May 31, 2002 Intersection Total1 Rear

End Over-taking

Left Turn

Right Angle

Side Swipe Other Fatal

Acc Barker Drive 8 3 1 2 1 1 0 1 CR 97-Nicolls Rd 184 149 13 5 7 3 7 0 Pond Path Rd 65 53 4 1 2 0 5 0

Total 257 205 18 8 10 4 12 1 Percentage 100% 80% 7% 3% 4% 1% 5% 0%

1Total includes accident types not listed in Table II-28E.

On April 26, 2002, a left turn type collision at the intersection of NY Route 347 and Barker Drive resulted in a fatality. An eastbound left turning vehicle attempted to cross the westbound lanes and was struck by a westbound vehicle. The operator of the eastbound left turn vehicle suffered fatal injuries. The operator of the westbound vehicle described a southbound left turning flatbed vehicle in the median crossover area, waiting for a gap in the eastbound lanes, when the eastbound left turning vehicle crossed the westbound lanes. The flat bed vehicle may have obstructed the view of the eastbound left turning vehicle and the operator of the eastbound vehicle may have failed to allow the flat bed vehicle to clear the crossover area prior to attempting a left turn.

Comparison to Previous Study – Barker Drive to Pond Path Road The 2001 Supplemental to Expanded Project Proposal (EPP) that was prepared by Dunn Engineering in May 2001 includes a review of the accident history along NY Route 347. The 2001 EPP identified a rate of 7.44 accidents per million vehicle miles for the NY Route 347 segment between Stony Brook Road and County Road 97. The statewide rate at that time was 5.51 acc/MVM for a 4-lane free access highway and 5.08 acc/MVM for a 6-lane free access highway. The information from the 2001 EPP does not directly compare with the results of this study since only half of each roadway section is common to the two studies.

The 2001 Supplemental to EPP analyzed accident reports from October 1, 1995 to September 30, 1998. The accident records at the Nicolls Road intersection and at the Pond Path Road intersection were classified by accident types. The accident records at the Barker Drive intersection were not categorized. The results of the 2001 EPP and the difference to the results of this study are listed in Table II-28F.

The overall number of accidents increased at both intersections. Rear end type collisions increased more significantly than any other type of accidents at both intersections. At the NY Route 347 and Nicolls Road intersection, right angle collisions decreased by 42 percent and left turn collisions decreased by 38 percent.

The summarized information in Table II-28F does not reflect the ratio of accident type to the traffic volume on NY Route 347. It is only a summary of accident records from the 2001 EPP that is compared to the results of this study.


II-50

Table II-28F Comparison to 2001 EPP

Barker Drive to Pond Path Road 2005 Accident Report

Accident Type Total

Rear End Right Angle

Over-take

Side Swipe

Fixed Object

Left Turn Other

Barker Drive 8 3 1 1 1 0 2 0 CR 97-Nicolls Rd 184 149 7 13 3 4 5 3 Pond Path Rd 65 53 2 4 0 4 1 1 2001 Expanded Project Proposal (EPP)

Accident Type Intersection Total


Over-take

Side Swipe

Fixed Object

Left Turn Other

Barker Drive n/a -- -- -- -- -- -- -- CR 97-Nicolls Rd 134 97 12 12 0 3 8 2 Pond Path Rd 43 36 0 3 0 2 1 1

Increase/Decrease Accidents in 2005 Study to 2001 EPP

Barker Drive n/a -- -- -- -- -- -- -- CR 97-Nicolls Rd +50 +52 -5 +1 +3 +1 -3 +1 Pond Path Rd +22 +17 +2 +1 0 +2 0 0

Percent Increase/Decrease

Barker Drive n/a -- -- -- -- -- -- -- CR 97-Nicolls Rd +37% +54% -42% +8% * +33% -38% +50% Pond Path Rd +51% +47% * +33% * * 0% * *Increased from 0 collisions. Other accidents contain multiple accident types.


II-51

Mark Tree Road to Wireless Road In 2005 a Traffic Accident Analysis was conducted for this 1.13 mile segment of NY Route 347. Most of the accidents occurred at an intersection or within the influence area of an intersection. The accidents are predominantly rear end type collisions. The NY Route 347 intersections with Mark Tree Road, Belle Meade Road, and Wireless Road are each controlled by a traffic signal. The Varsity Boulevard southbound approach to NY Route 347 is controlled by a stop sign. Median breaks within this segment of NY Route 347 are only at the signalized intersections. The accident summary at the key intersections within the segment is in Table II-28G. The NY Route 347 segment, between Mark Tree Road and Wireless Road, has an accident rate of 4.00 accidents per million vehicle miles. The accident rate is below the statewide accident rate of 5.05 acc/MVM for similar facilities. Of the 257 accidents within this segment of NY Route 347, there were two fatal collisions, 81 injury collision, and 170 property damage only collisions. There were 253 accidents at an intersection or within the influence area of an intersection. There were 91 accidents (36 percent) at the Mark Tree Road intersection, 40 accidents (16 percent) at the Belle Meade Road intersection and 122 accidents (48 percent) at the Wireless Road intersection. Within the entire study segment, 71 percent were rear end type collisions, 9 percent were overtaking type collisions, 6 percent were right angle type collisions and 5 percent were fixed object type collisions. There were 473 vehicles involved in all the accidents during the study period with 80 percent in the eastbound and westbound direction and 15 percent in the northbound direction.

At the NY Route 347 and Mark Tree Road intersection, there were 30 accident reports that described the leading vehicle of a rear end type collision to be stopped in traffic or stopped at a red signal. There were two accident reports that described a vehicle rolling or backing into another vehicle.

At the NY Route 347 and Belle Meade Road intersection, there were 13 accident reports that described the leading vehicle of a rear end type collision to be stopped in traffic or stopped at a red signal. At the NY Route 347 and Wireless Road intersection, there were 33 accident reports that described the leading vehicle of a rear end type collision as stopped in traffic or stopped at a red signal.

There were 152 accidents (59 percent) that occurred during clear weather, 47 accidents (18 percent) while it was cloudy, 38 accidents (15 percent) while it was raining, and 3 accidents (1 percent) while it was snowing.

There were two fatal collisions that occurred during the study period. One fatal collision occurred on December 17, 1999 at the NY Route 347 and Wireless Road intersection and a second other occurred on December 15, 2001 at the NY Route 347 and Belle Meade Road intersection.

The December 17, 1999 collision involved two westbound vehicles approaching the Wireless Road traffic signal. Operator of vehicle 2 in the outside through lane attempted to overtake vehicle 1 on the inside through lane. Vehicle 2 encroached on the lane occupied by vehicle 1 and struck vehicle 1 on the passenger side. The operator of vehicle 1 lost control of the vehicle, ran off the road north of NY Route 347, and struck a tree in a wooded area. The driver of vehicle 1 suffered fatal injuries.


II-52

The December 15, 2001 collision involves two vehicles in the eastbound left turn lane of the NY Route 347 and Belle Meade Road intersection. Vehicle 1 was at a stop for a red signal. The operator of vehicle 2 left a 20-foot long skid mark on the pavement but failed to stop in time and struck the rear of vehicle 1. The operator of vehicle 1 suffered fatal injuries.

Table II-28G

NY Route 347 Key Intersections Mark Tree Road to Wireless Road

June 1, 1999 to May 31, 2002 Intersection Total1 Rear

End Over-taking

Left Turn

Right Angle

Fixed Object

Run Off Other Fatal

Acc Mark Tree Rd 91 65 7 3 6 5 2 3 0 Bellemead Ave 40 26 4 3 3 3 1 0 1 Wireless Rd 122 90 13 0 6 5 2 4 1

Total 253 181 24 6 15 13 5 7 2 Percentage 100% 72% 9% 2% 6% 5% 2% 3% 1%

1Total includes accident types not listed in Table II-28G.

Comparison to Previous Study – Mark Tree Road to Wireless Road The 2001 Supplemental to Expanded Project Proposal (EPP) did not identify the accident rate on NY Route 347 between Nicolls Road and Old Town Road. However, the accident records at the NY Route 347 intersections with Mark Tree Road, Belle Meade Road, and Wireless Road were summarized and classified. A comparison of the 2001 Supplemental to EPP summary and the results of this study are listed in Table II-28H. Rear end collisions remain as the primary accident type at the three intersections.

The overall number of accidents increased at the NY Route 347 intersections with Mark Tree Road and Wireless Road. At the Mark Tree Road intersection, the increase to the overall number of accidents is due mostly to a 59 percent increase in rear end collisions. At the Wireless Road intersection, the increase to the overall number of accidents is due to an increase in rear end, overtaking, and right angle collisions.

At the NY Route 347 and Belle Meade Road intersection, the overall number of accident decreased by 30 percent that is entirely due to a 41 percent reduction in rear end collisions.

The three figure percent increase in some accident type at the NY Route 347 intersections with Belle Meade Road and Wireless Road seem excessive, however the actual number of accident types should be prudently considered.


II-53

Table II-28H

Comparison to 2001 EPP Mark Tree Road to Wireless Road

2005 Accident Report



Over-take

Side Swipe

Fixed Object

Left Turn Other

Mark Tree Road 91 65 6 7 0 5 3 5

Belle Meade Ave 40 26 3 4 0 3 3 1

Wireless Road 122 90 6 13 0 5 0 8

2001 Supplement to Expanded Project Proposal (EPP)



Over-take

Side Swipe

Fixed Object

Left Turn Other

Mark Tree Road 68 41 5 7 0 3 7 1

Belle Meade Ave 57 44 2 4 0 3 1 3

Wireless Road 96 79 2 6 0 5 2 2


Mark Tree Road +23 +24 +1 0 0 +2 -4 0

Belle Meade Ave -17 -18 +1 0 0 0 +2 -2

Wireless Road +26 +11 +4 +7 0 0 -2 +6


Mark Tree Road +34% +59% +20% 0% * +67% -57% 0%

Belle Meade Ave -30% -41% +50% 0% * 0% +200% -67%

Wireless Road +27% +14% +200% +117% * 0% -100% +300%

*Increased from 0 collisions.

NY Route 347 – Home Depot Signalized Driveway to Old Town Road In 2005 NY Route 347 a Traffic Accident Analysis was conducted for this 0.93 mile segment of NY Route 347. Most of the accidents occurred at an intersection or within the influence area of an intersection. There are three signalized intersections within the study segment at Home Depot Drive, Arrowhead Lane and Old Town Road All other public roadways and commercial driveways that intersect with NY Route 347 are controlled by a stop sign. Median breaks within this segment of NY Route 347 are only at the signalized intersections. The accident summary at the key intersections within the segment is in Table II-28I.


II-54

The NY Route 347 segment, between the signalized Home Depot Driveway and Old Town Road, has an accident rate of 4.73 accidents per million vehicle miles. The accident rate is below the statewide accident rate of 5.05 acc/MVM for similar facilities. Of the 229 accidents within this segment of NY Route 347, there were 75 injury collision and 171 property damage only collisions. There were 225 accidents at an intersection or within the influence area of an intersection. There were 23 accidents (10 percent) at the Home Depot Driveway intersection, 69 accidents (30 percent) at the Arrowhead Lane intersection and 137 accidents (60 percent) at the Old Town Road intersection. Within the entire study segment, 72 percent were rear end type collisions, 8 percent were overtaking type collisions, 7 percent were right angle type collisions and 4 percent were left turn type collisions. There were 457 vehicles involved in all the accidents during the study period with 81 percent in the eastbound and westbound direction and 12 percent in the southbound direction.

At the NY Route 347 and Home Depot Driveway signalized intersection, 13 of the 19 rear end type collision reports described the leading vehicle to be stopped in traffic or stopped at a red signal. Two rear end collisions described both vehicles in motion and two occurred due to lane changes.

At the NY Route 347 and Arrowhead Lane intersection, there were 29 accident reports that described the leading vehicle of a rear end type collision as stopped in traffic or stopped at a red signal. At the NY Route 347 and Old Town Road intersection, there were 37 accident reports that described the leading vehicle of a rear end type collision to be stopped in traffic or stopped at a red signal.

There were 152 accidents (61 percent) that occurred in clear weather, 37 accidents (15 percent) occurred in cloudy conditions, 38 accidents (15 percent) during raining conditions, and 6 accidents (2 percent) while it was snowing.

Of the 249 accidents within this segment of NY Route 347, there were 75 injury collision and 171 property damage only collisions. There were 245 accidents at an intersection or within the influence area of an intersection. There were 23 accidents (9 percent) at the Home Depot Driveway intersection, 69 accidents (28 percent) at the Arrowhead Lane intersection and 137 accidents (55 percent) at the Old Town Road intersection. Within

Table II-28I NY Route 347 Key Intersections

Home Depot Drive to Old Town Road May 1, 1999 to May 31, 2002


Right Angle

Over-taking

Side Swipe

Fixed Object

Left Turn

Run Off Other Fatal

Home Depot Dr 23 19 0 1 1 1 0 1 0 0

Arrowhead Lane 69 56 3 1 0 2 3 1 1 0

Old Town Road 137 91 13 15 5 3 6 0 3 0

Total 229 166 16 17 6 6 9 2 4 0 Percentage 100% 72% 7% 8% 3% 3% 4% 1% 2% 0%

1Total includes accident types not listed in Table II-28I


II-55

the entire study segment, 73 percent were rear end type collisions, 8 percent were overtaking type collisions, 6 percent were right angle type collisions and 4 percent were left turn type collisions. There were 457 vehicles involved in all the accidents during the study period with 81 percent in the eastbound and westbound direction and 12 percent in the southbound direction.

At the NY Route 347 and Home Depot Driveway signalized intersection, 13 of the 19 rear end type collision reports described the leading vehicle to be stopped in traffic or stopped at a red signal. Two rear end collisions described both vehicles in motion and two occurred due to lane changes.

At the NY Route 347 and Arrowhead Lane intersection, there were 29 accident reports that described the leading vehicle of a rear end type collision as stopped in traffic or stopped at a red signal. At the NY Route 347 and Old Town Road intersection, there were 37 accident reports that described the leading vehicle of a rear end type collision to be stopped in traffic or stopped at a red signal.

There were 152 accidents (61 percent) that occurred in clear weather, 37 accidents (15 percent) occurred in cloudy conditions, 38 accidents (15 percent) during raining conditions, and 6 accidents (2 percent) while it was snowing. Comparison to Previous Study – Home Depot Drive to Old Town Road The 2001 Supplemental to Expanded Project Proposal (EPP) did not identify the accident rate on NY Route 347 between the Home Depot Driveway and Old Town Road. The 2001 Supplemental to EPP did not summarize any accident history at the Home Depot Access Drive, which did not exist at the time. However, the accident records at the NY Route 347 intersections with Arrowhead Lane and Old Town Road were summarized and classified. A comparison of the 2001 Supplemental to EPP summary and the results of this study are listed in Table II-28J.


II-56

Table II-28J

Comparison to 2001 EPP Home Depot Drive to Old Town Road

2005 Accident Report



Over-take

Side Swipe

Fixed Object

Left Turn Other

Home Depot Drive 23 19 0 1 1 1 0 1

Arrowhead Lane 69 56 3 1 0 2 3 4

Old Town Road 137 91 13 15 5 3 6 4

2001 Supplement to Expanded Project Proposal (EPP)



Over-take

Side Swipe

Fixed Object

Left Turn Other

Home Depot Drive n/a -- -- -- -- -- -- --

Arrowhead Lane 77 48 2 5 1 9 4 8

Old Town Road 129 88 6 9 1 6 5 14



Arrowhead Lane -8 +8 +1 -4 -1 -7 -1 -4

Old Town Road +8 +3 +7 +6 +4 -3 +1 -10



Arrowhead Lane -10% +17% +50% -80% -100% -78% -25% -50%

Old Town Road +6% +3% +117% +67% +400% -50% +20% -71%

At the Arrowhead Lane intersection, the 10 percent decrease to the overall number of accidents is due mostly to an 80 percent decrease in overtaking type collisions and a 78 percent decrease in fixed object type collisions. The rear end type collisions increased by 17 percent. At the Old Town intersection, the slight increase to the overall number of accidents is due increases in rear end, right angle, overtaking, and side swipe collisions. Rear end crashes remain the primary type of collision within the segment. The number of right angle collisions and overtaking collisions at Old Town Road are noticeably high. NY Route 347 – Woodhull Road to NY Route 112 The 2001 Expanded Project Proposal (EPP) was reviewed for this 1.4 mile section of the NY Route 347 study area. A summary of the accidents at key intersections is listed in Table II-28K. According to the NYSDOT Safety Information Management System there were 470 accidents in this section from October 1, 1995 to September 30, 1998. Approximately 77% of the accidents were clustered at an intersection or within the influence area of the intersection. (363 of 470)


II-57

A review of the accident analysis in the 2001 EPP showed that 59% of the accidents were of the rear-end type, 13% left turn, 11% overtake and 9% right angle. A significant portion of these accidents can be attributed to the high volume of traffic that utilizes this roadway on a daily basis which results in significant congestion during the peak hours. This section of NY Route 347 currently operates at a Level of Service F. The significant congestion in this segment promotes a high number of motorists’ stops and starts at signalized intersections, long queues of traffic and overall driver aggression and frustration. This congestion results in the following: a significant amount of rear-end accidents due to long queue lengths, increased right angle, left turning and overtake accidents due to reduced gaps in traffic, motorists using poor judgment changing lanes, exiting side streets, and evaluating approaching vehicle speeds and evaluating gaps in traffic. In addition, this condition results in increased non-compliance with traffic control devices to avoid waiting through additional signal cycles. This segment of NY Route 347 has an accident rate of 6.61 accidents per million vehicle miles. The statewide accident rate for an urban divided four-lane road that includes intersections and free access is 5.51 accidents per million vehicle miles. The accident rate is above the statewide average. Over 33% of the accidents along this section occurred under wet pavement conditions. However, this area was resurfaced for increased skid resistance during the 2000 construction season. In addition, the signal timing was optimized and LED signal heads were added at several signals along NY Route 347 in this segment.

Table II-28K

NY Route 347 Key Intersections Woodhull Road to NY Route 112



Over-taking

Left Turn

Right Angle

Right Turn

Head On

Side Swipe Fatal

Home Depot Dr 48 31 7 4 1 0 1 0 0

Arrowhead Lane 108 54 15 15 15 4 1 0 0

Old Town Road 107 67 9 17 8 2 1 0 1 Total 100 63 10 10 10 3 0 0 0

Percentage 363 215 41 46 34 9 3 0 1 100% 59% 11% 13% 9% 2% 1% 0% 0%

1Total includes accident types not listed in Table II-28K.

NY Route 347 – Pathmark Shopping Center to NY Route 25A The 2001 Expanded Project Proposal (EPP) was reviewed for this 0.7 mile section of the NY Route 347 study area. A summary of the accidents at key intersections is listed in Table II-28L. According to the NYSDOT Safety Information Management System there were 92 accidents in this section from October 1, 1995 to September 30, 1998. Approximately 80% of the accidents were clustered at an intersection or within the influence area of the intersection. (74 of 92)


II-58

A review of the accident analysis in the 2001 EPP showed that 42% of the accidents were of the rear-end type, 34% right angle, and 11% overtake. A significant portion of these accidents can be attributed to the high volume of traffic that utilizes this roadway on a daily basis which results in significant congestion during the peak hours. This section of NY Route 347 currently operates at a Level of Service F. The significant congestion in this segment promotes a high number of motorists’ stops and starts at signalized intersections, long queues of traffic and overall driver aggression and frustration. This congestion results in the following: a significant amount of rear-end accidents due to long queue lengths, increased right angle, left turning and overtake accidents due to reduced gaps in traffic, motorists using poor judgment changing lanes, exiting sidestreets, and evaluating approaching vehicle speeds and evaluating gaps in traffic. In addition, this condition results in increased non-compliance with traffic control devices to avoid waiting through additional signal cycles. This segment of NY Route 347 has an accident rate of 3.05 accidents per million vehicle miles. The statewide accident rate for an urban divided four-lane road that includes intersections and free access is 5.51 accidents per million vehicle miles. The accident rate is below the statewide average. The high percentage of right angle accidents is influenced by the high percentage (48%) occurring at Crystal Brook Hollow Road and the low number of overall accidents in the segment. In addition, the signal timing was optimized and LED signal heads were added at several signals along NY Route 347 in

Table II-28L

NY Route 347 Key Intersections Pathmark Shopping Center to NT 25A October 1,1995 to September 30 1998

Intersection TOTAL1 Rear End

Over-taking

Left Turn

Right Angle

Right Turn

Head On

Side Swipe

Fatal Acc

Pathmark Shopping Center 16 6 0 1 8 0 0 1 0

Crystal Brook Hollow Road 32 14 1 0 12 1 0 0 0

NY25A 26 11 7 0 5 0 0 0 0 Totals 74 31 8 1 25 1 0 1 0

Percentages 100% 42% 11% 1% 34% 1% 0% 1% 0% 1Total includes accident types not listed in Table II-28L.

Accident Rate Calculations New Highway to NY347/NY454 Split (561 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(61,900 veh./day)*(2.3 miles) = 3.60 accidents per million vehicle miles Townline Road to Terry Road


II-59

(517 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(53000 veh./day)*(2.9 miles) = 3.07 accidents per million vehicle miles Southern Boulevard to Alexander Avenue (329 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(48800 veh./day)*(2.1 miles) = 2.93 accidents per million vehicle miles Moriches Road to StonyBrook Road (418 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(46600 veh./day)*(1.1 miles) = 7.44 accidents per million vehicle miles Barker Drive to Pond Path Road (260 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(58118 veh./day)*(0.8 miles) = 5.11 accidents per million vehicle miles Mark Tree Road to Wireless Road (257 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(51950 veh./day)*(1.13 miles) = 4.00 accidents per million vehicle miles


II-60

Home Depot Driveway to Old Town Road (249 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(51950 veh./day)*(0.93 miles) = 4.71 accidents per million vehicle miles Woodhull Road to NY112 (470 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(46400 veh./day)*(1.4 miles) = 6.61 accidents per million vehicle miles Pathmark Shopping Center to NY25A (92 total accidents in 3 years)*(1,000,000) Accident Rate = ---------------------------------------------------------------------------- (365 days/yr)*(3.0 years)*(39340 veh./day)*(1.1 miles) = 3.05 accidents per million vehicle miles

II.C.1.l. Pavement and Shoulder Conditions NY Route 347 was constructed by the County of Suffolk in three sections. The first section, from the Northern State Parkway to NY Route 454, was constructed in 1948 as a four-lane highway and consisted of 7.6 cm (3 inches) of asphalt over a 12.7 cm (5-inch) stabilized soil subbase. In 1972, a third lane in each direction was added, including left shoulders 1.2 m (4 feet) wide and right shoulders 3.6 m (12 feet) wide. A 6.4 cm (2.5-inch) overlay was placed on this section in 1985 and in 1993 a fourth westbound lane was added from just east of Old Willets Path to the Northern State Parkway. The pavement in the widened portion between Old Willets Path and the Northern State Parkway is in good condition. The recently overlaid section completed is currently in good condition.

In 1953 the section between the NY Route 454 and Middle Country Road was constructed. The pavement consisted of one inch of surface course over a 17.8 cm (7-inch) bituminous stabilized base. A 6.4 cm (2.5-inch) overlay was placed in 1977 and median shoulders 1.2 m (4 feet) wide were constructed. Between NY Route 111 and Terry Road an additional overlay of 7.6 cm (3 inches) was placed in 1993. Similarly, between Terry Road and NY Route 25, a 7.6 cm (3-inch) overlay was placed in 1994. In 2004 a mill and fill project was begun between NY Route 111 and Terry Road and is now complete. The pavement is this section is in good condition.

The third roadway segment, between Middle Country Road and NY Route 25A, was constructed in 1952 and consisted of a 1-inch surface course over a 51. cm (2-inch) oil and stone base. In 1967 this section was overlaid with 6.4 cm (2.5 inches) of asphalt surface course and median shoulders 1.2 m (4 feet) wide were constructed in 1988. A resurfacing and paving (R & P) project was performed between Middle Country Road


II-61

and Pond Path Drive in 1992, which included pavement repairs and a 7.6 cm (3-inch) asphalt overlay. Additionally, the same treatment was performed between Pond Path Drive and NY Route 25A in 1993. In 2004 a mill and fill project was begun between Nicolls Road (CR 97) and NY Route 25A and is now complete. The pavement is this section is in very good condition. All other portions of NY Route 347 are reported to be in good condition by the New York State Department of Transportation.

II.C.1.m. Guide Rail, Median Barrier, and Impact Attenuator

The guide rail located along the length of the project is a combination of weak and heavy post corrugated beam. Throughout the corridor guide rails are buried at terminal locations. There are no impact attenuators or concrete median barriers along the NY Route 347 corridor. Between the Northern State Parkway and New Highway there is corrugated beam guide rail within the median area of NY Route 347 adjacent to the westbound edge of the inside shoulder. Additionally, there exists a short segment adjacent to the eastbound edge of the inside shoulder just west of New Highway. From New Highway to the NY Route 454 divergence there is no guide rail in the median area other than a very short segment just west of School House Lane. Along the section of NY Route 347 west of the NY Route 454 split there is corrugated beam guide rail located at various locations outside the eastbound and westbound edges of the shoulder. These are situated primarily in the vicinity of stream crossings, wetlands, recharge basins and areas of steep slopes. In the entire section of NY Route 347 between the NY Route 454 split and Nicolls Road, corrugated-beam median barrier is used between the eastbound and westbound roadways with openings occurring only at intersections. Corrugated-beam guide rail is located outside of the eastbound and westbound edges of the shoulder at various locations within this section, such as stream crossings, wetlands and some recharge basin areas. As a result of two previous R & P projects, the median barriers and guide rail along NY Route 347 between Middle Country Road and NY Route 25A have been reset or replaced to meet current design standards. West of Middle Country Road, much of the guide rail is mounted below the current mounting height criteria.

II.C.1.n. Traffic Control Devices (Signs, Signals, etc.)

Traffic Signals Currently, there are 37 signalized intersections within the NY Route 347 study area. There is one signalized intersection along the New Highway study area near the junction with Northern State Parkway. The traffic signals within the project limits are in conformance with the New York State Manual of Uniform Traffic Control Devices. The traffic signals have been upgraded, as traffic conditions require and the majority of the traffic signals are linked into an interconnected system. A list of traffic signals that are in an interconnected system or under a master control are described in Table II-29. All of the traffic signals on NY Route 347 are components of the INFORM System. The INFORM (INformation FOR Motorist) System is one of the nation's largest and most


II-62

advanced traffic information systems for motorists. Electronic sensors embedded in the roadways are linked to computers at the All of the traffic signals on NY Route 347 are components of the INFORM System. The INFORM (INformation FOR Motorist) System is one of the nation's largest and most advanced traffic information systems for motorists. Electronic sensors embedded in the roadways are linked to computers at the Traffic Management Center (TMC) for traffic data collection, evaluation and analyzed. Traffic information coordinators can immediately respond to traffic conditions and transmit appropriate advisory messages to drivers via variable message signs. Traffic information coordinators also advise emergency responders of traffic incidents Nearly all of the NY Route 347 signals are grouped into a Closed Loop Traffic Signal System A closed loop system connects a series of traffic signals providing communications between the individual intersections. There are several means of communication such as fiber-optic cable, spread spectrum radio, and hard wire connection. A master traffic signal controller supervises the individual intersection controllers. Closed loop systems can report detailed information back to a central computer that monitors the system’s operation. The term closed loop refers to the “information circuit” created by interconnecting local controllers to one another and then to a master controller. The other type of traffic signal on NY Route 347 are isolated stand alone traffic signals. Although the Parkway Drive North Service Road intersection with New Highway is off the NY Route 347 corridor, the Northern State Parkway junction with New Highway is part of the NY Route 347 study area. The traffic signal at the Parkway Drive North and New Highway intersection operates with an isolated stand alone traffic controller.

Table II-29. Traffic Signal System Traffic Signal System Limits System Type Controlled Intersections

Northern State Parkway To

State Office Bldg

INFORM System +

Transportation Management Center Control

New Highway Old Willets Path

County Center Drive Dennison Building Access

Simeon Woods Road State Building Access

Route 454 To

Route 111

INFORM System +

Closed Loop System

Route 454 Brooksite Drive

Route 111 (3 Signals)

Terry Road To

Browns Road

INFORM System +

Closed Loop System

Terry Road Southern Boulevard

Lake Avenue Gibbs Pond Road

Browns Road

Route 25 To

Lakeside Avenue &

Stony Brook Medical

INFORM System +

Closed Loop System

Route 25 Alexander Avenue

Moriches Road New Moriches Road

Hallock Road Stony Brook Road

Stony Brook Med/Lakeside Ave


II-63

The following intersections have stand alone isolated traffic signals:

• Parkway Drive North Service Road at New Highway

• Route 347 at Route 111 (single controller operates all three intersections)

• Route 347 South Jug Handle at Route 111

• Route 347 North Jug Handle at Route 111

• Route 347 at Mt. Pleasant Road

• Route 347 at Crystal Brook Hollow Road

• Route 25A eastbound at Route 25A westbound exit lanes to westbound Route 347

Signs The existing signs along NY Route 347 are mostly regulatory signs and guide signs. The most common signs along NY Route 347 are: • Speed Limit signs • Stop signs (at unsignalized side street approaches) • Yield signs (at unsignalized side street approaches) • No Left Turn signs (at unsignalized side street approaches) • Left turn signal signs • No Turn on Red signs • Parking Regulatory signs • Directional Signs • Signalized Cross Street Ahead Guide signs • Street Name signs • Reference Marker signs • NY Route Markers The traffic signs along NY Route 347, between Middle Country Road and NY Route 25A have been improved by two R&P projects that restored missing signs and replaced substandard signs. Deficiencies Deficiencies to the roadway signs, traffic signals and other traffic control devices on NY Route 347 were not identified during the field views and the New York State Department of Transportation are unaware of any deficiencies.


II-64

II.C.1.o. Structures There are currently no bridges spanning the intersections of NY Route 347 and the cross streets. There is one existing bridge within the project limits (New Highway over Northern State Parkway).

II.C.1.p. Hydraulics of Bridges and Culverts

Existing waterways are carried under the roadway through pipe culverts at four locations. Since flooding problems have not occurred along the roadway, these culverts are considered adequate for existing conditions. The stream locations and the associated existing culvert sizes are shown in Table II-30.

Table II-30. Existing Stream Crossing Locations

Culvert Crossing Culvert Size 107 m (350’) east of County Center Drive Two –914 mm (36”)diameter pipes and two 610 mm (24”)

diameter pipes 21 m (70”) east of Simeon Woods Road 5 791 mm (19’) wide by 1 524 mm (5”) high box culvert,

one 305 mm (12”) wide by 381 mm (15”) high elliptical pipe 46 m (150’) east of State Office Building Access Road

Three 762 mm (36”) diameter pipes and one 457 mm (18”) diameter pipe

305 m (1000’) west of Helen Avenue (Northeast Branch of Nissequogue River)

Two 914 mm (36”) diameter pipes, one 305 mm (12”) diameter pipe two 762 mm (30”) diameter pipes and one 1 320 mm (52”) diameter pipe

Existing wetlands upstream of the crossings reduce the peak flow that must pass under the roadway. Scour potential at pipe crossings is limited to erosion at the downstream end and can be addressed in design Phases V and VI using the process outlined in Geotechnical Procedures GPD-10, Bank and Channel Protective Lining Design Procedures.

II.C.1.q. Drainage Systems

Evaluation of the existing drainage system is presented in two sections, Ground Water Table Determination and Drainage System Characteristics. 1. Ground Water Table Determination A ground water table (GWT) profile, shown on Figure II-5, was developed to illustrate the relationship between the top of the ground water table and the existing ground elevation at various street intersections within the project limits. The ground water elevations were obtained from Water Resources Investigations Report 85-4321, Plate 1A--Water Table Altitude--West. The roadway intersection elevations were obtained from the available NYSDOT topographic maps. The GWT elevation is substantially closer to the ground surface west of Terry Road than it is east of Terry Road. The GWT for the westernmost 9.6 km (six miles) of roadway, west of Terry Road, ranges from 1.2 to 7.3 meters (4 to 24 feet) below the existing NY Route 347 centerline ground elevation. The GWT for the remainder of the project ranges from a minimum of 9.1 meters (30 feet) to a maximum of 39.6 meters (130 feet) below the roadway centerline elevation. These differences can be seen in Figure II-5 (Ground Water Table Profile). The relatively high GWT west of Terry Road limits the installation of RB’s or MLBS in this area to locations where the GWT is deeper.


II-65

GWT elevations presented in Figure II-5 are based on static water levels measured in wells tapping the water table that may be affected at a specific location by local conditions. Streams draining the area typically cause a draw down in the GWT, thus rendering the water surface elevation in an existing pond and stream a more accurate indication of the GWT elevation than the USGS record data at a specific location. GWT elevation readings taken in observation wells also provide a more accurate indication of local GWT elevations. Both of these data sources were used to supplement the USGS data. The GWT elevation used for evaluation of surface runoff disposal procedures was predominantly based on this supplemental data where it was available. Design considerations regarding the GWT are explained with the discussion of the proposed drainage system in Chapter III. 2. Drainage System Characteristics Surface runoff in the NY Route 347 corridor is collected and conveyed to several locations for disposal by various methods. Collection systems include inlets along the curb, swales along the edge of uncurbed roadways, and/or overland flow away from the roadway. Disposal methods include outlet pipes to receiving waterways, primarily west of Southern Boulevard, or to local drainage systems east of Southern Boulevard, recharge basins (RB) at four locations, or multiple leeching basin systems (MLBS) at several limited isolated areas along the roadway. In general, the roadway drainage system is in good condition. The location of each discharge point, the roadway limits conveyed to each discharge point, and the type of disposal are summarized in Table II-31 (Existing Roadway Runoff Conditions) and shown on maps presented in Appendix C. West of Terry Road, surface runoff is predominantly discharged to receiving waterways that ultimately carry the runoff to the Northeast Branch of the Nissequogue River. Substantial wetland areas surround these streams on both sides of the roadway. Existing wetlands upstream of the crossings reduce peak flow that must pass under the roadway. The high ground water table elevation precludes the installation of RB’s in most of this area. Runoff from limited isolated portions of NY Route 347 is conveyed to MLBS. Runoff from the portion NY Route 347 east of Terry Road, where the ground water table is substantially below the surface, between a minimum of 9.1 meters (30 feet) and a maximum of 39.6 meters (130 feet) below the roadway centerline elevation, is predominantly discharged through existing pipes that connect to local drainage systems. Runoff from limited isolated portions of NY Route 347 is conveyed to MLBS.


II-67

Table II-31.

Existing Roadway Runoff Conditions ROUTE 347 - From The Northern State Parkway To NY Route 25A – Existing Conditions

DRAINAGE LIMITS

DISPOSAL

From To

Approx. Roadway Length

Meter/(Ft.)

Location Type Remarks

East of White Oak Road

(Sta. 18+757)

East of Ledgewood Drive

(Sta. 19+450) 663 (2,175)

76m (250') West of Autumn Drive, South of NY Route

347

Recharge Basin # 08

East of Ledgewood Drive

(Sta. 19+450)

East of New Highway

(Sta. 20+080) 630 (2,067)

Multiple Disposal Locations

Multiple Leaching Basins

4

East of New Highway

(Sta. 20+080)

East of Northfield Road

(Sta. 20+963) 883 (2,897)

107m (350') East of County

Center Drive

2 – 914 mm (36") Diameter

culvert pipes 2 – 610 mm (24") Diameter

pipes

East of Northfield Road

(Sta. 20+963)

East of Simeon Woods Rd.

(Sta. 21+455) 492 (1,614)

21m (70') East of Simeon

Woods Road

5 791 mm (19’) x 1 524 mm

(5' d) Box culvert 305 mm w (12") x 381 mm d

(15") elliptical pipe

1,6

East of Simeon Woods Rd.

(Sta. 21+455)

East of South Gate St.

(Sta. 22+320) 865 (2,838)

46m (150') East of State Office Building Access

Road

3-762 mm (30") Diameter

Culvert pipes 1-457 m (18") Diameter pipe

1,6

East of South Gate St.

(Sta. 22+320)

East of Brooksite Drive

(Sta. 23+000) 680 (2,231)

145m (475') East of South

Gate

762 mm (30") pipe

5

East of Brooksite Drive

(Sta. 23+000)

East of NY Route 111

(Sta. 23+650) 650 (2,133)

213m (700') West of NY Route 111, North of NY

Route 347

Recharge Basin #0274


II-68

Table II-31.


DRAINAGE LIMITS

DISPOSAL

From To


Meter/(Ft.)



(Sta 23+650)

East of Plaisted Avenue

(Sta. 24+330) 680 (2,231)



4

East of Plaisted Avenue

(Sta. 24+330)

East of Southern Boulevard

(Sta. 27+610) 3 282 (10,768)

305m (1,000') West of Helen

Avenue

2-914 mm (36") and 1-(1 320 mm (52") Diameter

Culvert pipes 2-762 mm (30") and 1-305 mm (12") Diameter pipes

1, Northeast Branch of

Nissequogue River

East of Southern Boulevard

(Sta. 27+612)

East of Lake Avenue

(Sta. 28+020) 408 (1,339)



4

East of Lake Avenue

(Sta. 28+020)

East of Gibbs Pond Road

(Sta. 28+330) 310 (1,017)



4

East of Gibbs Pond Road

(Sta. 28+330)

West of Middle Country

Road (NY Route 25) (Sta. 29+550)

1 220 (4,003)

198m (650') West of South Hillside Avenue, South of

NY Route 347

Recharge Basin # 0209

West of Middle Country


East of Middle Country


500 (1,640)

305m (1,000') East of Middle County Road

610 mm (24") Diameter Pipe

1,5

East of Middle Country


East of Hallock Road

(Sta. 31+898) 1 848 (6,063)

198m (650') East of Alexander Avenue

3-457 mm (18") Diameter

pipes

1

142 (466)


II-69

Table II-31.


DRAINAGE LIMITS

DISPOSAL

From To


Meter/(Ft.)


East of Hallock Road (Sta. 31+898)

West of Stony Brook Road (Sta. 32+040)

Multiple Disposal Locations Multiple Leaching Basins 4

West of Stony Brook Road

(Sta. 32+040)

East of Stony Brook Road

(Sta. 32+350) 310 (1,017)

30m (100') West of Stony Brook Road, South of NY

Route 347

Recharge Basin # 0276

East of Stony Brook Road

(Sta. 32+350

Lakeside Avenue

(Sta. 32+531) 181 (594)



4

Lakeside Avenue

(Sta. 32+531)

West Of Nicolls Road

(Sta. 33+094) 563 (1,847)

East Of Barker Drive

457 mm (18") Diameter pipe

2,5

West of Nicolls Road

(Sta. 33+094)

West of Pond Path Drive

(Sta. 33+700) 606 (1,988)



4

West of Pond Path Drive

(Sta. 33+700)

East of Pond Path

(Sta. 34+510) 810 (2,657)

274m (900') East of Pond

Path


1,5

East of Pond Path

(Sta. 34+510)

West of Belle Meade Road

(Sta. 35+000) 490 (1,608)

91m (300') East of Mark

Tree Road


3,5

West of Belle Meade Road

(Sta. 35+000)

East of Belle Meade Road

(Sta. 35+531) 531 (1,742)



4

East of Belle Meade Road

(Sta. 35+531)

East of Wireless Road

(Sta. 36+310) 779 (2,556)

305m (1,000') West of Belle

Meade Road

457 mm (18")Diameter pipe

2,5

190 (623)


II-70

Table II-31.


DRAINAGE LIMITS

DISPOSAL

From To


Meter/(Ft.)


East of Wireless Road (Sta. 36+310)

East of Wireless Road (Sta. 36+680)

Multiple Disposal Locations Multiple Leaching Basins 4

East of Wireless Road

(Sta. 36+680)

West of Arrowhead Lane

(Sta 36+940) 440 (1,444)

244m (800') East of

Wireless Road

457 mm (18")Diameter pipe.

2,5

West Of Arrowhead Lane

(Sta. 36+940)

East of Arrowhead Lane

(Sta. 37+300) 203 (666)



4

East of Arrowhead Lane

(Sta 37+300)

East of Old Town Road

(Sta. 38+030) 967 (3,173)

274m (900') West of Old

Town Road

610 mm (24")Diameter pipe

3,5

East of Old Town Road

(Sta. 38+030)

East of Woodhull Avenue

(Sta. 39+150) 1 040 (3,412)



4

East of Woodhull Avenue

(Sta. 39+150)


(Sta. 40+498) 1 348 (4,423)

396m (1300') East of

Woodhull Avenue


2,5


(Sta. 40+498)

Middle Country Road (End

of Project) 300 (984)



4

Remarks for Table II-31: 1. Culvert crossing under roadway to convey stream discharge. 2. Drainage collection system outlets to south side of NY Route 347. 3. Drainage collection system outlets to north side of NY Route 347.

Several leaching basins are located within the drainage limits. Runoff collected in these basins seeps into the ground Discharge to Local Depression Adjacent to road. Discharge to stream that reaches New Millpond and ultimately Nissequogue River


II-71

Runoff from isolated portions of NY Route 347 discharge to existing recharge basins as shown on maps in Volume III Appendix E and as indicated in Table II-32. Runoff from the portion of the roadway west of Autumn Drive discharges to existing RB-08 located on the south side of NY Route 347 approximately 76 meters (250 feet) west of Autumn Drive. Existing RB-0274 on the south side of NY Route 111 a short distance west of the NY Route 347 intersection accepts runoff from the area in the vicinity of the intersection. This RB currently does not drain properly. Runoff from a portion of NY Route 347 between Gibbs Pond Road and South Hillside Avenue is conveyed to existing RB 0209 on the south side of NY Route 347 opposite Cambon Place. Runoff from a portion of NY Route 347 in the vicinity of Stony Brook Road is conveyed to existing RB 0276 on the south side of NY Route 347 west of Stony Brook Road. These recharge basins receive the surface runoff from a portion of NY Route 347. The storage volume required in each recharge basin was determined in accordance with the procedures presented in NYSDOT Region 10 Design Memorandum No. 92-(20), (DM 92-20). This procedure is a modification of the more rigorous procedure contained in GDP # 8, Design, Construction, and Maintenance of Recharge Basins, and is deemed appropriate for use during Design Phases I to IV for approximating the size of recharge basins. The procedure in GDP # 8 is based on the development of a mass inflow curve of runoff at an appropriate rainfall intensity. The procedure considers the dispersion rate to the ground to optimize the required recharge basin size. The procedure in DM 92-20 simply applies a uniform rainfall to the drainage area that discharges to the recharge basin and circumvents the dispersion rate. Use of the DM 92-20 procedure during Design Phases I-IV yields a conservative recharge basin size that can be refined, and typically reduced, during final design phases when more detailed geotechnical data becomes available.

Table II-32. Existing Recharge Basins

Existing Recharge Basin

Location

Storage Volume

Available Meter3/(FT3)

Storage Volume

Required 1 Meter3/(FT3)

Storage Volume

Deficiency Meter3/(%)

#8 - West of Autumn Dr., S.

of Rte. 347

4550 (160, 682)

11 840 (418, 125) 7 290 (60)

# 0209 - Opposite Cambon

Place

6 793 (239, 892)

39,112

32,319 (83)

# 274 - NY Route 111, South

Of NY Route 347 2

3866 (136,528)

4061 (14,341) 195 (5)

# 276 - West of Stony Brook

Rd., S. of Rte 347

800 (28, 250)

8798 (310,698) 7998 (90)

1 Computed using 0.16 meters (6.3 inches) of rainfall over the contributing drainage area. The contributing drainage area is predominantly the

portion of NY Route 347 and the adjacent terrain between the roadway profile high points adjacent to the RB location. For RB 209, that islocated some distance from the roadway low point location the contributing area is the portion of NY Route 347 up-grade from RB 209. 2For NY Route 111 Runoff


II-72

II.C.1.r. Soil and Foundation Conditions In 1994, a preliminary soil investigation program was conducted along the NY Route 347 corridor, at the proposed bridge sites. At that time, the program consisted of fifteen soil borings. Soil samples were taken at 1.52 meters (five-foot) intervals and blows on the sampler were recorded at the same interval. The results of the investigation indicate that the soil in the project area is typical of the northwest area of Long Island. There are strata of silty sand, gravelly sand and gravel. The water table depth measured from ground level varies from 1.8 meters (6 feet) in the western section to over 30.5 meters (100 feet) in the east.

II.C.1.s. Utilities

Utility poles are found along NY Route 347 throughout the entire corridor. These poles carry Long Island Power Authority (LIPA), Verizon Communications, and Cablevision. There are also underground utilities including LIPA electric lines, KeySpan gas lines, Verizon telephone conduit, Cablevision cable television lines, communication cables for traffic signals, a Northville Industries 12" oil pipeline crossing NY Route 347 at Cayuga Avenue west of Wireless Road, Suffolk County Water Authority water mains, and sanitary and storm sewer lines administered by the Suffolk County Department of Public Works. The overhead and underground utility lines and their general locations are shown in Table II-33:


II-73

Table II-33. Utilities Within Project Area Location Utilities No. of Lines & Size Northern State Parkway to Gas 1- 200 mm main and service Old Willets Path Electric 3- 13 kV lines Telephone Multiple lines, fiber optic Water 1- 200 mm main

1- 300 mm main Sanitary Sewer 1- 150 mm main Old Willets Path to Brooksite Drive

Gas 1- 200 mm main and service 1- 405 mm main

Electric 13 kV lines Water 1- 300 mm main Sanitary Sewer 1- 150 mm main Brooksite Drive to Terry Road

Gas 1- 200 mm main and service 1- 405 mm main

Electric 13 kV lines Water 1- 250 mm main

1- 300 mm main Sanitary Sewer 1- 150 mm main Terry Road to Gas 1- 200 mm main and service Middle Country Road Electric 13 kV lines Telephone Multiple lines Water 1- 300 mm main Sanitary Sewer 1- 150 mm main Middle Country Road to Gas 1- 200 mm main and service Stony Brook Road Electric 13 kV lines Telephone Multiple lines Water 1- 250 mm main Stony Brook Road to Gas 1- 200 mm main and service Pond Path Drive Electric 13 kV lines Telephone Multiple lines Pond Path Drive to Gas 1- 200 mm main and service Old Town Road Electric 13 kV lines Telephone Multiple lines Water 1- 250 mm main Old Town Road to Gas 1- 200 mm main and service NY Route 25A Electric 13 kV lines Telephone Multiple lines


II-74

II.C.1.t. Railroad and Public Transit

The study area is served by two public transportation modes, the MTA/Long Island Rail Road (LIRR) and the Suffolk County Transit bus system. Commuter rail service is provided on the periphery of the corridor via the Port Jefferson Branch to the north and the Ronkonkoma Branch to the south. There is no rail service paralleling or crossing NY Route 347.

Of the 50 county bus routes operated by Suffolk County Transit, 16 routes serve the study area with four routes running along NY Route 347. Figure II-6 presents the existing routes and stations of transit service in the study area.

Currently, these public transit facilities have a minor effect on traffic conditions on NY Route 347. Public transportation has the potential to play a larger role in the corridor in the future. Future consideration of Improvements/TDM Strategies which would enhance this potential and encourage more public transit use will include but not be limited to: • Improved parking facilities (Park and Ride lots) • Bus stop improvements such as Bus Shelters

II.C.1.u. Visual Environment The following description of the NY Route 347 Visual Environment is provided as a brief overview. Further detail can be found in Chapter IV, Section B.3.e, Visual Impact Assessment. The existing project area is a linear corridor, six (6) lanes wide between the Northern State Parkway and the NY Route 347/454 split, and three (3) lanes wide east of the split. The roadway is divided by a grass median of varying width with a median barrier guide rail in the center. There are significant environmental areas along the corridor, such as wooded parklands, wild and scenic river corridors and freshwater wetlands. The roadway generally has wide shoulders, utility poles on either side, and intermittent sidewalks along its length. The topography is generally flat with some portions that may be described as gently rolling.


II-76

Land uses along the roadway are mixed in nature and include commercial/retail, professional office, community facilities and institutions, single and multi-family residences, parks and recreational facilities, and undeveloped land. In general, the diversity and inconsistency of land uses, density, building scale and setback, architectural style, materials, and vegetation results in a poorly defined roadway edge. There are very few consistent elements present that would aid in creating a visually unified corridor. The view-shed is generally limited to the roadway, adjacent vegetation and buildings and properties along the roadway. The visual character of the roadway changes from more park like between the Northern State Parkway and the NY Route 347/454 split, to more consistently developed strip retail, setback from the roadway and surrounded by parking, from the split to Nicolls Road, to a more open, sporadically-developed mixed-use character east of Nicolls Road. In its entirety, the visual quality of the 24-kilometer (15-mile) NY Route 347 corridor is rated low for vividness. There are few visual components along the roadway that are striking and distinctive enough to create a powerful and memorable image. A few limited and discontinuous examples of vividness do exist along the roadway. These examples include: the State and County office complex with the Armed Forces Plaza located in the foreground; the Hauppauge Country Club; and the Heatherwood Golf Course. These three properties offer limited scenic vistas from the roadway. The 2.1-kilometer (1.3-mile) stretch of mostly undeveloped woodland, the South Setauket Woods, located between Nicolls and Wireless Roads, provides motorists visual relief from the mixed use development typical of the roadway. This section of roadway also exhibits a level of unity uncommon for the other 22 kilometers (13.7 miles). Intactness is rated low for the entire corridor due to the diversity of land uses, lack of coherence between uses, inconsistency of landscape and man-built elements, and visual clutter. Overall the visual quality of the existing roadway corridor is low.

II.C.1.v. Provisions for Pedestrians and Bicycles

The pedestrian crossings at intersections in the corridor were observed in conjunction with the turning movement counts. In general, negligible pedestrian activity was observed. However, pedestrian crossings and pedestrian actuated signals can be seen at most of the signalized intersections. Pedestrian sidewalks are also provided along NY Route 347, especially at locations having commercial or residential development where residents may opt to walk to shopping and/or recreational facilities. There are densely populated residential developments, commercial buildings, small businesses, shopping malls, and recreational facilities, such as parks and golf courses dispersed throughout the corridor. Much of the sidewalk is at, or less than 1.5 meters (5 feet) wide. At some locations, pedestrian buttons are provided, but no sidewalk access is provided to reach the pedestrian button. The Smithtown Greenbelt trail crosses NY Route 347 just east of Mount Pleasant Road. A designated crosswalk and signage is provided to alert the driver and hiker of its existence. A field survey was performed to determine if there is a need to accommodate pedestrians during the design stages of development within the 16 mile corridor. Based on the survey


II-77

information, accommodations for pedestrians are not warranted in most rural undeveloped areas, warranted with extenuating circumstance at major intersections/bridges and warranted in most developed urban sections of the highway corridor. Pedestrian facilities will be incorporated at all locations when warranted and will carry the pedestrian facility to logical termini as well as being ADA compliant. Observations of bicyclists on NY Route 347 were few to none on weekdays during the various field reviews undertaken through the design process; however, bicyclists are more active on holidays and weekends. NY Route 347 exhibits a functional facility for bicycle and pedestrian access. The level terrain provides motorists and cyclists surface with virtually generous visibility and sight distance and for cyclists an easily negotiable ride. When observed, cyclists were using the shoulder area in areas of light traffic conditions and sidewalk areas where traffic was noticeably denser.

These denser conditions along the Corridor tend to impair bicycle utility in the shoulder areas. For example, the congested traffic conditions on NY Route 347 often entice motorists to avoid long queues at traffic signals by using the shoulder to access right-turn lanes. Additionally, the number of driveways entering and exiting the roadway in high traffic generator areas such as the Smith Haven Mall, Stony Brook University, and active strip malls that contain popular big box stores add to the impairment. Identified deficiencies for bicyclists at certain intersections along the corridor are listed below: • Eastbound NY Route 347 bicycle traffic using the NY Route 454 overlap encounters

difficulty at its split from NY Route 347. Bicyclists are forced to cross high-speed eastbound NY Route 454 traffic without the protection of a traffic signal.

• Perhaps the most uncomfortable situation in the corridor even for the most experienced bicyclists is at the eastbound NY Route 454 and The Northern State Parkway (NSP) terminus. Here eastbound NY Route 454 traffic merges from the left with fast moving NSP traffic on the right.

• At the Smith Haven Mall area between Alexander Avenue and Moriches Road there is always vehicle activity to and from the shopping center via the right lanes and shoulder areas. Frequent left turning vehicles were also observed from both the eastbound and westbound roadways. These vehicle movements combined with an increase in bicycle traffic could make maneuvers rather awkward.

• At the intersection of NY Route 112 and NY Route 347, the large number of turning movements and multiple maneuvers permitted during signal phases encumbers pedestrian and bicyclist movement. At the NY Route 25A/ NY Route 347 converge, there is no available crossing for bikes and pedestrians using the westbound shoulder to proceed southwest on NY Route 347.


II-78

II.C.1.w. Planned Development for the Area

Town of Smithtown Listed below are 17 development projects approved, recently constructed, or under construction in the Town of Smithtown within ¼-mile of the project corridor, including 288 dwelling units, 10,284 m2 (110,698 square feet) of commercial space, and 9,290 m2

(100,000 square feet) of light industrial/warehouse space. In addition, a 5642 m2 (60,732 square foot) net decrease (21,925 m2 to be demolished, followed by a 16,283 m2 addition) will occur at a prominent retail center along the corridor. Construction is scheduled to be completed in 2005 for 11 of these projects with the remaining projects expected to be completed in 2006. Commack Italian Ice A 92.9 m2 (1,000-square foot) retail structure has been approved for a site along NY Route 454 eastbound at Lincoln Avenue. The food business was recently completed. Richwood Estates Richwood Estates is a 12-home residential development that will be located on NY Route 454 / 347 eastbound, east of Old Willets Path. Completion date is indefinite. Panera Bread Located along NY Route 347 eastbound, west of NY Route 111 a 390 m2 (4,200-square foot) Panera Bread restaurant was recently completed. Commerce Bank A 341 m2 (3,669-square foot) bank has been approved for a site located on NY Route 347 eastbound, west of NY Route 111. Construction is scheduled for completion in 2005. South Fork South Fork is an attached, 60-unit residential development expected to be completed in 2006. The condominium development would replace a former hospital located on NY Route 347 westbound, west of NY Route 111. Yellow Top Estates Construction of the 33-unit residential development located on NY Route 347 westbound, between Plaisted Avenue and Mount Pleasant Road was recently completed. Hess A Hess fueling station including a 92.9 m2 (1,000-square foot) structure will replace an existing fueling station on the corner of NY Route 347 eastbound and Mount Pleasant Road. Construction was recently completed. Galleria Corner


II-79

Galleria Corner is an approved commercial project located on NY Route 347 westbound, at Terry Road. The 3187 m2 (34,309-square foot) development includes a 340 m2 (3,669 square foot) Commerce Bank, 1,300 m2 (14,000 square foot) Walgreens, and three restaurants totaling 1546 m2 (16,640 square feet). A portion of the development was completed in 2005, the remainder of the site will be occupied in 2006. DiCanio Office Building A 766 m2 (8,250 square foot) office building will be constructed on NY Route 347 westbound, east of Terry Road. Construction of the structure will be completed in 2006. Cadillac Dealership The Cadillac dealership located on NY Route 347 westbound, west of Southern Boulevard will be expanded. The 1,394 m2 (15,000 square-foot) addition was recently completed. Volkswagen Dealership A 3,660 m2 (39,400 square foot) dealership will be constructed on Middle Country Road, west of Southern Boulevard. Construction is expected to be completed in 2006. Sabinsky Medical Office The Sabinsky medical office will undergo a 92.9 m2 (1,000 square foot) expansion. The project located on Southern Boulevard, between Middle Country Road and NY Route 347 was recently completed. KFC (US Properties) A 266 m2 (2,870 square foot) KFC restaurant will be constructed on Middle Country Road, between Southern Boulevard and Browns Road. Construction was recently completed. Country View Properties Country View Properties is an approved warehouse structure to be located on Lake Avenue, south of Browns Road. The 9290 m2 (100,000 square foot) warehouse/office structure will be completed in 2006. Rainbow South / Nicholas Estates Rainbow South / Nicholas Estates is a 16-unit residential development was recently completed. The single-family home subdivision is located on NY Route 347 eastbound, east of Browns Road. Smith Haven Mall The Smith Haven Mall will undergo renovation work that will be completed in 2006. This work will result in a 5,642 m2 (60,732 square foot) net decrease in commercial space at the regional retail center. In addition to the 16,283 m2 (175,268 square feet) of new space that will be constructed, 21,925 m2 (236,000 square feet) will be demolished. The mall is located on NY Route 347 eastbound at Alexander Avenue. Hamlet Estates


II-80

The Hamlet Estates is a 167 home subdivision to be constructed on NY Route 347 westbound at Moriches Road. This single-family housing development is scheduled for completion in 2006.


II-81

Table II-34. Smithtown Baseline Projects

Project Name Location Type(s) of Use Size Completed/Expected Completion

1. Commack Italian Ice

NY Route 454 eastbound at

Lincoln Avenue

Commercial 93 m2 – retail 2005

2. Richwood Estates

NY Route 454 / 347 eastbound;

east of Old Willets Path

Residential 12 homes – residential Indefinitely

3. Panera Bread

NY Route 347 eastbound; west of NY Route 111

Commercial 390 m2 - retail 2005

4. Commerce Bank

NY Route 347 eastbound; west of NY Route 111


5. South Fork (Former

Hospital)

NY Route 347 westbound; west of NY Route 111

Residential 60 +/- units – residential 2006

6. Yellow Top Estates

NY Route 347 westbound

between Plaisted

Avenue and Mount Pleasant

Road

Residential 33 homes – residential 2005

7. Hess

NY Route 347 eastbound at

Mount Pleasant Road


8. Galleria Corner NY Route 347 westbound at Terry Road

Commercial 3187 m2 - retail 10,309 sf – 2005 24,000 sf - 2006

9. DiCanio Office Building

NY Route 347 westbound;

east of Terry Road

Commercial 766 m2 - office 2006

10. Cadillac Dealership

NY Route 347 westbound;

west of Southern

Boulevard

Commercial 1394 m2 –

retail (addition)

2005


II-82

Table II-34. Smithtown Baseline Projects

Project Name Location Type(s) of Use Size Completed/Expected Completion

11. Volkswagen Dealership

Middle Country Road;

west of Southern

Boulevard


12. Sabinsky Medical Office

Southern Boulevard between Middle

Country Road and NY Route

347

Commercial 93 m2 - addition

2005

13. KFC (US Properties)

Middle Country Road

between Southern

Boulevard and Browns Road


14. Country View Properties Lake Avenue;

south of Browns Road

Warehouse 9,290 m2 – warehouse /

office 2006

15. Rainbow South / Nicholas Estates

NY Route 347 eastbound; east

of Browns Road

Residential 16 homes - residential 2005

16. Smithaven Mall

NY Route 347 eastbound at Alexander

Avenue

Commercial

16,282 m2 – retail

(5642 m2 net decrease;

21925 m2 to be demolished)

2006

17. Hamlet Estates NY Route 347 westbound at

Moriches Road Residential 167 homes -

residential 2006

Town of Islip There are no identified proposed developments or parcels under construction within ¼-mile of the project corridor located in the Town of Islip. Town of Brookhaven Listed below are 7 development projects that are pending approval, have been approved or are under construction in the Town of Brookhaven within ¼-mile of the project corridor. These projects include 356 dwelling units and 1,405 m2 (15,128 square feet) of commercial space. Five of the listed projects are currently pending approval.


II-83

Emma Estates The Emma Estates single-family home development is located at NY Route 347 at Woodhull Avenue. The housing subdivision was recently completed. Woodcrest Estates Woodcrest Estates is a proposed 56-home subdivision located on NY Route 347 eastbound at Morgan Avenue. The housing project is pending approval. Bank at Nesconset Center A 342 m2 (3,682 square foot) bank is proposed at Nesconset Center which is located on NY Route 347 westbound, west of Rutland Avenue. The commercial space is under review and approval is pending. Fairfield Knolls at Port Jefferson Station Fairfield Knolls at Port Jefferson Station is a 293-home residential subdivision located on NY Route 347 eastbound, west of Old Town Road. Construction is scheduled for completion of this project in 2006. Port Jefferson Partners Addition A 446 m2 (4,800-square foot) addition of commercial space located on NY Route 347 westbound, west of Rutland Avenue is currently under review. Approvals are pending. Crowe and Daniels A 186 m2 (2,000-square foot) retail structure is under review for a location on NY Route 347 westbound, west of Old Town Road. Approvals are pending. Panera Bread and Lerner Shopping Center A 437 m2 ( 4,700-square foot) retail structure is under review. The commercial space is proposed for a site on NY Route 347 eastbound, east of NY Route 112. Approvals are pending.


II-84

Table II-35. Brookhaven Baseline Projects

Project Name Location Type(s) of Use Size

Status Completed/

Expected Completion

1. Emma Estates NY Route 347 westbound at

Woodhull Ave Residential 7 homes -

residential 2005

2. Woodcrest Estates NY Route 347 eastbound at

Morgan Avenue Residential 56 homes -

residential Pending

Approval

3. Bank at Nesconset Center

NY Route 347 westbound; west

of Rutland Avenue

Commercial 342 m2- retail Pending Approval

4. Fairfield Knolls at Port Jefferson Station

NY Route 347 eastbound; west

of Old Town Road

Residential 293 homes - residential 2006

5. Port Jefferson Partners Addition


of Rutland Avenue

Commercial 446 m2 - retail Pending Approval

6. Crowe and Daniels


of Old Town Road


7. Panera Bread and Lerner Shopping Center

NY Route 347 eastbound; east of NY Route

112


Village of Lake Grove

There are no identified proposed developments or parcels under construction within ¼-mile of the project corridor located in the Village of Lake Grove.

II.C.1.x. System Elements and Conditions

NY Route 347 begins at the terminus of the NSP in Smithtown and extends approximately 24-kilometer (15 miles) to NY Route 25A in Brookhaven. As such it services a significant number of long range trips destined to the west along NSP. In addition, it plays an important role in carrying more local home to work or shopping trips. Similar to many other corridors in the region, the presence of a significant number of access points (driveways) and signals throughout this corridor, results in major travel delays during peak travel periods. On the other hand, the presence of a controlled raised median has


II-85

limited the significant accident patterns at signalized intersections that are common on many other Long Island roadways. Without the raised median overall accidents would be expected to be much higher. As such, this roadway is better suited than some others to major changes in the capacity. Long range considerations of other transportation projects like the HOV lane on the LIE, Sunrise Highway expansion projects, NY Route 112 and Middle Country Road improvements and improved regional transit proposals were incorporated into the development of the future growths rates for this corridor. The impact of these considerations resulted in a mitigation of the total expected growth in this corridor as the development of other major transportation corridors and transit options became more attractive trip options. Direct coordination of design and / or construction of this project should be expected with previously discussed PINs 0011.41, 0016.21, 0041.96 / 0T1967, 0077.08. Projects further to the east and south such as 0016.20 and 0042.17 are less likely to have a direct impact on this project. The Northern State Parkway study of is not sufficiently underway to consider possible coordination needs. Additionally, it will be necessary to maintain contact with Suffolk County Department of Public Works (SCDPW) as they develop proposals for CR97 to provide any necessary coordination. It is expected that this project will improve mobility along congested local roadways as existing trips return to an improved NY Route 347 corridor, which they currently avoid. TSM improvements in the form of upgraded signal equipment and improved closed loop systems have been utilized and expanded within the corridor for years. However, expected travel demands will exceed the ability of TSM measures alone to maintain the functionality of this roadway. Long range system elements needs are fully described in the the New State Department of Transportation publication entitled The “NYSDOT Region 10 Long Island Transportation Plan (LITP) 2000 Study”. The LITP 2000 Study, outlines strategies for multi-modal alternatives to help mitigate cross-island roadway congestion. It heightens the proposed alternatives that would improve roadway congestion specifically along NY Route 347. Construction of the baseline project alone would not aid in achieving the goals and objectives previously discussed, instead congestion conditions would worsen as a result of future proposed land development projects.

II.C.2. Needs

II.C.2.a. Project Level Planning Needs

Pavement Needs The pavement as reported by the New York State Department of Transportation is in good condition throughout the project limits.


II-86

Safety Needs The presence of significant Priority Investigation Locations (PILs), Safety Deficiency Locations (SDLs) and Priority Investigation Intersections (PIIs) within the project limits, along with an average accident rate significantly higher than the state-wide average, indicate significant safety deficiencies. These safety deficiencies include: • Rear-end accidents resulting from close signal spacings and congestion • U-turn movements from median openings at high-volume locations without storage

bays to accommodate turning vehicles • Frequent driveways entering and exiting the roadway from abutting commercial

properties Capacity Needs This corridor currently experiences significant delays at a number of key intersection locations impacting the average travel time in the corridor during various times of the day. This condition will become significantly worse, if no improvements are made, as the traffic demand increases beyond the practical capacity of numerous more intersections. Under the existing conditions the number of intersections operating near / at /above constrained conditions during at least one peak period will increase from 13 intersections (1-F, 3-E and 9-D) to 23 intersections (12-F, 3-E and 8-D). Average delay time for each vehicle will increase from 24 minutes to 35 minutes or about 45%. It is necessary to provide major capital improvements to this corridor to correct / mitigate existing and projected area delays. Bridge Structural Needs There are no existing bridges in the NY Route 347 corridor. Drainage Needs There are no reported routine flooding problems. Environmental Needs The project corridor contains 14 delineated wetland areas that are further described in Volume I, Chapter IV. Many of which are high quality wetlands. The project is planned to be constructed with sidewalks and shoulders on both sides of the roadway. To do so would disturb identified high quality wetlands in some areas of this project that could otherwise be completely avoided. As a result, environmental initiatives are being considered that include elimination of the sidewalk on one side of the roadway, elimination of the sidewalk on one side of the roadway in combination with a reduction in shoulder width, and elimination of the sidewalk on one side of the roadway in combination with a reduction in shoulder width in combination with cantilevered retaining walls.


II-87

The decision to incorporate any or all these measures will need to consider their benefits as well as their costs. Additionally, any compromise to safety by the reduction of shoulder will also need to be considered. For a detailed tabulation of benefits and costs associated with the retaining walls, refer to Chapter IV of Volume I.

II.C.2.b. Corridor or Area Planning Needs Modal Interrelationship Roadway improvements that reduce travel times will be beneficial to all vehicles that use the facility, including buses, commuter vehicles, and trucks, and to rail commuters en route to an MTA/LIRR rail station. The replacement of signalized intersections at the selected high traffic volume locations with grade-separated interchanges would eliminate a major source of vehicle delay and a major contributing factor to the excessive number of rear-end collisions that occur along NY Route 347. The selected interchanges would allow free flow not only along NY Route 347 but also to the north-south arterials crossing NY Route 347. This will also increase the capacity of the cross roads at these locations. System Needs NY Route 347 classified as a Principal Arterial Connecting Link, is the major arterial serving the north central portion of Suffolk County. Its importance to this area is underscored by the absence of other quality facilities within the corridor. It serves as the connecting linkage in the area to the Long Island Expressway and the Northern State Parkway from the north and east. Maintenance of reasonable travel conditions in this corridor is crucial to the movement of people and goods in this area of Long Island. Mobility Needs NY Route 347 operates at capacity during the peak hours. Within the hierarchy of the regional highway network, the inability of NY Route 347 to accommodate additional traffic has an adverse effect on other portions of the network, because it forces motorists to use alternate routes which are not equipped to handle the increased traffic demand. Nearly 60 percent of the roadways on Long Island already operate at capacity during peak periods. The net effect is increased travel times and reduced travel speeds throughout the corridor which impedes the movement of people and goods. Of all the highways in the corridor, NY Route 347 is best suited for accommodating future traffic growth and diverting traffic from parallel facilities that are incapable of accommodating this growing demand. There are only small remaining gaps in the signal interconnect system along NY Route 347; however, it is anticipated that prior to construction of this corridor project, the interconnect system will be complete. Additionally, this project will need to upgrade and modify the interconnect system to meet the needs of the improved corridor. ITS


II-88

improvements for the corridor include expansion of the regional INFORM traffic monitoring system to this corridor. Note: Increased capacity along NY Route 347 will also result in higher mobility on parallel roadways. Social Demands and Economic Development The NY Route 347 Corridor has shown significant growth since it was incorporated into the state highway system. The nature of development has changed along the roadway from one of a sparsely-developed rural setting with a minimum of support uses to a densely suburbanized corridor with a large variety and quantity of land uses capable of supporting the local and regional population. With this growth, the ability of the existing roadway to efficiently move traffic has significantly diminished. The estimated cost of time lost to roadway users because of traffic delays along NY Route 347 is in tens of million dollars per year. Nearly the same amount is expended for personal injury and property loss resulting from accidents along the roadway due to the poor levels of service, the multiple left turns, and numerous median breaks. An improvement in NY Route 347 roadway capacity would reduce travel times along the road and alleviate opportunities for accidents. These improvements would meet the social demands of road users to travel to their destinations more quickly and safely than the existing roadway configuration permits. Future plans along the roadway especially in the central and eastern sections of NY Route 347 anticipate a significant increase in commercial and residential developments. Currently a minimum of 24 development projects ranging from recreational, to commercial, to residential either recently constructed or are planned along NY Route 347. The construction of these projects will further diminish the roadway's ability to efficiently and safely move traffic. Improvements to increase the capacity of NY Route 347 will aid in the economic development and sustainability goals of the affected towns which approved these developments by providing for the efficient movement of goods and people.

II.C.2.c. Transportation Plans

Regional transportation officials have continually recognized the importance of NY Route 347 to the regional transportation system. As such, this project is an important element in the regions transportation goals. As discussed in section II.C.1.f, this project is listed in the current Transportation Improvement Plan (TIP) as a series of 5 construction projects. The TIP is a report by the New York Metropolitan Transportation Council (NYMTC) which is the regions Metropolitan Planning Organization. The TIP serves as an enabling document to secure federal funding for regional transportation improvements through the U.S. Department of Transportation. Based on recent updates to the project estimate, passage of the 2005


II-89

Bond Act and the development of new federal guidance for finance planning; both the regional program and TIP will need to be updated. The Route 347 project was a component of the LITP 2000 region wide analyses, which identified deficiencies to the transportation system and provided a plan for implementing solutions. Route 347 was evaluated as an improvement option for the region. As part of the LITP analysis, a transportation model was used to estimate and forecast travel demand for the region and to evaluate specific improvements, including Route 347. In addition to direct impacts, the model also analyzed the cumulative impacts resulting from changes to travel demand.


II-90

II.D. Project Objectives II.D.1. Goals As discussed in Section 2.B. above, the project has undergone a comprehensive evolutionary process that began in the early 1990’s. Since then, the goals of this project have been modified to reflect input received from the public, corridor stakeholders, and local elected officials. The current project goals are defined as follows: II.D.2. Project Objectives The overall goals and objectives of this project are to correct system-wide problems to improve safety and mobility in the NY Route 347 Corridor. Additionally, key community characteristics and sensitive environmental areas are to be addressed and mitigation measures employed. The following objectives to meet the project goals described above have been developed for the NY Route 347 Corridor Improvement Project in recognition of community and environmental concerns: Goal I: Increase safety and efficiency for the traveling public Objective 1. Minimize potential for and severity of crashes by implementing measures that

reduce accidents. Objective 2. Maximize ease of management of incidents and maintenance that reduces

incident response times Objective 3. Eliminate unsafe drainage conditions Objective 4. Reduce existing conflicting and unsafe traffic movements, and implement other

measures that are known to reduce the number and severity of traffic accidents and crash rates.

Objective 5. Eliminate unjustified non-standard and non-conforming features. Goal II: Increase capacity, improve mobility and reduce travel time by developing

efficient highway improvements that provide congestion relief without changing existing traffic pattern

Objective 1. Reduce existing peak hour corridor travel time in both eastbound and

westbound directions to reduce delay and improve travel time reliability. Objective 2. Improve roadway geometry and lane configuration to achieve an improved

operating speed Objective 3. Improve intersection capacity and operations to minimize delay and provide a

minimum Level of Service “D” for the NY Route 347 mainline approaches from the estimated time of completion plus 20 years.

Objective 4. Eliminate choke points and reduce conflicting traffic movements thereby reducing vehicle hours of delay.

Objective 5. Provide reasonable Travel Demand Management (TDM) and Transportation System Management (TSM) strategies.

Objective 6. Provide reasonable access control measures. Goal III: Provide a transportation system that fits within project constraints identified

through public involvement activities or standard design and environmental criteria


II-91

Objective 1. Promote economic sustainability. Objective 2. Progress alternatives that can be timely constructed from reasonable fund

sources. Objective 3. Minimize impacts to abutting properties and associated right-of-way

acquisition costs. Objective 4. Avoid significant social, economic, and environmental impacts. Objective 5. Reduce energy consumption. Objective 6. Provide prudent solutions that are constructible and provide reasonable and

safe maintenance and protection of traffic schemes. Objective 7. Provide community-sensitive solutions that minimize public and public official

controversy.

ii. project identification, evolution, …...ny route 347 safety and mobility improvement project...

Documents