Mineola Village Green

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2 Traffic Impact Analysis Report Mineola Village Green nd Street Mineola, New York Prepared for Mineola Metro LLC c/o Lalezarian Properties 1999 Marcus Avenue, Suite 310 Lake Success, NY Prepared by 100 Motor Parkway, Suite 135 Hauppauge, New York (631) October 2014

3 Table of Contents 1.0 Introduction... 1 Project Description... 1 Study Methodology Existing Conditions... 4 Roadways and Intersection Conditions... 4 Old Country Road... 4 Mineola Boulevard / Franklin Avenue nd Street... 5 Main Street... 5 Station Plaza North... 5 Intersections Description... 8 Old Country Road at Mineola Boulevard /Franklin Avenue... 8 Mineola Boulevard at 2 nd Street... 9 Main Street at 2 nd Street Main Street at Station Plaza North Existing Traffic Volume Data Accident History Future Conditions No Build Condition Background Traffic Growth Other Planned Developments Build Condition Project-Generated Traffic Volumes Transit -Oriented Development Trip Distribution and Assignment Traffic Operations Analysis Level of Service and Delay Criteria Software Level of Service Analysis Analysis Results Parking Off-Street Parking On-Street Parking Impacts Conclusions List of Figures Figure 1 - Location Map... 2 Figure 2 - Key Intersections... 7 Figure 3 - Existing - AM Peak Figure 4 - Existing - PM Peak Figure 5 - Site Generated Traffic - AM Peak... 28

4 Figure 6 - Site Generated Traffic - PM Peak Figure 7 - Site Generated Traffic Saturday Midday Peak Figure 8 - Build - AM Peak Figure 9 - Build - PM Peak Figure 10 - Build Saturday Midday Peak List of Tables Table 1 Accident Data Summary Table 2 Trip Generation Projections Table 3 Signalized Intersections Level of Service AM Peak Hour Table 4 Signalized Intersections Level of Service PM Peak Hour Table 5 Signalized Intersections Level of Service Saturday Midday Peak Hour Table 6 - Unsignalized Intersections Level of Service AM Peak Hour Table 7 - Unsignalized Intersections Level of Service PM Peak Hour Table 8 - Unsignalized Intersections Level of Service Saturday Midday Peak Hour Table 9 Table of Off-street Parking Requirements Appendices Appendix A: Appendix B: Appendix C: Manual Turning Movement Counts LOS Definitions Synchro Level of Service Analysis Worksheets

5 1.0 Introduction This study summarizes the comprehensive evaluation of the potential traffic impacts associated with the proposed mixed-use development of residential and retail space in Mineola, New York. The purpose of this study is to determine if there are any significant traffic impacts due to the proposed project and to evaluate and propose mitigation measures, if required. This report presents the findings of the traffic study and summarizes the data collection process, traffic analysis procedures, and study conclusions. Based on the results of the study, more completely described herein, it has been concluded that the development of subject project will not have a significant impact on the study intersections or roadway network. Project Description Mineola Metro LLC., is proposing to build the mixed-use Mineola Village Green consisting of 296 apartments, approximately 6,975 square feet of retail space and 6,975 square feet of restaurant space on a 1.51±-acre site located between Station Plaza North and 2 nd Street, in the Incorporated Village of Mineola, Nassau County, New York. The proposed development would be served by three access points on 2 nd street and two access points on Station Plaza North. On 2 nd street a pick-up and drop-off loop is proposed along the site frontage that would operate in a counter-clockwise direction. In addition, a second access is proposed near the eastern site boundary to serve a small (10 spaces) parking area for a proposed valet service. Two one-way site driveways would be provided on Station Plaza North; the westerly to allow for entry into the proposed parking garage and the easterly to provide egress from the garage. The project location is depicted in Figure 1 on the following page. Introduction 1

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7 Study Methodology The following describes the methodology used in this traffic study: The project site plan and related documents were reviewed to obtain an understanding of the project scope and layout. A review was made of the adjacent roadway system and the key intersections that might be significantly impacted by the proposed project were identified. Field inventories were made to observe the number and direction of travel lanes at the key intersections, along with signal timing, phasing and cycle lengths. Accident data for the most recent three-year period for the study area was obtained, tabulated and summarized. Turning movement counts were collected at the key intersections using Miovision cameras during weekday a.m. and p.m. peak periods and midday peak period on a typical Saturday. The existing traffic volumes at the key intersections were expanded to the future No- Build year (assumed to be 2017). Any other significant other planned developments in the vicinity of the project were identified and the traffic associated with those developments was included in No-Build analysis. The traffic generated by the proposed mixed-use development was projected based on recognized traffic engineering standards. The site-generated volumes were distributed along the adjacent roadway network and were added to the No-Build volumes to produce the proposed Build volumes. Capacity analyses were performed for the key intersections for the Existing, No-Build and future Build conditions. The results of the analyses for the Existing, No-Build, and Build conditions were compared to assess any significant traffic impacts due to the proposed project. The site access points were evaluated. The adequacy of the proposed parking was evaluated and the site layout was reviewed. The need for traffic mitigation measures was evaluated. Introduction 3

8 2.0 Existing Conditions Evaluation of the transportation impacts associated with the proposed mixed-use development requires a thorough understanding of the current transportation system in the project study area. Existing transportation conditions include roadway geometry, traffic control devices, peak-hour traffic volumes, and roadway operating characteristics. An inventory of available information on local roadways and traffic control in the vicinity of the project sites was compiled. The following sections present a summary of this information. Roadways and Intersection Conditions The principal roadways and intersections in the project area are described below. The descriptions of the roadways and key intersections include the geometric conditions and traffic control characteristics. Roadways Old Country Road Old Country Road is a major Nassau County arterial road that runs in an east-west direction. It runs east from Herricks Road and Rockaway Avenue until it merges with Jericho Turnpike (NYS Route 25) in Huntington. The segment included in this study provides two travel lanes in each direction. The posted speed limit along Old Country Road in the study area is 30 miles per hour (mph), and metered on-street parking is permitted on some segments on the north side. The New York State Department of Transportation (NYSDOT) forecast for 2012 puts the annual average daily traffic (AADT) on the segment of Old Country Road under study at approximately 32,500 vehicles per day. Existing Conditions 4

9 Mineola Boulevard / Franklin Avenue Mineola Boulevard/Franklin Avenue is a north-south Nassau County road that begins at Hillside Avenue (NYS Route 25B) as Mineola Boulevard and runs south to Old Country Road. South of Old Country Road to its merge with Peninsula Boulevard it is designated a Franklin Avenue. Mineola Boulevard runs along the west side of the project site and it generally provides one travel lane in each direction. No parking is permitted on Mineola Boulevard/Franklin Avenue in the vicinity of the project area. The posted speed limit along Mineola Boulevard in the study area is 30 mph. The NYSDOT forecast for 2012 puts the AADT on the segment of Mineola Boulevard under study at approximately 21,500 vehicles per day. 2nd Street 2nd Street in the study area runs east from Winthrop-University Hospital until it dead ends just east of Senate Street. The segment of 2 nd street adjacent to the site is a Nassau County Roadway. Parking is permitted on both sides of the roadway adjacent to the site. The posted speed limit along 2nd Street in the study area is 30 mph. The NYSDOT forecast for 2012 puts the AADT on the segment of 2nd Street under study at approximately 16,500 vehicles per day. Main Street Main Street is a north-south road that runs south from Harrison Avenue to Old Country Road. Between Old Country Road and 1 st Street to the north, Main Street is a Nassau County Roadway. Main Street is located to the east of the project site and it provides one travel lane in each direction north of 3 rd Street. One lane of northbound only travel is provided between Old Country Road and 3 rd Street. Metered on-street parking is available on both sides of Main Street north of the LIRR tracks. The posted speed limit along Main Street in the study area is 30 mph. The NYSDOT forecast for 2012 puts the AADT on the segment of Main Street under study at approximately 6,600 vehicles per day. Station Plaza North Station Plaza North is a local road along the north side of the LIRR tracks and provides access to the Mineola LIRR Station, connecting 3 rd Avenue to Main Street. The segment west of Main Street is one-way and allows westbound traffic only. It is recommended this segment would be converted to a two-way road to facilitate the development. This roadway east of Main Street is not a through street but provides access to a parking lot and allows two-way traffic. Parking is permitted on both sides of the roadway on the segment adjacent to the project site. There is no posted speed limit on Station Plaza North. Existing Conditions 5

10 Study Area Intersections To determine the potential traffic impacts of the proposed development, the following four key study area intersections were analyzed under the Existing, No Build, and Build Conditions: Old Country Road at Mineola Boulevard /Franklin Avenue Mineola Boulevard at 2 nd Street Main Street at 2 nd Street Main Street at Station Plaza North These intersections are shown in Figure 2. Existing Conditions 6

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12 Intersections Description Old Country Road at Mineola Boulevard /Franklin Avenue The intersection of Old Country Road (east-west) and Franklin Avenue/Mineola Boulevard (northsouth) is four-legged signalized intersection. The eastbound and westbound approaches provide an exclusive left-turn lane, two through lanes and an exclusive right-turn lane. The northbound approach provides an exclusive left-turn lane, a through and an exclusive right-turn lane. The southbound approach provides an exclusive left-turn lane, a through lane, and a shared through/right-turn lane. The intersection is controlled by a multiphase signal with the following phasing: Protected East-West left turns East-West through with permitted left turns Protected North-South left turns with East-West right-turn overlaps North-South movement with permitted left turns Existing Conditions 8

13 Mineola Boulevard at 2 nd Street The intersection of 2 nd Street (east-west) and Mineola Boulevard (north-south) is a fivelegged signalized intersection with four active approaches. Parallel to the northbound approach just west of the intersection is the Mineola Boulevard Extension that allows only entering (southbound) traffic. The eastbound approach provides an exclusive left-turn lane and a shared through and right-turn lane. The westbound approach provides a shared leftturn/through/right-turn lane. The northbound approach provides one left-turn lane, one through lane, and one shared through/right-turn lane. The southbound approach provides one left-turn lane and one shared through/right-turn lane. The intersection is controlled by a multiphase signal with the following phasing: Protected northbound left turn and through North-South movements with permitted left turns East-West movements with permitted left turns Existing Conditions 9

14 Main Street at 2 nd Street The intersection of 2 nd Street (east-west) and Main Street (north-south) is a four-legged unsignalized intersection. Each approach provides a shared left-turn/through/right-turn lane. The approaches are controlled by all-way stop. Existing Conditions 10

15 Main Street at Station Plaza North The intersection of Station Plaza North (east-west) and Main Street (north-south) is a fourlegged unsignalized intersection with three active approaches. Eastbound traffic on Station Plaza North is not permitted. Each active approach provides a single left-turn/through/rightturn lane. The westbound approach is stop controlled. Existing Traffic Volume Data Intersection turning movement counts at the key intersections were collected using Miovision cameras on a typical weekday during the AM and PM peak hours. The counts were performed on Thursday, September 11 and Tuesday, October 21, 2014 during the a.m. peak period from 7:00 a.m. to 9:00 a.m. and during the p.m. peak period from 4:00 p.m. to 6:00 p.m. as well as on Saturdays September 13, 2014 and October 18, 2014 from 11:00 a.m. to 2:00 p.m. These time periods typically reflect the heaviest traffic flows coinciding with commuter and shopping activities. Summaries of the turning movement counts are provided in Appendix A The existing peak hour weekday a.m., p.m. and Saturday midday traffic volumes are shown in Figures 3, 4 and 5, respectively. Existing Conditions 11

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19 Accident History Accident data from NYSDOT Accident Location Information System (ALIS) records for the most recent available three-year period were requested. Accident Verbal Description Reports (VDRs) for the period January 1, 2011 through December 31, 2013 were obtained and tabulated for the following roadway segments: Segment of Mineola Boulevard - From Old Country Road to 2 nd Street Segment of 2 nd Street From Mineola Boulevard to Main Street Segment of Main Street From 2 nd Street to Station Plaza North Segment of Station Plaza North From Mineola Boulevard to Main Street Table 1 below provides a summary of the most recent history of the intersections and nonintersection accidents. Table 1 Accident Data Summary Accident Severity Accident Type Intersection/Segment Fatality Injury Property Damage Only Non-Reportable Rear End Overtaking Right Angle Left Turn Right Turn Fixed Object Head On Pedestrian Parked Vehicle Backing Other/ Unknown Old Country Road & Mineola Boulevard/Franklin Avenue Mineola Boulevard & 2nd Street Mineola Boulevard - Non Intersection Accidents Main Street & 2nd Street Main Street & Station Plaza North Station Plaza North - No Intersection Accidents At Old Country Road & Mineola Boulevard/Franklin Avenue, during the three-year study period a total of 62 accidents were reported to have occurred. There were no fatalities, 15 accidents resulted in personal injury, 25 accidents resulted in property-damage only and 22 accidents were classified as non-reportable. The accident types with the highest incident rates were rear-end collisions (29 accidents 47%) and overtaking (16 accidents 26%). There was one accident that involved a pedestrian and there were 6 accidents that were classified as other/unknown type. Existing Conditions 15

20 At Mineola Boulevard & 2 nd Street, a total of 44 accidents were reported to have occurred. There were no fatalities, 13 accidents resulted in personal injury, 12 accidents resulted in property-damage only and 19 accidents were classified as non-reportable. The accident types with the highest incident rates were overtaking (15 accidents 34%) and rear-end collisions (10 accidents 23%) and. There were six accidents that involved pedestrians. Non-intersection accidents on Mineola Boulevard, a total of 3 accidents were reported to have occurred. There were no fatalities, 2 accidents resulted in personal injury, and one accident resulted in property-damage only. Two accidents were rear-end collisions and third was a collision with a fixed object. At Main Street & 2 nd Street, a total of 5 accidents were reported to have occurred. There were no fatalities, one accident resulted in personal injury, one accident resulted in propertydamage only and 3 accidents were classified as non-reportable. The accident types with the highest incident rates were collision with parked vehicles (2 accidents 40%). There was one accident that involved a pedestrian and one that was classified as other/unknown type. At Main Street & Station Plaza North, a total of 8 accidents were reported to have occurred. There were no fatalities, 2 accidents resulted in personal injury, 5 accidents resulted in property-damage only and one accident was classified as non-reportable. The accident types with the highest incident rates were collision with fixed objects (2 accidents 25%). There were 3 accidents that was classified as other/unknown type. On Station Plaza North, one accident was reported, a right-angle collision that was classified and non-reportable. Existing Conditions 16

21 3.0 Future Conditions An analysis of future conditions, both with and without the proposed expansion ( Build and No-Build conditions, respectively), was performed to evaluate the effect of the proposed development on future traffic in the area. The No-Build condition represents the future traffic conditions that can be expected to occur, whether the proposed development is constructed or not. The No-Build condition serves as a comparison to the Build condition, which represents expected future traffic conditions resulting from both project- and non-project-generated traffic. Traffic volumes in the study area were projected to the year 2017, reflecting the year when the project is expected to be completed. No Build Condition No-Build traffic volumes include all existing traffic, additional traffic volume due to background traffic growth, and any new traffic due to other planned developments in the area. Background Traffic Growth To account for increases in general population and background growth not related to the proposed project, an annual growth factor was applied to existing traffic volumes. Based on the NYSDOT Long Island Transportation Plan (LITP), the growth rate anticipated is 0.6% per year. Therefore, a total growth rate of 1.8% was applied to the existing traffic data to develop the background traffic based on the anticipated Build year in three years or Future Conditions

22 Other Planned Developments In addition to the three-year expansion of existing traffic volumes to 2017, expected traffic from future planned developments in the vicinity of the proposed project was included to develop traffic volumes under the No-Build condition in Three other planned developments (OPD) were identified that may have a measurable impact on traffic operations in the vicinity of the proposed project. They were: The Winston, a 275-unit residential apartment complex located on the north side of Old Country Road between Main Street and Willis Avenue. It is estimated that this development is likely to add 146 trips (29 entering and 117 exiting) during the a.m. peak hour, 177 trips (115 entering and 62 exiting) during p.m. peak hour and 149 trips (74 entering and 75 exiting) during Saturday midday peak hour. 250 Old Country Road, a 315-unit rental apartment development located on the northside of Old Country Road between 4 th Avenue and 3 rd Avenue. It is estimated that this development is likely to add 113 trips (19 entering and 94 exiting) during the a.m. peak hour and 134 trips (90 entering and 44 exiting) during p.m. peak hour and 122 trips (66 entering and 56 exiting) during the Saturday midday peak hour. Winthrop Hospital Research Building, located a block east of the main campus of Winthrop University Hospital, this building is likely to generate 45 trips (all entering) during a.m. peak hours and 45 trips (all exiting) during p.m. peak hour. To obtain the 2017 No-Build traffic volumes at the study intersections, the trips anticipated to be generated by the other planned developments in the area were added to the existing traffic volumes plus background traffic growth. The other planned development traffic volumes for the weekday a.m., p.m. and Saturday midday peak hours are shown in Figure 6. The No-Build volumes for the a.m., p.m. and Saturday midday peak hours are shown in Figures 7, 8 and 9, respectively. 18 Future Conditions

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27 Build Condition To estimate the traffic impact of the proposed development, it is necessary to determine the traffic volumes expected to be generated by the proposed project. Project-Generated Traffic Volumes To estimate the project-generated traffic for the proposed mixed-use development, a review was undertaken of available trip generation data sources, including the reference published by the Institute of Transportation Engineers (ITE), Trip Generation, 9 th Edition. This widely utilized reference source contains trip generation rates for the uses, including Mid-rise Apartments (Land Use Code #222), Retail Space (Land Use Code #820), and Quality Restaurant (Land Use Code #931). Transit -Oriented Development The proposed apartment building is characterized as a transit-oriented development (TOD) based on its proximity to mass transit. The development is located a short distance from the Mineola Long Island Rail Road (LIRR) station and Mineola Intermodal Center, as shown in Figure A below. Site Mineola Intermodal Center Fig A: Proximity of LIRR Station and Intermodal Center to the Site 23 Future Conditions

28 Located on the Oyster Bay, Port Jefferson and Ronkonkoma branches of LIRR, the Mineola LIRR Station is well served by train service. The LIRR operates 24-hours-a-day, 7-days-aweek, including all holidays, with service intervals varying by destination and time of day. The frequency of the service is good, with convenient connections to reach New York City and parts of Nassau, Suffolk and Queens Counties. The development is also well served by bus service. The Nassau Inter-County Express or NICE (formerly MTA Long Island Bus) offers bus service to the Mineola Intermodal Center, which is a short distance from the proposed development on 3 rd Street, as shown in Figure A. The NICE services have convenient connections to destinations throughout Nassau, Suffolk and Queens Counties. The proximity of the development to mass transit will significantly reduce vehicle trips, as many people will use the train and bus services for their commute to and from work. The available studies on TODs show a reduction in vehicle trips by as much as 50% compared to non-tod developments. In order to take a conservative approach, this study assumes, due to proximity to mass transit, a reduction in trip generation for the residential portion of the development of only a 25% during a.m. and p.m. peak periods and 15% reduction during Saturday midday peak period. The site of the proposed mixed-use development is currently occupied by commercial uses. The traffic currently being generated by these uses will be eliminated with the sites redevelopment. No credit was taken for these trips resulting in a high-side conservative estimate of impacts in this study. Table 2 shows the anticipated site trip generation adjusted to account for the effect of TOD. 24 Future Conditions

29 Table 2 Trip Generation Projections Project Component Component Size AM Peak PM Peak Saturday Midday Peak 1 APARTMENTS ITE # 222 Mid-Rise Apartments with 296 Units TOD Credit 2 RETAIL SPACE ITE # 820 Shopping Center RESTAURANT ITE # 931 Quality Restaurant 6,975 SF 6,975 SF Rate = 0.23 Rate = 0.29 Rate = 0.49 Entering Exiting Entering Exiting Entering Exiting 31% 69% 58% 42% 54% 46% Total = 67 Total = 87 Total = 146 Rate = 0.96 Rate = 3.71 Rate = 4.82 Entering Exiting Entering Exiting Entering Exiting 62% 38% 48% 52% 52% 48% Total = 7 Total = 26 Total = 34 Rate = 0.81 Rate = 7.49 Rate = Entering Exiting Entering Exiting Entering Exiting 50% 50% 67% 33% 59% 41% Total = 6 Total = 53 Total = 76 AM Peak Hour Trips PM Peak Hour Trips Sat Peak Hour Trips TOTALS Entering Exiting Entering Exiting Entering Exiting LUC # 221 Low-rise Apartments was used to estimate the Saturday peak hour demand since no data was available under LUC#222 Mid-rise Apartments 2 The trip generation rates for apartments were adjusted down by 25% for the weekday peak hours and 15% for the Saturday peak hour to account for the effect of TOD Trip Distribution and Assignment It is noted that, to support the establishment of an efficient site exit on Station Plaza North, it is proposed to convert the segment of Station Plaza North east of the site exit to two-way operation. Without the conversion of a segment of this roadway to two-way operation, all vehicles exiting the site would be forced to travel west, through the immediate area surrounding the railroad station. With the two-way operation on the eastern segment, motorists leaving the site will have the ability avoid this area. The trips generated by the proposed mixed-use development were distributed to the adjacent roadways based on the layout of the adjacent roadway network, likely destinations and the location of the site driveways. The trip distribution percentages, shown in Figure 10, were then applied to the site generated traffic and assigned to the local roadway network. The resulting site generated traffic volumes for the weekday a.m., p.m. and Saturday midday peak hours are shown in Figures 11, 12 and 13, respectively. 25 Future Conditions

30 To determine the 2017 Build traffic volumes, the site generated trips were added to the No- Build traffic volumes at the key intersections. The resulting 2017 Build traffic volumes for the weekday a.m., p.m. and Saturday midday peak hours are shown in Figures 14, 15 and 16, respectively. 26 Future Conditions

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38 4.0 Traffic Operations Analysis To assess quality of traffic flow in the area, roadway capacity analyses were conducted with respect to the Existing condition and No-Build and future Build conditions. These capacity analyses provide an indication of the adequacy of the roadway facilities to serve the anticipated traffic demands. Level of Service and Delay Criteria The evaluation criteria used to analyze area intersections in this traffic study are based on the 2000 Highway Capacity Manual (HCM). The term level of service (LOS) is used to denote the different operating conditions that occur at an intersection under various traffic volume loads. It is a qualitative measure that considers a number of factors including roadway geometry, speed, travel delay, and freedom to maneuver. LOS provides an index to the operational qualities of a roadway segment or an intersection. LOS designations range from A to F, with LOS A representing the best operating conditions and LOS F representing the worst operating conditions (see Appendix B for specific LOS definitions). Software The capacity analyses were conducted using the traffic analysis and simulation software Synchro, version 8, a computer program developed by Trafficware Ltd. Synchro is a complete software package for modeling and optimizing traffic signal timing. Synchro adheres to and implements the guidelines and methods set forth in the 2000 Highway Capacity Manual, Chapters 16 and 17. This analysis methodology was used to evaluate the ability of an intersection or roadway to efficiently handle the number of vehicles using the facility. Synchro was used to model and analyze the Existing, No-Build and Build conditions at the key intersections. For simulating the model, its companion traffic simulation software, SimTraffic, also developed by Trafficware, was used. SimTraffic is a traffic simulation and animation software program that includes vehicle and driver performance characteristics as developed by the Federal Highway Administration (FHWA). 34 Traffic Operations Analysis

39 Level of Service Analysis Level of Service (LOS) analyses were conducted for the Existing, No-Build and Build conditions for each of the key intersections. Analysis Results The results of the capacity analyses for each of the signalized study intersections for the weekday a.m., p.m. and Saturday midday peak hours are summarized in Tables 3, 4 and 5, respectively, The results of the capacity analyses for each of the unsignalized study intersections for the weekday a.m., p.m. and Saturday midday peak hours are summarized in Tables 6, 7 and 8, respectively. It is noted that in order to support the establishment of an efficient site exit on Station Plaza North, it is proposed to convert the segment of Station Plaza North east of the site exit to twoway operation. Without the conversion of a segment of this roadway to two-way operation, all vehicles exiting the site would be forced to travel west, through the immediate area surrounding the railroad station. With the two-way operation on the eastern segment, motorists leaving the site have the ability to avoid this area. The results presented in Tables 6, 7 and 8 therefore indicate an eastbound approach to this intersection in the Build Condition. This approach is proposed to be STOP controlled. It is also noted that due to the width of the roadway, this change would result in a loss of 6 on-street parking stalls. See the Parking Section of this report for additional details regarding impacts to on-street parking. The detailed capacity analysis worksheets are contained in Appendix C. 35 Traffic Operations Analysis

40 Table 3 Signalized Intersections Level of Service AM Peak Hour Intersection Movement Lane Group Existing 2014 No-Build 2017 Build 2017 Mitigation Delay LOS Delay LOS Delay LOS Delay LOS Old Country Road & Mineola Boulevard / Franklin Avenue Mineola Boulevard & 2nd Street EB WB NB SB EB WB NB SB L 25.4 C 41.1 D 43.5 D T 34.3 C 37.2 D 37.2 D R 16.7 B 17.5 B 17.5 B Approach 29.6 C 34.0 C 34.4 C L 31.1 C 38.9 D 38.7 D T 35.5 D 41.9 D 42.2 D R 17.8 B 19.4 B 19.5 B Approach 31.1 C 36.8 D 37.0 D L 38.7 D 41.1 D 42.4 D TR 43.0 D 43.7 D 43.7 D Approach 41.8 D 43.1 D 43.3 D L 32.8 C 34.2 C 34.6 C TR 35.9 D 35.6 D 35.9 D Approach 35.1 D 35.3 D 35.6 D Overall 34.1 C 37.4 D 37.7 D L 25.2 C 25.0 C 25.1 C 24.9 C TR 45.4 D 45.9 D 45.7 D 45.9 D Approach 42.7 D 43.1 D 42.9 D 43.1 D LTR/LT 65.5 E 72.5 E 84.5 F 68.5 E R 2.1 A Approach 65.5 E 72.5 E 84.5 F 52.4 D L 18.7 B 34.0 C 35.5 D 34.7 C TR 10.2 B 10.6 B 10.6 B 10.6 B Approach 11.8 B 15.5 B 15.8 B 15.6 B L 18.1 B 19.0 B 19.3 B 19.3 B TR 36.6 D 43.4 D 43.7 D 43.7 D Approach 36.0 D 42.4 D 42.6 D 42.6 D Overall 29.6 C 33.5 C 34.9 C 32.2 C 36 Traffic Operations Analysis

41 Table 4 Signalized Intersections Level of Service PM Peak Hour Intersection Movement Lane Group Existing 2014 No-Build 2017 Build 2017 Mitigation Delay LOS Delay LOS Delay LOS Delay LOS Old Country Road & Mineola Boulevard / Franklin Avenue Mineola Boulevard & 2nd Street EB WB NB SB EB WB NB SB L 48.2 D 64.3 E 66.5 E T 46.2 D 55.8 E 56.4 E R 23.9 C 24.0 C 23.9 C Approach 40.8 D 49.4 D 50.3 D L 63.8 E 71.0 E 70.1 E T 41.7 D 48.1 D 52.4 D R 20.3 C 20.6 C 21.1 C Approach 42.2 D 47.6 D 50.0 D L 26.7 C 31.3 C 31.9 C TR 47.1 D 50.4 D 50.6 D Approach 43.1 D 46.4 D 46.7 D L 40.9 D 43.9 D 44.2 D TR 34.6 C 35.8 D 36.1 D Approach 36.1 D 37.8 D 38.1 D Overall 40.9 D 46.1 D 47.2 D L 26.7 C 25.4 C 25.6 C 25.2 C TR 44.4 D 46.0 D 46.0 D 46.0 D Approach 41.6 D 42.9 D 42.9 D 42.9 D LTR/LT 52.5 D 57.6 E 72.2 E 62.4 E R 4.7 A Approach 52.5 D 57.6 E 72.2 E 41.4 D L 13.4 B 22.3 C 23.0 C 23.0 C TR 11.7 B 13.1 B 13.2 B 13.2 B Approach 11.9 B 14.2 B 14.3 B 14.3 B L 21.5 C 28.1 C 34.6 C 34.6 C TR 30.4 C 38.9 D 39.4 D 39.4 D Approach 29.8 C 37.9 D 38.8 D 38.8 D Overall 23.9 C 28.2 C 29.8 C 27.7 C 37 Traffic Operations Analysis

42 Table 5 Signalized Intersections Level of Service Saturday Midday Peak Hour Intersection Movement Lane Group Existing 2014 No-Build 2017 Build 2017 Mitigation Delay LOS Delay LOS Delay LOS Delay LOS Old Country Road & Mineola Boulevard / Franklin Avenue Mineola Boulevard & 2nd Street EB WB NB SB EB WB NB SB L 18.5 B 20.1 C 21.4 C T 38.2 D 42.9 D 44.0 D R 20.3 C 20.8 C 20.9 C Approach 32.3 C 35.7 D 36.3 D L 37.0 D 45.2 D 47.9 D T 27.8 C 30.1 C 31.3 C R 13.4 B 14.3 B 15.0 B Approach 27.6 C 31.1 C 32.6 C L 22.2 C 23.3 C 23.6 C TR 33.9 C 34.5 C 34.9 C Approach 31.8 C 32.4 C 32.7 C L 46.8 D 49.3 D 49.7 D TR 32.6 C 33.3 C 33.4 C Approach 37.2 D 38.5 D 38.6 D Overall 31.7 C 34.0 C 34.8 C L 31.8 C 31.6 C 28.9 C 30.8 C TR 43.3 D 43.1 D 36.8 D 45.0 D Approach 41.3 D 41.1 D 35.4 D 42.5 D LTR/LT 61.3 E 62.2 E 55.8 E 55.7 E R 6.8 A Approach 61.3 E 62.2 E 55.8 E 39.2 D L 6.1 A 6.3 A 7.7 A 7.1 A TR 6.1 A 6.3 A 7.5 A 7.0 A Approach 6.1 A 6.3 A 7.5 A 7.0 A L 11.5 B 11.7 B 15.0 B 14.3 B TR 15.9 B 16.4 B 19.8 B 20.8 C Approach 15.7 B 16.2 B 19.3 B 20.2 C Overall 20.0 B 20.3 C 20.9 C 20.1 C Tables 3, 4 and 5 show that the two signalized intersections of Old Country Road and Mineola Boulevard/ Franklin Avenue and Mineola Boulevard and 2 nd Street are projected to operate with a change in overall intersection delay of less than 2.5 seconds and with no change in overall level of service from the No-Build to Build condition during the three time periods analyzed. However, in the weekday a.m. peak hour the westbound approach to Mineola Boulevard on 2 nd Street changes from LOS E to LOS F with an increase in delay of 12 seconds. Methods of mitigating this increase in delay were explored. Restriping of the existing pavement width on this approach to provide a separate right-turn lane will not only restore the No-Build LOS but improve the LOS of the entire westbound approach to a level better than the No-Build condition in all three peak time periods studied. However, this will necessitate the elimination of two parking spaces on the north side of 2 nd Street closest to the 38 Traffic Operations Analysis

43 intersection. With this mitigation, the effect of the traffic due to the development of the site as proposed does not have a significant impact on the intersections operations. See the Parking Section of this report for additional details regarding impacts to on-street parking. Table 6 - Unsignalized Intersections Level of Service AM Peak Hour Intersection Critical Approach/ Movement Existing 2014 No Build 2017 Build 2017 Delay LOS Delay LOS Delay LOS Main Street & 2nd Street Main Street & Station Plaza North EB 9.4 A 9.6 A 10.0 A WB 9.7 A 9.9 A 10.3 B NB 8.6 A 8.7 A 9.3 A SB 9.3 A 9.5 A 9.7 A Overall 9.4 A 9.6 A 9.9 A EB 11.1 B WB 9.2 A 9.5 A 11.7 B Table 7 - Unsignalized Intersections Level of Service PM Peak Hour Intersection Critical Approach/ Movement Existing 2014 No Build 2016 Build 2016 Delay LOS Delay LOS Delay LOS Main Street & 2nd Street Main Street & Station Plaza North EB 19.0 C 21.9 C 32.3 D WB 11.9 B 12.7 B 14.8 B NB 10.7 B 11.1 B 13.5 B SB 16.9 C 19.0 C 23.1 C Overall 16.2 C 18.2 C 23.8 C EB 12.0 B WB 9.1 A 9.2 A 11.6 B Table 8 - Unsignalized Intersections Level of Service Saturday Midday Peak Hour Intersection Critical Approach/ Movement Existing 2014 No Build 2016 Build 2016 Delay LOS Delay LOS Delay LOS Main Street & 2nd Street Main Street & Station Plaza North EB 9.3 A 9.4 A 11.4 B WB 9.3 A 9.4 A 11.4 B NB 8.4 A 8.4 A 10.7 B SB 8.8 A 8.8 A 9.9 A Overall 9.1 A 9.2 A 11.0 B EB 12.5 B WB 8.8 A 9.0 A 12.3 B 39 Traffic Operations Analysis

44 Tables 6, 7 and 8 show that the two unsignalized intersections of Main Street and 2 nd Street and Main Street and Station Plaza North are projected to operate at acceptable levels of service (LOS D or better) in the Build Condition. 40 Traffic Operations Analysis

45 5.0 Parking Off-Street Parking The off-street parking required is set forth in the Village of Mineola s Zoning Code, which stipulates requirements for the proposed uses, as detailed in requirements for the B-2 District. Table 9 below summarizes the parking requirements for the development and its associated proposed unit breakdown. Table 9 Table of Off-street Parking Requirements Use Requirements per Zoning Code Size / No. of Units Required Off-Street Parking Spaces Proposed Parking B-2 Business 1 Space per 250 SF 6,975 SF 1 Space/ 250SF x 6,975 SF = 28 Spaces 22 B-2 Restaurant 1 Spaces per 200 SF or (1/3 dining seats + ½ bars seats + 1/3 employees) 6,975 SF 1 Spaces/ 200 SF x 6,975 SF = 35 Spaces 22 B-2 Residential 2 Spaces for per Unit 296 Units 2 Spaces/ Units x 296 Units = 592 Spaces 444 (296 units x 1.5 spaces per unit) Total Required The off-street parking proposed for the development includes 488 spaces and is comprised of 478 spaces in a parking garage (accessed via Station Plaza North) and 10 spaces provide along the east side of the property which will be used by the proposed valet operation associated with the restaurant. As such, the proposed site plan falls short of code requirements by 167 space. Based on the foregoing, relaxation for the number of parking spaces is required. However, it is the case that strict interpretation of code requirements often results in the provision of parking far beyond actual demands for certain land uses. This is the case with both retail and 41 Parking

46 residential development. In this particular case, the TOD nature of the development will have a significant effect on actual parking demand for the residential component of the project. Based upon research included in the Effects of TOD on Housing Parking and Travel, 1 TODs, such as the one proposed, create an actual parking demand that is closer to one parking space per unit (or 296 spaces), rather than the 1.5 parking spaces that have been permitted by the Village. This research specifically shows that the residents of TODs have substantially reduced household car ownership. Further, the building s unit mix and the site s location onehalf block from the LIRR Mineola train station and several blocks from Intermodal Center, and its location in the downtown, near a major hospital and government center, which are both substantial employers in the community, strengthens the case for reduced car ownership (and thus less parking demand) in this specific location. Based on known characteristics of the parking requirements for TODs the actual peak demand for residential parking will be close to 296 spaces, resulting in a balance of 192 spaces for the retail and restaurant uses. This balance exceeds even the code requirements for those components. Therefore, the off-street parking proposed for the development will be sufficient to serve the proposed uses. On-Street Parking Impacts As noted previously, the proposed site plan includes an exit drive on Station Plaza North, west of its intersection with Main Street. In order to improve circulation in the vicinity of the site and eliminate the need for all site exiting traffic to travel west into the immediate area of the train station, it is proposed to convert a segment of Station Plaza North from one-way westbound to two-way operation. The segment to be converted is approximately 175 feet in length, from the proposed site exit drive to Main Street. Station Plaza North in the vicinity of the project site currently provides on-street metered parking on both sides of the roadway and the curb-to-curb width is approximately 30 feet. Given this width, the roadway in its current form is too narrow for two-way traffic. As such, the conversion of the approximately 175 foot segment of Station Plaza North will require the elimination of 6 parking stalls. It is recommended that parking be eliminated on the south side of the roadway as accessing parking on the south side east of the proposed driveway could only be done by motorists exiting the parking garage in the eastbound direction. As 5 of these stalls are Handicap Permit stalls, it is recommended that an equivalent number of stalls west of this point on the south side of Station Plaza North be converted to Handicap Permit stalls. The elimination of parking on one side of this segment of Station Plaza North will allow sufficient width for the proposed two-way operation. In addition, as discussed previously, the provision of a separate westbound right-turn lane on the 2 nd Street approach to Mineola Boulevard would eliminate a LOS F on this approach in the Build Condition during the weekday a.m. peak period. In order to establish this lane, which will otherwise fit within the existing pavement width, two parking spaces on the north side of 2 nd Street closest to Mineola Boulevard would need to be eliminated. 1 Arrington, G.B. and Robert Cervero. Effects of TOD on Housing, Parking and Travel (TCRP Report 128). Transit Cooperative Research Program of the Transportation Research Board of the National Academies, Washington, D.C., Parking

47 6.0 Conclusions Based on the results of the analyses conducted for the purpose of this report, we have arrived at the following conclusions: The proposed mixed-use development represents TOD given its composition and proximity to major public transportation hubs. As a TOD it will generate lower levels of automobile traffic and parking demands than a similar development in other areas. The proposed mixed-use development is expected to generate 80 trips during the weekday a.m. peak hour (28 entering and 52 exiting), 166 trips during the weekday p.m. peak hour (98 entering and 68 exiting) and 256 trips during the Saturday midday peak hour (142 entering and 114 exiting). The traffic generated by the proposed development can be accommodated by the adjacent roadway network with the proposed access plan and mitigation identified in this report. To support the establishment of an efficient site exit on Station Plaza North, it is proposed to convert the segment of Station Plaza North east of the site exit to two-way operation. This will allow for exiting traffic from the site to leave without being required to travel west into the immediate area of the train station. The site of the proposed mixed-use development is currently occupied by commercial uses. The traffic currently being generated by these uses will be eliminated with the sites redevelopment. No credit was taken for these trips resulting in a high-side conservative estimate of impacts in this study. The proposed site plan for the development provides 488 parking stalls composed of 478 stalls within the parking garage and 10 on-grade stalls located at the east side of the property that will be utilized by a valet operation associated with the proposed retail/restaurant. Although the proposed site plan falls short of the Village s parking code requirements for the components within the B-2 zone, the parking to be provided will be sufficient to serve the actual expected demand based on the uses and the fact that the proposed constitutes TOD. The traffic associated with the proposed apartment development is not expected to result in any significant change in the frequency or severity of accidents within the project area. 43 Conclusions

48 Based on this study, the development of the proposed TOD will not result in significant adverse traffic impacts in the vicinity of the site, given the proposed mitigation identified herein is implemented. \\nylidata\projects\ Mineola Metro LLC\reports\29292_TIS_Draft_ docx 44 Conclusions

49 Appendix A Description Turning Movement Counts Appendix A

50 TRAFFIC VOLUME DATA OLD COUNTRY ROAD & MINEOLA BOULEVARD MINEOLA, NY Date Collected: 9/11/2014 (Thursday) Start Time Eastbound Westbound Northbound Southbound Cum. TOTAL Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Hourly 7:00 AM :15 AM :30 AM :45 AM ,000 3,703 8:00 AM ,831 8:15 AM ,860 8:30 AM ,839 8:45 AM ,010 3,849 Peak Hour 7:30 AM to 8:30 AM , ,860 PHF HV% 7% 5% 5% 3% N Mineola Blvd 1, , Old Country Road Franklin Avenue Old Country Road AM PEAK HOUR DATA Time: 7:30 AM to 8:30 AM Village Green, Mineola 10/30/2014

51 TRAFFIC VOLUME DATA OLD COUNTRY ROAD & MINEOLA BOULEVARD MINEOLA, NY Date Collected: 9/11/2014 (Thursday) Start Time Eastbound Westbound Northbound Southbound Cum. TOTAL Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Hourly 4:00 PM ,034 4:15 PM ,014 4:30 PM :45 PM ,063 4,089 5:00 PM ,027 4,082 5:15 PM ,068 4,136 5:30 PM ,062 4,220 5:45 PM ,064 4,221 Peak Hour 5:00 PM to 6:00 PM , , , ,221 PHF HV% 4% 2% 3% 2% N 764 1, Mineola Blvd 979 1, ,278 1,029 Old Country Road Franklin Avenue ,109 1,011 Old Country Road AM PEAK HOUR DATA Time: 5:00 PM to 6:00 PM Village Green, Mineola 10/30/2014

52 TRAFFIC VOLUME DATA OLD COUNTRY ROAD & MINEOLA BOULEVARD MINEOLA, NY Date Collected: 9/13/2014 (Saturday) Start Time Eastbound Westbound Northbound Southbound Cum. TOTAL Left Thru Right Total Left Thru Right Total Left Thru Right Total Left Thru Right Total Hourly 11:00 AM :15 AM :30 AM :45 AM ,030 12:00 PM ,188 12:15 PM ,335 12:30 PM ,438 12:45 PM ,515 1:00 PM ,474 1:15 PM ,436 1:30 PM ,294 1:45 PM ,207 Peak Hour 12:00 PM to 1:00 PM , ,515 PHF HV% 4% 2% 3% 2% N Mineola Blvd ,109 1, Old Country Road Franklin Avenue Old Country Road SATURDAY PEAK HOUR DATA Time: 12:00 PM to 1:00 PM Village Green, Mineola 10/30/2014

53 TRAFFIC VOLUME DATA MINEOLA BOULEVARD & 2ND STREET MINEOLA, NY ESCHBACHER VHB Date Collected: 9/11/2014 (Thursday) Start Time Eastbound Westbound Northbound Southbound Cum. TOTAL Left Thru Right Hard Rt Total Hard Lt Bear Lt Thru Right Total Hard Lt Left Thru Right Total Left Thru Bear Rt Right Total Hourly 7:00 AM :15 AM :30 AM :45 AM ,924 8:00 AM ,021 8:15 AM ,023 8:30 AM ,988 8:45 AM ,932 Peak Hour 7:30 AM to 8:30 AM ,023 PHF HV% 2% 2% 4% 4% N Mineola Blvd nd Street Mineola Blvd 2nd Street AM PEAK HOUR DATA Time: 7:30 AM to 8:30 AM AM 29292_TMC_Mineola_2nd 10/30/2014

54 TRAFFIC VOLUME DATA MINEOLA BOULEVARD & 2ND STREET MINEOLA, NY ESCHBACHER VHB Date Collected: 9/11/2014 (Thursday) Start Time Eastbound Westbound Northbound Southbound Cum. TOTAL Left Thru Right Hard Rt Total Hard Lt Bear Lt Thru Right Total Hard Lt Left Thru Right Total Left Thru Bear Rt Right Total Hourly 4:00 PM :15 PM :30 PM :45 PM ,178 5:00 PM ,271 5:15 PM ,316 5:30 PM ,355 5:45 PM ,253 Peak Hour 4:45 PM to 5:45 PM , ,355 PHF HV% 3% 2% 2% 3% N Mineola Blvd nd Street , Mineola Blvd 2nd Street AM PEAK HOUR DATA Time: 4:45 PM to 5:45 PM PM 29292_TMC_Mineola_2nd 10/30/2014