Mineola Village Green

Traffic Impact Analysis Report Mineola Village Green 199 2 nd Street Mineola, New York Prepared for Mineola Metro LLC c/o Lalezarian Properties 1999 Marcus Avenue, Suite 310 Lake Success, NY 11042 Prepared by 100 Motor Parkway, Suite 135 Hauppauge, New York 11788 (631) 787-3400 October 2014

Table of Contents 1.0 Introduction... 1 Project Description... 1 Study Methodology... 3 2.0 Existing Conditions... 4 Roadways and Intersection Conditions... 4 Old Country Road... 4 Mineola Boulevard / Franklin Avenue... 5 2nd 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... 10 Main Street at Station Plaza North... 11 Existing Traffic Volume Data... 11 Accident History... 15 3.0 Future Conditions... 17 No Build Condition... 17 Background Traffic Growth... 17 Other Planned Developments... 18 Build Condition... 23 Project-Generated Traffic Volumes... 23 Transit -Oriented Development... 23 Trip Distribution and Assignment... 25 4.0 Traffic Operations Analysis... 34 Level of Service and Delay Criteria... 34 Software... 34 Level of Service Analysis... 35 Analysis Results... 35 5.0 Parking... 41 Off-Street Parking... 41 On-Street Parking Impacts... 42 6.0 Conclusions... 44 List of Figures Figure 1 - Location Map... 2 Figure 2 - Key Intersections... 7 Figure 3 - Existing - AM Peak... 12 Figure 4 - Existing - PM Peak... 13 Figure 5 - Site Generated Traffic - AM Peak... 28

Figure 6 - Site Generated Traffic - PM Peak... 29 Figure 7 - Site Generated Traffic Saturday Midday Peak... 30 Figure 8 - Build - AM Peak... 31 Figure 9 - Build - PM Peak... 32 Figure 10 - Build Saturday Midday Peak... 33 List of Tables Table 1 Accident Data Summary... 15 Table 2 Trip Generation Projections... 25 Table 3 Signalized Intersections Level of Service AM Peak Hour... 35 Table 4 Signalized Intersections Level of Service PM Peak Hour... 37 Table 5 Signalized Intersections Level of Service Saturday Midday Peak Hour... 38 Table 6 - Unsignalized Intersections Level of Service AM Peak Hour... 39 Table 7 - Unsignalized Intersections Level of Service PM Peak Hour... 39 Table 8 - Unsignalized Intersections Level of Service Saturday Midday Peak Hour... 39 Table 9 Table of Off-street Parking Requirements... 41 Appendices Appendix A: Appendix B: Appendix C: Manual Turning Movement Counts LOS Definitions Synchro Level of Service Analysis Worksheets

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

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

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

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

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

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

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

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

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

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 - 15 25 22 62 29 16 7 2 1 1 6 Mineola Boulevard & 2nd Street - 13 12 19 44 10 15 4 5-1 1 6 1 1 - Mineola Boulevard - Non Intersection Accidents - 2 1-3 2 - - - - 1 - - - - - Main Street & 2nd Street - 1 1 3 5 - - - 1 - - - 1 2-1 Main Street & Station Plaza North Station Plaza North - No Intersection Accidents - 2 5 1 8 1-1 - 1 2 - - - - 3 - - - 1 1 - - 1 - - - - - - - - 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

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

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 2017. 17 Future Conditions

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 2017. 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

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

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

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% 21 46 50 37 79 67 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% 4 3 12 14 18 16 Total = 7 Total = 26 Total = 34 Rate = 0.81 Rate = 7.49 Rate = 10.82 Entering Exiting Entering Exiting Entering Exiting 50% 50% 67% 33% 59% 41% 3 3 36 17 45 31 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 28 52 98 68 142 114 80 166 256 1 - 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

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

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

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

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

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

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

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

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

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 655 488 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

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., 2008 42 Parking

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

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\29292.00 Mineola Metro LLC\reports\29292_TIS_Draft_10-30-14.docx 44 Conclusions

Appendix A Description Turning Movement Counts Appendix A

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 20 90 18 128 53 262 61 376 63 102 20 185 45 79 10 134 823 7:15 AM 21 108 39 168 47 246 58 351 77 143 31 251 42 76 14 132 902 7:30 AM 28 132 52 212 60 221 75 356 73 148 24 245 46 96 23 165 978 7:45 AM 32 165 38 235 62 219 64 345 63 159 32 254 39 108 19 166 1,000 3,703 8:00 AM 39 166 49 254 59 177 69 305 67 128 37 232 40 107 13 160 951 3,831 8:15 AM 32 163 46 241 53 167 49 269 72 152 35 259 40 104 18 162 931 3,860 8:30 AM 25 171 70 266 62 146 51 259 58 155 40 253 57 98 24 179 957 3,839 8:45 AM 43 211 64 318 60 139 46 245 75 166 39 280 32 115 20 167 1,010 3,849 Peak Hour 7:30 AM to 8:30 AM 131 626 185 942 234 784 257 1,275 275 587 128 990 165 415 73 653 3,860 PHF 0.93 0.90 0.96 0.98 HV% 7% 5% 5% 3% N 653 975 73 415 165 Mineola Blvd 1,132 942 131 626 185 257 784 234 1,275 919 Old Country Road Franklin Avenue 275 587 128 834 990 Old Country Road AM PEAK HOUR DATA Time: 7:30 AM to 8:30 AM 29292.00 Village Green, Mineola 10/30/2014

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 46 199 69 314 61 147 54 262 48 148 65 261 51 136 10 197 1,034 4:15 PM 51 170 69 290 53 169 62 284 60 151 57 268 37 123 12 172 1,014 4:30 PM 45 153 84 282 55 158 40 253 43 149 51 243 53 126 21 200 978 4:45 PM 59 145 77 281 63 197 56 316 53 152 53 258 54 139 15 208 1,063 4,089 5:00 PM 53 137 78 268 69 149 75 293 45 169 47 261 48 145 12 205 1,027 4,082 5:15 PM 59 144 84 287 59 193 57 309 54 160 54 268 50 146 8 204 1,068 4,136 5:30 PM 42 163 74 279 77 199 71 347 45 160 43 248 54 119 15 188 1,062 4,220 5:45 PM 56 213 65 334 78 191 60 329 53 142 39 234 37 115 15 167 1,064 4,221 Peak Hour 5:00 PM to 6:00 PM 210 657 301 1,168 283 732 263 1,278 197 631 183 1,011 189 525 50 764 4,221 PHF 0.87 0.92 0.94 0.93 HV% 4% 2% 3% 2% N 764 1,104 50 525 189 Mineola Blvd 979 1,168 210 657 301 263 732 283 1,278 1,029 Old Country Road Franklin Avenue 197 631 183 1,109 1,011 Old Country Road AM PEAK HOUR DATA Time: 5:00 PM to 6:00 PM 29292.00 Village Green, Mineola 10/30/2014

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 23 121 41 185 60 98 45 203 35 92 60 187 35 84 10 129 704 11:15 AM 23 159 31 213 62 121 46 229 25 101 57 183 40 63 11 114 739 11:30 AM 23 174 45 242 66 120 48 234 43 91 66 200 39 82 11 132 808 11:45 AM 16 164 31 211 56 142 44 242 24 92 60 176 41 92 17 150 779 3,030 12:00 PM 27 153 61 241 59 151 47 257 37 98 85 220 45 86 13 144 862 3,188 12:15 PM 19 152 47 218 59 173 51 283 47 94 62 203 60 106 16 182 886 3,335 12:30 PM 20 195 52 267 62 165 43 270 31 119 70 220 59 86 9 154 911 3,438 12:45 PM 22 146 56 224 92 157 50 299 37 95 70 202 34 91 6 131 856 3,515 1:00 PM 23 147 39 209 69 152 41 262 31 109 84 224 34 83 9 126 821 3,474 1:15 PM 17 156 40 213 72 162 42 276 34 99 78 211 47 91 10 148 848 3,436 1:30 PM 24 166 41 231 67 130 40 237 24 110 48 182 44 66 9 119 769 3,294 1:45 PM 16 132 19 167 70 155 48 273 31 96 75 202 35 80 12 127 769 3,207 Peak Hour 12:00 PM to 1:00 PM 88 646 216 950 272 646 191 1,109 152 406 287 845 198 369 44 611 3,515 PHF 0.89 0.93 0.96 0.84 0.96 HV% 4% 2% 3% 2% N 611 685 44 369 198 Mineola Blvd 191 842 950 88 646 646 272 1,109 1,131 216 Old Country Road Franklin Avenue 152 406 287 857 845 Old Country Road SATURDAY PEAK HOUR DATA Time: 12:00 PM to 1:00 PM 29292.00 Village Green, Mineola 10/30/2014

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 11 17 53 4 85 10 2 4 11 27 10 25 114 11 160 6 115 5 3 129 401 7:15 AM 8 21 46 9 84 9 4 11 6 30 23 17 132 18 190 2 138 29 5 174 478 7:30 AM 14 18 62 6 100 13 5 14 8 40 14 21 162 17 214 8 140 20 0 168 522 7:45 AM 11 19 42 6 78 20 5 12 6 43 30 21 159 18 228 5 152 17 0 174 523 1,924 8:00 AM 10 11 54 7 82 13 3 10 12 38 19 18 139 19 195 3 157 22 1 183 498 2,021 8:15 AM 11 20 45 2 78 17 6 7 6 36 26 11 148 22 207 5 132 19 3 159 480 2,023 8:30 AM 21 18 46 10 95 24 5 9 2 40 13 14 129 16 172 13 143 20 4 180 487 1,988 8:45 AM 11 17 28 8 64 24 4 6 11 45 14 28 126 27 195 8 140 12 3 163 467 1,932 Peak Hour 7:30 AM to 8:30 AM 46 68 203 21 338 63 19 43 32 157 89 71 608 76 844 21 581 78 4 684 2,023 PHF 0.85 0.91 0.93 0.93 HV% 2% 2% 4% 4% N 4 78 581 684 686 21 Mineola Blvd 32 43 118 46 19 157 338 68 203 63 165 21 2nd Street 207 89 847 844 71 608 76 Mineola Blvd 2nd Street AM PEAK HOUR DATA Time: 7:30 AM to 8:30 AM AM 29292_TMC_Mineola_2nd 10/30/2014

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 11 27 42 6 86 23 2 5 12 42 12 24 162 33 231 15 138 7 5 165 524 4:15 PM 10 29 36 4 79 16 2 6 13 37 16 22 187 46 271 21 122 8 0 151 538 4:30 PM 10 21 40 2 73 27 2 2 7 38 12 22 158 45 237 9 151 15 2 177 525 4:45 PM 23 24 39 8 94 18 1 8 14 41 8 16 195 58 277 10 154 13 2 179 591 2,178 5:00 PM 10 32 45 1 88 15 2 3 8 28 13 26 232 57 328 10 154 9 0 173 617 2,271 5:15 PM 11 19 34 11 75 17 4 7 13 41 12 16 178 70 276 14 157 20 0 191 583 2,316 5:30 PM 7 14 34 5 60 18 1 3 9 31 15 26 198 51 290 15 150 15 3 183 564 2,355 5:45 PM 3 17 34 2 56 17 1 6 9 33 8 23 181 45 257 13 119 8 3 143 489 2,253 Peak Hour 4:45 PM to 5:45 PM 51 89 152 25 317 68 8 21 44 141 48 84 803 236 1,171 49 615 57 5 726 2,355 PHF 0.84 0.86 0.89 0.95 HV% 3% 2% 2% 3% N 5 57 615 726 898 49 Mineola Blvd 44 21 110 51 8 141 317 89 152 68 374 25 2nd Street 138 48 835 1,171 84 803 236 Mineola Blvd 2nd Street AM PEAK HOUR DATA Time: 4:45 PM to 5:45 PM PM 29292_TMC_Mineola_2nd 10/30/2014