2. Existing Conditions

Transcription

1 2. Existing Conditions The existing traffic and parking conditions on the site and the surrounding area were reviewed based on the study methodology in Section Existing Land Use The portion of the site within the Village of Lake Success is in the Economic Development A District. The remaining portion of the site is within the Town of North Hempstead in the Industrial A District. The entire building has about 1.3 million square feet of offices, warehouse space, medical offices related to the Long Island Jewish Hospital ( LIJ ), and various common areas and vacant spaces. When the 2006 traffic counts were taken, the building had 303,581 s.f. of vacant rentable space: 45,430 s.f. in the Town and 258,151 s.f. in the Village. When the September 2008 traffic counts were taken, the vacant space had increased slightly to 321,229 square feet: 278,291 s.f. in the Village and 42,938 s.f. in the Town. This site is bounded by Marcus Avenue, Lakeville Road, and Union Turnpike. The Northern State Parkway is just to the north. The majority of the surrounding area consists of offices and commercial uses, and LIJ is across the street on Lakeville Road Existing Building Uses Table 2-1 details the uses within the building in October 2008: Table 2-1: October 2008 Building Areas Lake Success Rentable Floor Area (s.f.) Gross Floor Area (s.f.) 1 General Office Non-Medical 239, ,688 NSLIJ Condominium 92, ,074 NSLIJ HR 18,577 21,423 Warehouse 9,250 10,667 Cablevision Studio 1,448 1,670 General Unoccupied 122, ,949 NSLIJ Unoccupied 156, ,984 Common Space Unoccupied 42,642 N/A Common Space 55,475 N/A Café 4,689 4,689 Lake Success Total 743, ,144 VILLAGE * rentable space: 366,736 s.f. Vacant rentable space: 278,291 s.f. Common Space: 42, ,475 = 98,117 s.f. * Village occupied rentable space = 366,736 s.f. (Total unoccupied common space) Cameron Engineering & Associates, LLP 2-1

2 Table 2-1 (continued) North Hempstead General Office Non-Medical 208, ,897 NSLIJ Condominium 74,289 79,633 Utilities 12,566 12,566 Warehouse 120, ,666 Health Club 102, ,522 NSLIJ Unoccupied 42,938 46,027 Common Space Unoccupied 3,089 N/A Common Space 29,071 N/A Café North Hempstead Total 594, ,825 TOWN ** rentable space: 519,727 s.f. Vacant rentable space: 42,938 s.f. Common Space: 3, , ,160 s.f. Total : 886,463 s.f. Total Vacant: 321,229 s.f. Grand Total 1,337,969 1,337,969 Common Space: 130,277 s.f. ** Town occupied rentable space = 519,727 s.f. (Total unoccupied common space) 1 Common Space is distributed to Gross Floor Area of uses in proportion to rentable area. 2.2 Roadway Descriptions Lakeville Road is a north-south NCDPW arterial. It has two through lanes in each direction with turning lanes at some intersections, and its posted speed limit is 40 mph. The estimated 2008 Average Daily Traffic (ADT) volume is 40,950 vehicles per day ( vpd ) in front of this site. Marcus Avenue is an east-west NCDPW arterial. Between Little Neck Parkway in Queens and Lakeville Road, it serves as a two-way frontage road for the Northern State Parkway/Grand Central Parkway. In front of the site, it generally has two through lanes in each direction with turn lanes at some intersections, and the posted speed limit is 40 mph. The estimated 2008 ADT volume east of Lakeville Road is 31,750 vpd. In front of the site, Union Turnpike ( NY Route 25C ) is an east-west State arterial with two travel lanes in each direction and additional turning lanes at some intersections. The posted speed limit in front of the site varies from 30 to 40 mph. The estimated 2008 ADT volume east of Lakeville Road is 18,310 vpd. New Hyde Park Road is a north-south NCDPW road with two to three lanes in each direction and turn lanes at key intersections. Its estimated 2008 ADT is 40,510 vpd between Marcus Avenue and Union Turnpike. The Northern State Parkway is an east-west limited access State highway that is restricted to passenger vehicles. There are three lanes in each direction and the speed limit is 55 mph. Between Exit 25 (Lakeville Road) and Exit 26 (New Hyde Park Road) the estimated Cameron Engineering & Associates, LLP 2-2

3 2008 ADT volume is 168,950 vpd. To the west, at the Nassau/Queens line, the name of the highway changes to the Grand Central Parkway. The LIE service roads are one-way roadways that front the Long Island Expressway (LIE). The North Service Road is one-way westbound, and the South Service Road is one-way eastbound. The service roads are maintained by Nassau County, but the signals at their main intersections are under the jurisdiction of the NYSDOT. At the request of the Village traffic consultant, the Applicant was asked to evaluate the potential impacts on Village roadways due to possible increases in traffic volumes generated by this project should it be approved. As described above, none of the major roadways surrounding or leading to the site are Village of Lake Success roadways. Therefore, any impact on any Village roadway that may result by the granting of this application would be negligible at best. Union Turnpike, Marcus Avenue, Lakeville Road, and New Hyde Park Road are the roads that visitors/employees to the site will utilize and none of these roads are Village of Lake Success roadways. It is not anticipated that visitors/employees to the site will utilize or negatively impact any Village roadways and thus there will be no increase in the potential costs related to the repair/maintenance requirements of such roadways as a result of the granting of this application. 2.3 Key Intersections Based on site visits, there were 15 key intersections identified: 1. Lakeville Road at the LIE North Service Road 2. Lakeville Road at the LIE South Service Road 3. Lakeville Road at Marcus Avenue 4. Marcus Avenue at the West Site Driveway/Astoria Savings Bank Driveway 5. Marcus Avenue at the East Site Driveway/Lake Success Quad Driveway 6. Marcus Avenue at New Hyde Park Road 7. Union Turnpike at New Hyde Park Road 8. Union Turnpike at the South Site Driveway 9. Union Turnpike at Lakeville Road 10. Lakeville Road at Site Driveway/North LIJ Driveway 11. Lakeville Road at Site Driveway/South LIJ Driveway 12. Lakeville Road at Great Neck Schools Driveway/Village Club Driveway 13. Lakeville Road at Lake Road 14. Lakeville Road at the Westbound Northern Parkway Exit 25 Exit/Entrance Ramps 15. Marcus Avenue at the Eastbound Northern State Parkway Exit/Entrance Ramps Table 2-2 summarizes the geometry and traffic control at each of these intersections: Cameron Engineering & Associates, LLP 2-3

4 Table 2-2: Roadway Geometry KEY: L = Left turn lane T = Through lane R = Right turn lane R* = Channelized right lane LT = Combination of left turns and through movements in one lane TR = Combination of through movements and right turns in one lane LR = Combination of left and right turns in one lane LTR = Combination of left turn, through, and right turn movements in one lane 1. Lakeville Road at LIE North Service Road: 3-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-L 11 feet 2-T 10 feet 1-R 11 feet SB 1-T 11 feet WB 1-L 11 feet 1-TR 11 feet 2-T 12 feet 1-R 12 feet 2. Lakeville Road at LIE South Service Road: 3-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-T 11 feet EB 1-L 12 feet 1-TR 11 feet 2-T 12 feet 1-TR 12 feet SB 1-L 10 feet WB None 2-T 10 feet 3. Lakeville Road at Marcus Avenue: 8-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-L 10 feet 2-T 11 feet 2-T 12 feet 1-R* 10 feet 1-R* 16 feet SB 1-L 10 feet WB 2-L 10 feet 1-T 11 feet 2-T 12 feet 1-TR 10 feet 1-R* 16 feet 4. Marcus Avenue at West Site Driveway/Astoria Bank Driveway: 2-phase Traffic Signal Dir. Lanes Width Dir. Lanes Width NB 1-LTR 13 feet SB 1-LTR 16 feet EB 1-L 11 feet WB 1-L 11 feet 1-T 13 feet 1-T 15 feet 1-TR 12 feet 1-TR 12 feet *Note: For the purposes of this study, the southbound approach was analyzed as a southbound right turn lane in all scenarios. This driveway has been closed for several years, and no traffic was observed exiting from this approach. Due to program limitations of Synchro, analyzing the approach as a LTR lane does not accurately reflect what is occurring in the field. Analyzing the approach as an exclusive right turn lane provides results more in line with what was observed. Cameron Engineering & Associates, LLP 2-4

5 Table 2-2(continued) 5. Marcus Avenue at East Site Driveway/Lake Success Quad Driveway: 3-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-LT 12 feet SB 1-LT 14 feet 1-R 12 feet 1-R 12 feet EB 1-L 10 feet WB 1-L 12 feet 1-T 12 feet 1-T 13 feet 1-TR 12 feet 1-TR 12 feet 6. Marcus Avenue at New Hyde Park Road: 6-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-L 11 feet 2-T 10 feet 1-LT 11 feet 1-R* 10 feet 1-T 11 feet 1-R 11 feet SB 1-L 11 feet WB 1-T 11 feet 2-T 11 feet 1-TR 11 feet 1-R* 14 feet 1-R 10 feet 7. Union Turnpike at New Hyde Park Road: 6-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-L 12 feet 1-T 10 feet 1-T 12 feet 1-TR 10 feet 1-TR 12 feet SB 1-L 10 feet WB 1-L 12 feet 1-T 10 feet 2-T 12 feet 1-TR 10 feet 1-TR 12 feet 8. Union Turnpike at South Site Driveway: flashing signal (stop control) Dir. Lanes Width Dir. Lanes Width NB None EB 1-LT 11 feet 1-T 11 feet 1-R 11 feet SB 1-LT 12 feet WB 1-LT 11 feet 1-R 12 feet 1-T 11 feet 1-TR 11 feet 9. Union Turnpike at Lakeville Road: 4-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-L 10 feet 2-T 11 feet 2-T 10 feet 1-R 11 feet 1-R 10 feet SB 1-L 11 feet WB 1-L 11 feet 1-T 13 feet 2-T 11 feet 1-TR* 16 feet 1-R 10 feet Cameron Engineering & Associates, LLP 2-5

6 Table 2-2(continued) 10. Lakeville Road at Site Driveway/North LIJ Driveway: 4-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-LT 10 feet 1-T 12 feet 1-R 10 feet 1-TR 12 feet SB 1-L 10 feet WB 1-L 11 feet 1-T 12 feet 1-T 11 feet 1-TR 12 feet 1-R 11 feet 11. Lakeville Road at Site Driveway/South LIJ Driveway: 3-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-L 10 feet EB 1-LT 11 feet 2-T 12 feet 1-R 12 feet 1-R 10 feet SB 1-L 10 feet WB 1-LTR 11 feet 2-T 12 feet 1-R 12 feet 12. Lakeville Road and Village Club Driveway/Great Neck Schools Driveway: 3-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-LT 11 feet EB 1-L 11 feet 1-TR 11 feet 1-TR 11 feet SB 1-LT 11 feet WB 1-L 11 feet 1-TR 11 feet 1-TR 11 feet (with flare) 13. Lakeville Road and Lake Road: 2-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB 1-LT 10 feet EB 1-LR 16 feet 1-T 10 feet SB 1-T 10 feet WB None 1-TR 10 feet 14. Lakeville Road at Northern Parkway Entrance/Exit 25N Ramps: unsignalized merges Dir. Lanes Width Dir. Lanes Width NB 2-T 12 feet Each entrance ramp is 20 feet wide and yields to the Parkway Each exit ramp is at least 14 feet wide, stop sign-controlled, and yields to Lakeville Road SB 2-T 13 feet 15. Marcus Avenue at Northern Parkway Exit 25S: 3-phase traffic signal Dir. Lanes Width Dir. Lanes Width NB None EB 2-L 10 feet 2-T 10 feet SB 2-L 11 feet WB 2-T 12 feet 1-R 16 feet 1-R 16 feet 2.4 Traffic Volumes Most of the traffic counts taken in 2006 for the original (March 2007) version of this report Cameron Engineering & Associates, LLP 2-6

7 were re-used, while some specific locations were re-counted in September 2008 at the request of the Village traffic engineer (RMS Engineering) to confirm the validity of the data. All counts used in this traffic study reflect individual intersection peak hours as opposed to the peak of the entire network of intersections taken as a whole November 2006 Traffic Counts Traffic volumes were counted at the study intersections during typical weekday A.M., Midday, P.M., and Saturday midday peak periods on the following days: Saturday, November 18, 2006 (11:00 am to 3:00 pm) Tuesday and Wednesday, November 28 and 29, 2006 (7:00-9:00 am, 11:00 am- 1:00 pm, and 4:00-6:00 pm) * Note: Thanksgiving was on Thursday, November 23, September 2008 Traffic Counts At the request of the Village traffic engineer, more recent traffic counts were collected at the site s five (5) driveways and at the intersection of Marcus Avenue and Lakeville Road on the following days: Monday and Tuesday, September 9 and 10, 2008 (7:00-9:00 am, 11:00 am-1:00 pm, and 4:00-6:00 pm) Saturday, September 13, 2008 (11:00 am to 2:00 pm) The September 2008 counts were then compared to the corresponding November 2006 traffic counts. Overall, the 2008 and 2006 volumes were comparable (i.e. within 2% of each other). Therefore, as agreed to during discussions with the Village traffic engineer, this study uses the newer 2008 counts at the six new-count intersections, and the original November 2006 traffic counts at the nine remaining locations. This methodology yields the most conservative base traffic counts Vehicle Classification Most of the traffic counts did not need to be classified according to whether each vehicle was a car, truck, or bus. However, six intersections counted in 2006 included specific counts of heavy vehicles (vehicles with more than 6 wheels) because their truck-and-bus traffic during at least one peak hour is known to exceed 2 percent. Those intersections are: Cameron Engineering & Associates, LLP 2-7

8 Lakeville Road at the LIE North Service Road (directly affected by the LIE, which allows truck traffic, whereas the Northern State Parkway does not) Lakeville Road at the Great Neck Schools driveway (significant school bus volume) Lakeville Road at Lake Road (near the schools significant school bus volume) Marcus Avenue at New Hyde Park Road (along the N25 and N26 bus routes) Lakeville Road at Union Turnpike (along the N25 and N26 bus routes) Lakeville Road at Marcus Avenue* (along the N25 and N26 bus routes) * Note: The 2008 counts were used with its vehicle classification data from 2006 Table 2-3 on the next page illustrates the heavy vehicle percentages counted on each approach at these six intersections. Any counted percentage other than the Synchro program s 2% default heavy vehicle percentage was input manually. Also, at the Northern State Parkway ramps on Lakeville Road and Marcus Avenue, all movements onto and off the Parkway were given 0% heavy vehicles because trucks are not allowed to use the Northern State Parkway. Cameron Engineering & Associates, LLP 2-8

9 Table 2-3: Heavy Vehicle Percentages AM: 8:00-9:00 PM: 5:00-6:00 MID and SAT: 12:00-1:00 PM AM MID PM SAT Adjusted Existing Volumes Truck/Bus Volumes Heavy Vehicle % (by approach) PHF PHF PHF PHF Dir. Mvmt. AM MID PM SAT AM MID PM SAT AM MID PM SAT INTERSECTION: Lakeville Road and LIE North Service Road NB Left Thr % 5% 2% 1% SB Thr Right % 7% 6% 3% EB Left Right % 4% 10% 1% WB Left Thr % 6% 1% 2% Right INTERSECTION: Lakeville Road and Marcus Avenue NB Left Thr % 4% 2% 1% Right SB Left Thr 1, % 4% 3% 0% Right EB Left Thr % 2% 1% 1% Right WB Left Thr % 2% 1% 1% Right INTERSECTION: Lakeville Road and Great Neck Schools Driveway NB Left Thr % 1% 0% 0% Right SB Left Thr 1, , % 0% 2% 0% Right EB Left Thr % 0% 0% 0% Right WB Left Thr % 3% 4% 3% Right INTERSECTION: Lakeville Road and Lake Road NB Left Thr % 7% 4% 2% SB Thr 1, , Right % 6% 5% 2% EB Left Right % 12% 0% 0% INTERSECTION: New Hyde Park Road and Marcus Avenue NB Left Thr 1, % 7% 3% Right SB Left Thr , % 6% 2% Right EB Left Thr % 3% 2% Right WB Left Thr % 6% 1% Right INTERSECTION: Lakeville Road and Union Turnpike NB Left Thr % 4% 2% 0% Right SB Left Thr % 4% 2% 2% Right EB Left Thr % 4% 3% 2% Right WB Left Thr % 1% 0% 1% Right Cameron Engineering Associates, LLP

10 2.5 Seasonal Adjustment The March 2007 version of this study included seasonal count adjustments of ±5% for some intersections. The Village traffic engineer has since recommended that the use of seasonal adjustment factors is not necessary. Therefore, the counted volumes, shown in Figure 2-2 through Figure 2-5, are the Existing Volumes. 2.6 Existing Site Traffic Generation The Village traffic engineer has recommended that this office use the 2008 driveway counts to determine the site s existing trip generation rate in terms of trips per 1,000 square feet based on the 971,009 gross s.f. developed when the counts were performed. The Village traffic engineer also requested that these results be compared with the calculations of the Institute of Transportation Engineers (ITE) Trip Generation manual (8 th Edition): Table 2-4: 2008 Observed Site Trips and Trip Rates Trips AM MID PM SAT Trips per 1,000 s.f. AM MID PM SAT In 1, In Out Out Total 1,372 1,005 1, Total Table 2-5: ITE Trip Generation for Existing Site Building Use Gross AM Peak Hour Midday Peak Hour* PM Peak Hour Sat. Peak Hour Floor Area (s.f.) Enter Exit Total Enter Exit Total Enter Exit Total Enter Exit Total General Office 500, NSLIJ Uses 208, Warehouse 140, Cablevision Studio 1, Health Club 102, Utilities 12, Café 5, Vacant 366, Total , , , ,234 1,337,969 Counted Totals 1,372 1,005 1, * The ITE manual has no midday data, so Saturday data was applied to the midday peak hour. Based on these results, ITE trip generation data yields very similar results for AM peak hour trips, but the ITE manual significantly over-estimates the remaining three peak hours (by %). 2.7 Parking Existing Granted Reductions The Village Board of Trustees resolution states that the main building should have a Cameron Engineering & Associates, LLP 2-10

11 breakdown of 50 percent office space, and 50 percent telecommunications space, studios, warehouse/distribution space in the Village section of the Building, where the parking demand does not exceed one space per 1,000 s.f. during weekdays between 9:00 am and 5:00 pm. The resolution goes on to cite a granted parking reduction, such that, there will be 1,707 paved parking spaces and 558 land-banked parking spaces within the part of the property in the Village. Based on the typical 1 space per 150 rentable square feet Village requirement, the Village parking reduction (excluding common area and café) is equal to: Village required parking = 4,269 spaces Approved number of spaces = 1,707 paved land-banked = 2,265 spaces Granted reduction = 4,269 spaces 2,265 spaces = 2,004 spaces The Town of North Hempstead Board of Zoning Appeals Notice of Decision, dated February 13, 2002, states that a variance was granted based on the current approved site plan (dated May 2001). As noted on the site plan, the Town variance is equal to: Town required parking = 2,861 spaces Approved number of spaces = 1,465 paved + 88 land-banked = 1,553 spaces Granted reduction = 2,861 spaces 1,553 spaces = 1,308 spaces The site s total variance is (2, ,308) = 3,312 spaces Note that the existing site has been modified since the original site plan approval. The current on-site parking layout contains 4,120 parking spaces (3,474 paved and 646 landbanked), an additional 302 parking spaces compared to the approved site plan. 2.8 Parking NSLIJ Lease Agreement Based on the lease agreement with NSLIJ, 1,830 total parking spaces should be allocated to NSLIJ. Note: This provision is entirely driven by NSLIJ s lease needs and the NSLIJ desire to not give up the right to approximately 1,830 parking spaces. This provision is not at all driven by genuine parking needs. As will be discussed later in this report, non-nslij tenants will utilize parking outside the NSLIJ lease-allotted areas. All spaces allotted to NSLIJ will be available (though not needed) for NSLIJ use. 2.9 Parking 2006 Observations The current approved site plan (dated May 2001) indicates 3,818 parking spaces (3,172 paved and 646 land-banked). On-site hourly parking counts for the March 2007 version of this report were performed in December 2006 to gauge existing peak parking demand and Cameron Engineering & Associates, LLP 2-11

12 the time at which the peak demand typically occurs. The counts were conducted on two days: Saturday, December 2, 2006 from 9:00 am 3:00 pm Tuesday, December 5, 2006 from 9:00 am 5:00 pm At the time, the peak parking demand occurred at 11:00 am on both the weekday and the weekend. As a percentage of the 3,167 counted paved spaces at that time (5 fewer than shown on the site plan, a negligible difference), the 2006 results were as follows: Table 2-6: 2006 Peak Observed Parking Demand Weekday Weekend (Saturday) Peak Parking 2,622 spaces 712 Peak Occupancy 83% 22% This indicates that peak demand is significantly higher on weekdays than on weekends, and that the supply of parking spaces was more than adequate for 2006 conditions Parking 2008 Observations As requested by the Village traffic engineer, parking data was recollected in September 2008 on three days chosen to include the peak activity at LIJ (Tuesday, Wednesday, and Thursday, based on discussions with LIJ representatives). Saturday parking needs are much smaller, but were spot-checked to ensure no significant changes from The studies were conducted during the following times: Tuesday, September 16, 2008 from 9:00 am 5:00 pm Wednesday, September 17, 2008 from 9:00 am 5:00 pm Thursday, September 18, 2008 from 9:00 am 5:00 pm Saturday, October 4, 2008 (spot check at 11:00 am only, the 2006 peak time) Whereas the 2006 counts were collected at hourly (60-minute) intervals, the 2008 parking counts were done at 20-minute intervals. The 2008 counts were then compared to the 3,474 striped spaces this office counted on-site in September 2008, to calculate the overall occupancy of the site. The number of striped spaces was later verified based on an aerial image of the site taken in August In 2008, the peak weekday demand was observed at roughly the same time each day: 10:20 or 10:40 am, which is very consistent with the 2006 observations. Saturday parking was again small compared to weekdays: 460 occupied spaces. The new data indicates the same results as the 2006 data: weekday demand far exceeds Saturday demand, and the existing number of spaces is more than adequate for the existing parking demand. This is illustrated in Figure 2-1 on the following page: Cameron Engineering & Associates, LLP 2-12

13 Figure 2-1: Existing 2008 Weekday Parking Demand 3,500 3,250 Paved Parking (3,474) 3,000 Parked Vehicles 2,750 2,500 2,250 2,225 2,000 1,750 1,500 9:00 AM 9:20 AM 9:40 AM 10:00 AM 10:20 AM 10:40 AM 11:00 AM 11:20 AM 11:40 AM 12:00 PM 12:20 PM Time of Day 12:40 PM 1:00 PM 1:20 PM 1:40 PM 2:00 PM 2:20 PM 2:40 PM 3:00 PM 3:20 PM 3:40 PM 4:00 PM 4:20 PM 4:40 PM Tuesday Parking Counts Wednesday Parking Counts Thursday Parking Counts Paved Parking (3,474) As was done with trips, our engineers utilized the parking counts to determine the site s existing parking rate compared to the 971,009 gross s.f. occupied when the counts were performed. These results were then compared with the calculations of the ITE Parking Generation manual (3 rd Edition), shown in Table 2-7 and Table 2-8: Table 2-7: 2008 Observed Parking Demand and Parking Rates Peak Parking Tues Wed Thu Sat Time 10:20 10:40 10:20 11:00 971,009 gross s.f. overall Demand 2,160 2,225 2, Peak Rate: Rate spaces per 1,000 gross s.f. Village Peak Tues Wed Thu Sat Time 1:00 11:00 3:20 11:00 366,736 rentable s.f. in Village Demand Peak Rate: Rate spaces per 1,000 rentable s.f. The overall weekday observations were very similar (within 3% of each other). The peak observed rate of 2.29 spaces per 1,000 gross square feet overall corresponds to 1 space per 437 gross square feet. The approximate parking occupancy within the Village* is 2.63 spaces per 1,000 rentable square feet, which corresponds to 1 space per 380 rentable square feet. This is approximately 61 percent less than the typical Village code requirement of 1 space per 150 Cameron Engineering & Associates, LLP 2-13

14 rentable square feet. * The boundary between the Village of Lake Success and the Town of North Hempstead is a diagonal, non-physically delineated line which dissects the 1111 building and the parking lot. There was no way to consistently classify parking spaces in the field as being within the Village or the Town. The dashed blue line in the figure below illustrates the Village-Town boundary (parking section labels relate to the charts in Table 2-9). While most sections are fully within the Village or fully within the Town, two sections are bisected by the municipal boundary, so their Villageportion occupancies were estimated. The sections classified as being within the Village, and necessary Village-portion estimates, are shown below: West: All of Sections W1 and W2* * A small part of W2 (shown hatched) is outside the Village. The applicant believes it is conservative to assign all occupied W2 spaces to the Village. North: All of Sections N1, N2, N3, and N4, plus 75 percent of N5* * The eastern part of N5 (hatched) is outside the Village. The applicant believes it is conservative to assign 75% of occupied and provided N5 spaces to the Village. Section N5 area within the Village Section N5 area outside the Village Cameron Engineering & Associates, LLP 2-14

15 Table 2-8: ITE Parking Generation for Existing Site Building Use ITE Land Use Code Area (gross s.f.) ITE Calculations Based on: General Office 701 (Office Building) 500,585 1,285 Equation 2.51x + 27 NSLIJ Condominium 720 (Medical Office) 186, Equation 3.49x - 1 NSLIJ HR 720 (Medical Office) 21, Equation 3.49x Warehouse 150 (Warehouse) 140, Equation 0.41x - 5 Cablevision Studio 701 (Office Building) 1,670 5 *85 th % Rate: 2.95/ksf Health Club 492 (Health/Fitness 102, x + 27 Utilities None 12,566 0 NA Café & Vacant None 372,163 0 NA Total 1,337,969 2,467 Counted Totals Peak: 2,225 (-10.9%) * The ITE Parking Generation manual does not have the same breadth of land uses as the Trip Generation manual. While the Cablevision studio could be analyzed with its most appropriate land use code (714, Single Tenant Office) for trips, the only way to project ITE parking recommendations is to use land use code 701 (Office Building). Given its small size, the equation used for the true general office space would yield an overly conservative projection of 44 spaces. For the purposes of this exercise comparing actual parking demand to ITE projections the applicant believes it is slightly conservative to use the ITE 85 th percentile rate that yields a smaller ITE calculation. The difference between this site and ITE projections is 10.9%; the ITE Parking Generation manual conservatively estimates parking demand for this property. Table 2-9 and Table 2-10 follow on the next pages and detail the weekday parking counts. Cameron Engineering & Associates, LLP 2-15

16 FIELD DATA PROJECT 1111 Marcus Avenue CE 1334A North LOCATION Southeast corner of Marcus Avenue & Lakeville Road, Lake Success South East DATE DAY West 09/16/08 TUE COUNT STARTED MARKED SECTION SPACES 9:00 AM 9:20 AM 9:40 AM 10:00 AM 10:20 AM 10:40 AM 11:00 AM 11:20 AM 11:40 AM 12:00 PM 12:20 PM 12:40 PM 1:00 PM N N N N N TOTAL (N) E E E TOTAL (E) S S S S S TOTAL (S) W W TOTAL (W) TOTAL ,663 1,851 2,061 2,130 2,163 2,121 2,084 2,084 2,071 2,039 1,488 1,465 1,974 1,947 1,931 1,957 1,932 1,530 1,909 1,898 1,869 1,834 1,735 1,586 1:20 PM 1:40 PM 2:00 PM 2:20 PM 2:40 PM 3:00 PM 3:20 PM 3:40 PM 4:00 PM 4:20 PM 4:40 PM DATE DAY 09/17/08 WED COUNT STARTED 9:00 AM 9:20 AM 9:40 AM 10:00 AM 10:20 AM 10:40 AM 11:00 AM 11:20 AM 11:40 AM 12:00 PM 12:20 PM 12:40 PM 1:00 PM 1:20 PM 1:40 PM 2:00 PM 2:20 PM 2:40 PM 3:00 PM 3:20 PM 3:40 PM 4:00 PM 4:20 PM 4:40 PM MARKED SECTION SPACES N N N N N TOTAL (N) E E E TOTAL (E) S S S S S TOTAL (S) W W TOTAL (W) TOTAL ,834 2,117 2,124 2,201 2,203 2,228 2,220 2,187 2,135 2, ,028 1,969 1,906 1,866 1,901 1,933 1,839 1,805 1,780 1,728 1,698 1,555 1,531 DATE DAY 09/18/08 THU COUNT STARTED 9:00 AM 9:20 AM 9:40 AM 10:00 AM 10:20 AM 10:40 AM 11:00 AM 11:20 AM 11:40 AM 12:00 PM 12:20 PM 12:40 PM 1:00 PM 1:20 PM 1:40 PM 2:00 PM 2:20 PM 2:40 PM 3:00 PM 3:20 PM 3:40 PM 4:00 PM 4:20 PM 4:40 PM MARKED SECTION SPACES N N N N N TOTAL (N) E E E TOTAL (E) S S S S S TOTAL (S) W W TOTAL (W) TOTAL ,602 1,834 1,940 2,084 2,088 2,157 2,113 2,096 2,051 2, ,915 1,919 1,888 1,888 1,892 1,867 1,843 1,870 1,813 1,726 1,691 1,640 K:\C \CE 1334A\DEIS 2010\Existing 2008 Parking and Trips (Counted and ITE).xls 11/22/ FIELD DATA

17 Tuesday Parking Counts TIME Parked Vehicles North East South Section Occupancy Parked Vehicles Section Occupancy Parked Vehicles Section Occupancy Parked Vehicles West Total Section Occupancy Parked Vehicles Site Occupancy 9:00 AM % % % % 1,663 48% 9:20 AM % % % % 1,851 53% 9:40 AM % % % % 2,061 59% 10:00 AM % % % % 2,130 61% 10:20 AM % % % % 2,163 62% 10:40 AM % % % % 2,121 61% 11:00 AM % % % % 2,084 60% 11:20 AM % % % % 2,084 60% 11:40 AM % % % % 2,071 60% 12:00 PM % % % % 2,039 59% 12:20 PM % % % % 2,039 59% 12:40 PM % % % % 2,039 59% 1:00 PM % % % % 1,974 57% 1:20 PM % % % % 1,947 56% 1:40 PM % % % % 1,931 56% 2:00 PM % % % % 1,957 56% 2:20 PM % % % % 1,932 56% 2:40 PM % % % 0 0% 1,530 44% 3:00 PM % % % % 1,909 55% 3:20 PM % % % % 1,898 55% 3:40 PM % % % % 1,869 54% 4:00 PM % % % % 1,834 53% 4:20 PM % % % % 1,735 50% 4:40 PM % % % % 1,586 46% Overall Parking Demand: 1 space per square feet Cameron Engineering Associates, LLP

18 Wednesday Parking Counts TIME Parked Vehicles North East South Section Occupancy Parked Vehicles Section Occupancy Parked Vehicles Section Occupancy Parked Vehicles West Total Section Occupancy Parked Vehicles Site Occupancy 9:00 AM % % % % 1,834 53% 9:20 AM % % % % 2,117 61% 9:40 AM % % % % 2,124 61% 10:00 AM % % % % 2,201 63% 10:20 AM % % % % 2,203 63% 10:40 AM % % % % 2,228 64% 11:00 AM % % % % 2,220 64% 11:20 AM % % % % 2,187 63% 11:40 AM % % % % 2,135 62% 12:00 PM % % % % 2,098 60% 12:20 PM % % % % 2,098 60% 12:40 PM % % % % 2,098 60% 1:00 PM % % % % 1,969 57% 1:20 PM % % % % 1,906 55% 1:40 PM % % % % 1,866 54% 2:00 PM % % % % 1,901 55% 2:20 PM % % % % 1,933 56% 2:40 PM % % % % 1,839 53% 3:00 PM % % % % 1,805 52% 3:20 PM % % % % 1,780 51% 3:40 PM % % % % 1,728 50% 4:00 PM % % % % 1,698 49% 4:20 PM % % % % 1,555 45% 4:40 PM % % % % 1,531 44% Overall Parking Demand: 1 space per square feet Cameron Engineering Associates, LLP

19 Thursday Parking Counts TIME Parked Vehicles North East South Section Occupancy Parked Vehicles Section Occupancy Parked Vehicles Section Occupancy Parked Vehicles West Total Section Occupancy Parked Vehicles Site Occupancy 9:00 AM % % % % 1,602 46% 9:20 AM % % % % 1,834 53% 9:40 AM % % % % 1,940 56% 10:00 AM % % % % 2,084 60% 10:20 AM % % % % 2,088 60% 10:40 AM % % % % 2,157 62% 11:00 AM % % % % 2,113 61% 11:20 AM % % % % 2,096 60% 11:40 AM % % % % 2,051 59% 12:00 PM % % % % 2,000 58% 12:20 PM % % % % 2,000 58% 12:40 PM % % % % 2,000 58% 1:00 PM % % % % 1,915 55% 1:20 PM % % % % 1,919 55% 1:40 PM % % % % 1,888 54% 2:00 PM % % % % 1,888 54% 2:20 PM % % % % 1,892 55% 2:40 PM % % % % 1,867 54% 3:00 PM % % % % 1,843 53% 3:20 PM % % % % 1,870 54% 3:40 PM % % % % 1,813 52% 4:00 PM % % % % 1,726 50% 4:20 PM % % % % 1,691 49% 4:40 PM % % % % 1,640 47% Overall Parking Demand: 1 space per square feet Cameron Engineering Associates, LLP

20 2.11 Existing Levels of Service An intersection s Level of Service (LOS) describes its quality of traffic flow, and ranges in grade from LOS A (relatively congestion-free) to LOS F (congested). LOS grades are based on average delay, measured in seconds per vehicle. Threshold delays for each grade depend on if the intersection is controlled by a signal or stop sign. Detailed LOS descriptions can be found in Appendix A. LOS analyses were performed using Synchro version 6, a program that adheres to the guidelines in the 2000 Highway Capacity Manual (HCM 2000) and combines adjacent intersections into networks, to model the interactions of nearby intersections. Existing levels of service are summarized in Table 2-11, and the analysis worksheets are in Appendix B. Cameron Engineering & Associates, LLP 2-20

21 Existing Level of Service Summar Intersection Lakeville Road and LIE North Service Road Lakeville Road and LIE South Service Road Lakeville Road and Marcus Avenue Marcus Avenue at Astoria / West Site Driveway Marcus Avenue at Lake Success Quad / East Site Driveway Marcus Avenue at New Hyde Park Road Union Turnpike at New Hyde Park Road AM Peak Hour Midday Peak Hour PM Peak Hour Saturday Peak Hour Movement Delay v/c Delay v/c Delay v/c Delay v/c (sec/veh) Ratio LOS (sec/veh) Ratio LOS (sec/veh) Ratio LOS (sec/veh) Ratio LOS Eastbound Left B B B B Right A A A A Westbound Left B B C B Through B B C B Right B B A A Northbound Left B C B B Through A A A A Southbound TR F E E F INTERSECTION 29.6 C 31.4 C 25.7 C 46.8 D Eastbound Left D D C D Through-Right D C D C Northbound TR F C F C Southbound Left C C C B Through A A B A INTERSECTION 43.3 D 21.7 C 54.1 D 18.9 B Eastbound Left C C C C Through D D D C Right A A B A Westbound Left C C C C Through B B C B Right A A C A Northbound Left B C C B Through C C D C Right B A B A Southbound Left F C D B Through-Right C C C C INTERSECTION 33.5 C 23.3 C 31.9 C 17.8 B Eastbound Left A A A A Through - Right A A B A Westbound Left A A A A Through - Right A A A A Northbound LTR C D D C Southbound LTR A A A A INTERSECTION 5.9 A 7.5 A 16.5 B 1.8 A Eastbound Left A A A A Through - Right A A A A Westbound Left B A A A Through - Right A A A A Northbound LT D D E D Right B B B B Southbound LT D D D A Right B B B A INTERSECTION 10.0 A 7.7 A 9.7 A 3.8 A Eastbound Left D D F C Through D D F C Right A B B A Westbound TR F D D D Right F B B B Northbound Left B D D D Through-Right B B B B Southbound Left D D D D Through C C C C Right B A A A INTERSECTION 46.7 D 29.0 C F 24.9 C Eastbound Left D D D C Through - Right C C C C Westbound Left D D E D Through - Right D D D D Northbound Left B D D C Through - Right C C C C Southbound Left B B B A Through - Right A B C B INTERSECTION 25.8 C 25.1 C 27.5 C 21.4 C

22 Union Turnpike at South Site Driveway Union Turnpike at Lakeville Road Lakeville Road at North LIJ Driveway / Site Driveway Lakeville Road at South LIJ Driveway / Site Driveway Lakeville Road and Great Neck Schools Driveway Lakeville Road and Lake Road Lakeville at WB Northern Marcus Avenue at Northern State Parkway Exit 25 Ramps Eastbound Left A A A A Southbound Left C D F E Right B B B B INTERSECTION 2.8 A 2.4 A 4.7 A 4.6 A Eastbound Left C C C C Through D D D D Right B A B A Westbound Left C C D C Through D C D C Right A A A A Northbound Left B C C B Through D C C C Right C B A B Southbound Left C F C C Through C C D C Right B B B B INTERSECTION 33.5 C 32.9 C 33.1 C 25.6 C Eastbound LT D D D D Right B A B A Westbound Left D D D D Through C C C A Right B B B A Northbound Left C C A A Through - Right A A A A Southbound Left A A A A Through - Right B B A A INTERSECTION 10.3 B 14.2 B 8.6 A 3.6 A Eastbound Left D F F D Through-Right B A C B Westbound LTR B C F B Northbound Left A A A A Through B B B A Right A A A A Southbound Left A A A A Through A A A A Right A A A A INTERSECTION 10.1 B 18.1 B F 9.6 A Eastbound Left C C C D Through-Right A A A A Westbound Left D C D C Through-Right B A A A Northbound LTR A A A A Southbound LTR A A A A INTERSECTION 8.3 A 4.1 A 6.3 A 3.2 A Eastbound LR C C C C Northbound LT A A A A Southbound TR A A A A INTERSECTION 2.2 A 2.4 A 1.2 A 1.5 A WB Exit 25N B B B B WB Exit 25S F C D B Eastbound Left D C D D Through B A A A Westbound Thru C B F B Right A A A A Southbound L / LT E D D D Right A B B A INTERSECTION 29.6 C 20.0 B 49.7 D 18.4 B

23 2.12 Public Transportation MTA Long Island Bus operates two routes in the site s vicinity: the N25 and N26. For the most part, the two routes overlap in this area and run along Marcus Avenue, Lakeville Road, New Hyde Park Road, and Union Turnpike. LIJ-Hillside Medical Center is a popular stop on both routes, which are shown by the dashed lines in the figure below: Nassau County Bus Routes SITE This site is also very close to the Nassau-Queens border. Within New York City, MTA New York City Transit operates the Q46 bus route, which runs along Union Turnpike in Queens, on Lakeville Road, and in a loop around the LIJ hospital. The Q46 route is shown by dashed lines in the figure on the next page: Cameron Engineering & Associates, LLP 2-23

24 Queens / New York City Bus Routes SITE Although specific bus-passenger counts were not collected, many people were observed by our engineers getting on and off these three bus routes along Lakeville Road. It is reasonable to expect that this trend will continue after the proposed Phases are approved. It may even increase, since the expanded medical offices would be in such close proximity to the hospital. To provide for a more conservative analysis, the transit credit associated with trips made by buses was not utilized in calculating the trip generation for each phase Accident History Verbal description accident reports for the study intersections and roadways were obtained from the NYSDOT for the three-year period between January 1, 2003 and December 31, These records were analyzed to determine accident patterns and trends near the site. Accident rates at intersections are typically expressed in terms of accidents per million entering vehicles (MEV). Accident rates along roadway segments (links) are typically expressed in terms of accidents per million vehicle miles (MVM) of travel. Detailed Cameron Engineering & Associates, LLP 2-24

25 information for each intersection or roadway segment is provided in Appendix C. Intersections or roadway segments not listed below did not have any reported accidents during the study period. Table 2-12: Accident Data Summary Number of Accidents / Intersection Rate in accidents per MEV NYS Average 1. Lakeville Road LIE North Service Road 24 / urban 4-leg signalized 2. Lakeville Road LIE South Service Road 24 / 0.46 NA * * One of the intersection s legs is a one-way service road; this is not a genuine 3-leg intersection (there are more potential movements and conflicts) and not a 4-leg intersection, so there is no real rate to use for comparison. 3. Lakeville Road Marcus Avenue 65 / * Left turn accidents: 30 / Northern State Parkway Marcus Ave. Ramp 5 / urban 3-leg no signal 5. Marcus Avenue New Hyde Park Road 58 / * Right angle accidents: 14 / 0.24; left turn accidents: 9 / New Hyde Park Road Union Turnpike 8 / Lakeville Road Union Turnpike 27 / Number of Accidents / Roadway Segment Rate in accidents per MVM NYS Average 1. Lakeville Road: between LIE Service Roads 7 / urban 4-leg undivided 2. Marcus Avenue: Lakeville to Northern State 14 / New Hyde Park Road: Marcus to Union 5 / Union Turnpike: Lakeville to New Hyde Park 4 / Most of the accident rates in the vicinity of the site are comparable to state average rates for similarly configured locations. The road segments, in particular, are either below the statewide average or are very similar to other road segments with similar configurations. At the Lakeville Road-Marcus Avenue intersection, the left turn accident rate is due in part to the fact that there are two left-turn lanes with combined protected/permitted phasing. This combination often leads to higher-than-average accident rates, because right-of-way is harder to communicate to drivers in adjacent left turn lanes during the permitted left turn phase. The Marcus Avenue-New Hyde Park Road intersection has a higher-than-average rate for multiple accident types. This intersection will not have significant site-related traffic added. The study segments on Lakeville Road (between the LIE service roads) and New Hyde Park Road (between Marcus Avenue and Union Turnpike) are relatively short, especially compared to a typical study segment. The shorter the road, the more each individual Cameron Engineering & Associates, LLP 2-25

26 accident affects the calculated rate. For both segments, there were too few accidents per year to indicate a specific problem. Based on the above, the proposed conversion of space within the existing building is not expected to significantly change accident patterns or trends in the area. Cameron Engineering & Associates, LLP 2-26

27

28

29

30