To w n of Queensbury, Warren County, NY
March, 2012
2 Winners Circle
Albany, New York 12205
Creighton Manning
Engineering, LLP
Phone: 518 ‐446‐ 0396
Fax: 518‐ 446‐0397
www.cmellp.com
E ‐mail: msargent@cmellp.com
Quaker Road to Queensbury Avenue
Connector Road Study
Adirondack/Glens Falls
Transportation Council
11 South Street, Suite 203
Glens Falls, NY 12801
518.223 ‐0086
Quaker Road to Queensbury Avenue Connector Road Study Report
March 2012
Creighton Manning | Shumaker Consulting Engineering & Land Surveying Page ii
Acknowledgements
Study Advisory Committee
Stuart Baker, Town of Queensbury
Nelson Chase Jr., Warren/Washington County Emergency Training Center
Robert Cherry, New York State Department of Transportation
Ed Doughney, Warren County Department of Public Works
Aaron Frankenfeld, Adirondack/Glens Falls Transportation Committee
Wayne LaMothe, Warren County
Kate Mance, Adirondack/Glens Falls Transportation Committee
Charles Mellon, Warren/Washington County Emergency Training Center
Ray Rathburn, Warren/Washington County Emergency Training Center Tori Riley, Washington County
John Strough, Town of Queensbury
Mike Valentine, Adirondack/Glens Falls Transportation Committee
John Wheatly, Warren County Econom ic Development Corporation
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Table of Contents
Page
Title Page ………………………………………………………………
……………………………………… .i
Acknowledgements ………………………………………………………………
………………………… ii
Table of Contents………………………………………………………………
………………………….. iii
List of Figures ………………………………………………………………
………………………………. iv
List of Tables ………………………………………………………………
……………………………….. iv
List of Appendices………………………………………………………………
………………………….. v
Executive Summary ………………………………………………………………
……………………….. vi
I.
Introduction ………………………………………………………………
……………………………… 1
A) Study Background, Overview, and Purpose ………………………………………………… 1
B) Study Area ………………………………………………………………
…………………………… 2
C) Study Objectives ………………………………………………………………
…………………… 2
D) Approach ………………………………………………………………
…………………………….. 3
II. Existing Conditions ………………………………………………………………
……………………. 5
A) General Environment ………………………………………………………………
…………….. 5
1. Zoning and Existing Land Use …………………………………………………………….. 5
2. Hazardous Waste and Contaminated Materials ………………………………………. 6
3. Wetlands Screening ………………………………………………………………
………….. 8
4. Ecology and Endangered/Threatened Species ……………………………………….. 9
5. Farmland/Agricultural Property…………………………………………………………. 10
6. Floodplains, Surface Waters and Cr itical Environmental Areas ………………… 10
7. Historic/Archeological Resources………………………………………………………. 10
B) Transportation ………………………………………………………………
……………………. 10
1. Study Area Roadways ………………………………………………………………
………. 10
2. Study Intersections ………………………………………………………………
…………. 11
3. Existing Traffic Characteristics………………………………………………………….. 13
4. Traffic Operations………………………………………………………………
…………… 13
5. Existing Travel Times……………………………………………………………..
……….. 15
6. Bike and Pedestrian Accommodations ………………………………………………… 15
7. Crash History………………………………………………………………
…………………. 16
8. Existing Transit Service ………………………………………………………………
……. 17
C) Public Meeting and Workshop #1 …………………………………………………………… 17
III. Future Conditions ………………………………………………………………
……………………. 20
IV. Alternatives Evaluation ………………………………………………………………
……………… 23
A) Future Conditions ………………………………………………………………
……………….. 23
B) Description of Alternatives………………………………………………………………
……. 24
1. Alternative 1: Upgrade Improvements by Others …………………………………. 25
2. Alternative 2: Construction on Northern Alignment……………………………… 25
3. Alternative 3A: Construction on Central Alignment ……………………………… 25
4. Alternative 3B: Construction on Central Alignment with Relocated Stone
Quarry Road ………………………………………………………………
………………….. 26
5. Alternative 4A: Construction on Southern Alignment …………………………… 26
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6. Alternative 4B: Construction on Southern Alignment with Relocated Stone
Quarry Road ………………………………………………………………
………………….. 27
C) Alternatives Evaluation………………………………………………………………
…………. 27
1. Environmental Impacts ………………………………………………………………
……. 27
2. Levels of Service ………………………………………………………………
…………….. 29
3. Travel Time Comparisons ………………………………………………………………
… 31
4. Overall Evaluation ………………………………………………………………
…………… 32
V. Conclusions, Recommendations, and Implementation ……………………………………. 36
A) Conclusions ………………………………………………………………
……………………….. 36
B) Pedestrian, Bicycle, and Transit Accommodations …………………………………….. 37
C) Public Meeting and Workshop #2 …………………………………………………………… 37
D) Study Recommendations ………………………………………………………………
………. 38
1. Short-term Recommendations …………………………………………………………… 38
2. Long-term Recommendations …………………………………………………………… 39
List of Figures
Page
Figure I.1 – Study Area ………………………………………………………………
……………………. 4
Figure 2.1 – 2011 AM Peak Hour Traffic Volumes ………………………………………………. 18
Figure 2.2 – 2011 PM Peak Hour Traffic Volumes ………………………………………………. 19
Figure 3.1 – 2015 PM Peak Hour Traffic Volumes ………………………………………………. 21
Figure 3.2 – 2035 PM Peak Hour Traffic Volumes ………………………………………………. 22
Figure 4.1 – Roadway Alignment Alternatives ……………………………………………………. 34
Figure 4.2 – Alternative 4A Concept Plan ………………………………………………………….. 35
List of Tables
Table II.1 – Traffic Volume Summary ………………………………………………………………
.. 13
Table II.2 – 2011 Level of Service Ranges …………………………………………………………. 14
Table II.3 – 2011 Existing Levels of Service……………………………………………………….. 14
Table II.4 – Crash History from Janu ary 1, 2008 through January 31, 2011 …………….. 16
Table IV.1 – 2035 PM Peak Hour Levels of Service………………………………………………. 30
Table IV.2 – Alternatives Comparison Summary …………………………………………………. 32
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List of Appendices
Appendix A …………………………………………………………… Environmental Documentation
Appendix B ………………………………………………………………
Public Workshop Summaries
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Executive Summary
The Adirondack/Glens Falls Transportation Council (A/GFTC) initiated this Queensbury
Connector Road Study to study the feasibility, costs, and benefits of a proposed
connector road between Quaker Road and Queensbury Avenue. Access to several
existing facilities including the Floyd Bennett Memorial Airport, Queensbury Business
Park, and Airport Industrial Park, is constraine d by a lack of direct routing to and from
these facilities on the existing two-lane roadway network. In addition, several
development projects are under consideration in the area, including an Emergency
Services Training Center for Warren and Washington Counties on the west side of
Queensbury Avenue, a runway expansion at the airport, and the Quaker Ridge
Technology Park (QRTP) proposed on lands north of Walmart at an extension of Quaker
Ridge Boulevard. There is also potential for the traveling public to benefit from a
roadway connection between Quaker Road and Queensbury Avenue to improve access
and mobility. A/GFTC sponsored this study to evaluate the public investment in this
potential expansion of the transportation system with respect to the overall public
benefit that could be gained when evalua ted against the social, environmental, and
economic impacts associated with the project.
The study area is located within the southeastern portion of the Town of Queensbury
in Warren County. The overall study area is bounded by Hicks Road to the north, Dix
Avenue (NY Route 32) to the south, Quaker Road (NY Route 254) to the southwest,
Queensbury Avenue to the east, and Ridge Road (NY Route 9L) to the west.
To provide a baseline condition to measure the potential benefit of the connector
roadway, existing, short-term (2015), and long-term (2035) traffic conditions were
analyzed. The evaluation of existing conditions identified deficiencies in the
transportation network independent of the future needs caused by growth in the area.
Evaluation and field observations of the existing transportation network (including the
new Walmart) show that the study area intersections generally operate at acceptable
levels of service during the AM and PM peak hours with one exception: the southbound
Quaker Road approach to Dix Avenue, which backs up through the Quaker Ridge Road
intersection during the PM peak hour. Modifying the signal phasing at the Quaker
Road/Dix Avenue intersection is recommended to improve existing traffic operations
so that vehicle queues no longer interfere with operations at the Quaker Road/Quaker
Ridge Boulevard intersection.
The crash rate on Dix Avenue between Quaker Road and Queensbury Avenue, which
includes the Highland Avenue intersection, is above the statewide average. The
NYSDOT is aware of the condition and recently designed pavement marking
channelization improvements which will be implemented and may be beneficial.
The short term forecasts (2015) assume d general background traffic growth,
development of the Emergency Services Training Center, and Phase 1 of the QRTP. The
long range forecasts (2035) a dd Phase 2 of QRTP, partial build-out of the Queensbury
Business Park, and substantial build-out of the Airport Industrial Park. The resulting
overall traffic growth equates to approximately 8% at 2015 and 35% at 2035.
Evaluation of the 2015 conditions shows that signal phasing and timing changes are
sufficient to address existing operational deficiencies and to provide good operations.
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Assuming only Phase 1 of the QRTP is completed, the 2035 traffic volumes can also be
accommodated with this same system optimization.
If Phase 2 (full-build) of the QRTP is completed, the evaluation of the 2035 conditions
shows that traffic operations will break down and considerable transportation
improvements would be needed (consistent with the traffic study for the QRTP). These
improvements include:
widening Quaker Road to include two full through lanes in each direction from
approximately 500 feet north of Quaker Ridge Boulevard to approximately 500
feet south of Dix Avenue
constructing a second eastbound left-turn lane on Quaker Road at Quaker Ridge
Boulevard
constructing a second southbound left-turn lane on Quaker Ridge Boulevard at
Quaker Road
constructing a second southbound left-turn lane on Quaker Road at Dix Avenue
widening Dix Avenue to include two lanes eastbound leaving the Quaker Road
intersection to receive the dual lane southbound left-turn movement and taper
back to one lane after approximately 500 feet
constructing a 150 foot eastbound left-tur n lane on Dix Avenue at Queensbury
Avenue
modifying the traffic signal at the Quaker Road intersections with Quaker Ridge
Boulevard and Dix Avenue as necessary to accommodate the roadway widening
implementing signal timing adjustments throughout the study area to maximize
operations
A sensitivity analysis indicated that regardless of the timing of QRTP Phase 2, and
regardless of whether a connector road is built, the transportation improvements
proposed by the QRTP traffic study would be necessary; therefore, these improvements
are considered project related mitigation and are referred to in this document as
“Improvements by Others”. In addition to these improvements, this study also
recommends a westbound left turn lane on Dix Avenue at Queensbury Avenue
opposite the eastbound left turn lane identified in the QRTP study.
Although this study indicates that the connector road would improve access to
adjacent land uses (Emergency Services Training Center, Quaker Ridge Technology
Park, and Queensbury Business Park) and provide a small overall mobility benefit, the
connector road would not ameliorate the need for improvements to the existing
system. In addition, the estimated cost to construct a connector roadway as a public
project ranges from $6.1 to $10.4 million, wh ile the potential travel time savings is
small (on the order of 15 to 90 seconds depending on the location). Based on the
estimated costs and minor public benefits (in terms of regional transportation access
and mobility), there does not appear to be sufficient justification to warrant public
construction of the connector road.
During December 2011, the Warren County Department of Public Works Committee
agreed to pursue a Letter of Intent with the QRTP developer that would in essence
allow the developer to construct an access road along County property to his parcel in
exchange for an aviation easement along the private property, while enabling the
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County to expand the southern runway at the airport. Design, construction, and
funding of a connector road have not yet begun and this study is in a position to
inform those processes.
While public transportation benefits do not necessitate the construction of a new
connector roadway, Warren County and the Town of Queensbury may decide that the
economic benefits associated with the runway expansion and access to the
Queensbury Business Park, Quaker Ridge Technology Park, Emergency Services
Training Center, and Airport Industrial Park warrant some level of public funding for
the connector road. Future ownership of the connector roadway was not determined
as part of this study, however, it is recommended that if this connector roadway is
built as part of a private development, it should meet the design criteria identified in
this report including wide shoulders to accommodate bicycles and pedestrians.
Quaker Road to Queensbury Avenue Connector Road Study Report
March 2012
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I. Introduction
A) Study Background, Overview, and Purpose
The Adirondack/Glens Falls Transporta tion Council (A/GFTC) initiated this Queensbury
Connector Road Study to evaluate the potential feasibility, benefits and costs of a
proposed new roadway that would connect Quaker Road and Queensbury Avenue in
the Town of Queensbury. The study seeks to identify existing deficiencies with the
surface transportation system that serves the immediate area, quantify the impacts to
the system that result from future growth and development, and analyze various
conceptual layouts of the proposed connector road. The study provides and
documents:
an analysis of existing conditions of major components of the surface
transportation system, including both operational and safety related measures
the immediate and longer term benefits and impacts of establishing a roadway
connection between Quaker Road and Queensbury Avenue
a conceptual layout and cross-section of the proposed roadway based upon
standard design criteria, known constrains, and comparative benefits and costs
construction cost estimates for various transportation alternatives
A new connector road between
Quaker Road and Queensbury
Avenue would potentially improve
access to the existing Floyd Bennett
Memorial Airport, the Airport
Industrial Park, and Queensbury
Business Park while also facilitating
direct access to planned
developments such as the
Emergency Services Training Center,
the Quaker Ridge Technology Park
and the recently completed Walmart.
This study evaluates the necessity,
feasibility, and viability of a
connector road between Quaker
Road and Queensbury Avenue in the
context of the regional
transportation system. In general,
any publicly funded expansion of the
transportation system should
provide an overall benefit when
evaluated against environmental
impacts and the capital and
maintenance costs associated with a
new roadway.
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March 2012
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B) Study Area
The study area is located within
the southeastern portion of the
Town of Queensbury in Warren
County. The overall study area is
bounded by Hicks Road to the
north, Dix Avenue (NY Route 32) to
the south, Quaker Road (NY Route
254) to the southwest, Queensbury
Avenue to the east, and Ridge
Road (NY Route 9L) to the west as
shown in the adjacent image. The
study boundaries include the
following intersections:
Quaker Road/Ridge Road
Quaker Road/Quaker Ridge
Boulevard
Quaker Road/Dix Avenue
Lower Dix Avenue/Highland
Avenue
Queensbury Avenue/Dix
Avenue
Queensbury Avenue/Stone
Quarry Road
Queensbury Avenue/Airport
Driveway
Queensbury Avenue/Hicks
Road/Casey Road
Ridge Road/Hicks Road
In addition to the overall study area, a more narrowly focused area was identified for
preliminary environmental screenings wh ere new roadway alignments could be
considered. This environmental screening area is located south of the airport, as
shown on Figure 1.1, and also includes the study intersections located north and west
of the airport.
C) Study Objectives
The Study Advisory Committee defined several objectives for this planning study. They
are:
Evaluate the study area transportation network to determine feasible
improvement alternatives that optimize land use access, traffic operations,
safety, and multimodal accommodations for existing, planned and potential
land use development over the next 20-30 years.
Evaluate potential si gnificant environmental impacts of feasible alternatives and
the means to avoid or mitigate them.
Determine current cost estimates for feasible improvement alternatives given
the probable development parameters and budget and implementation phasing.
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D) Approach
To accomplish the study objectives, the study involved several major tasks including:
inventory existing conditions and environmental constraints
development of future transportation and land use conditions based upon
planned and approved projects surrounding the study area
evaluation of several transportation improvement conceptual alternatives,
including upgrading the existing system and construction of a connector
roadway
comparison of the conceptual alternatives through the development of an
evaluation matrix
public involvement through agency coordination and public meetings
The alternatives are evaluated in accordance with A/GFTC’s Twelve Principles, adopted
by the Metropolitan Planning Organization (MPO) to guide future transportation
planning and programming activities. In general, these principles acknowledge the
importance of coordinating land use and transportation planning, maintenance and
maximum utilization of the existing transp ortation system, accommodating all modes
of travel for viable transportation options, and providing and operating a safe
transportation system for all users.
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II. Existing Conditions
A) General Environment
1. Zoning and Existing Land Use
A mix of zoning types exist within the study area as shown in the below (left). The
area is zoned with the following:
Commercial Light Industrial (CLI, purple)
Land Conservation 10 Acre (LC-10A, green)
Commercial Intensive and Commercial Moderate (CI and CM, red)
Neighborhood Residential (NR, orange)
Moderate Density Residential (MDR, beige)
Along Quaker Road, the properties are zoned as Commercial Intensive. Commercial
Moderate zoning extends along Dix Avenue toward the Washington County line. The
airport and surrounding area are primarily zoned Commercial Light Industrial. South
and west of the airport, the land is zoned for land conservation. Residential uses are
designated on the east side of Queensbury Avenue south of the airport and along
Ridge Road and Hicks Road.
The above right image illustrates the existing land uses and the large amount of vacant
land available in the study area. The image generally shows good correlation between
existing land use and existing zoning with a few exceptions at the parcel level. Vacant
developable land includes commercial opportunities along Quaker Road and Dix
Existing Zoning Existing Land Use
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Avenue and industrial development along Queensbury Avenue, including build-out of
the Airport Industrial Park and Queensbury Business Park. As these areas are
developed, driveway spacing and location wi ll be important considerations to preserve
corridor operations and mobility.
One notable land use in the study area is the Floyd Bennett Memorial Airport. While
daily operations at the airport produce relati vely little vehicular traffic, the annual
Balloon Festival brings a large amount of traffic to the airport and can cause traffic
congestion during peak arrival and departure time periods. Providing additional access
to event parking and coordinating parking in multiple areas at once could relieve some
of the congestion associated with the festival. The South Queensbury Fire Station is
also located in the study area. Alternative route options and increased access to
nearby parcels has the potential to benefit emergency response service, primarily to
the directly accessed parcels.
2. Hazardous Waste and Contaminated Materials
A search of federal and state environmental databases was conducted by
Environmental Data Resources Inc (EDR). The results of the search were provided in an
EDR Radius Map Report da ted September 7, 2011 (Appen dix A). The EDR Report
incorporated listed facilities, with environmental records, on several environmental
databases in and surrounding the project corridor. The EDR Report included a review
of the available federal and state environm ental databases and was compiled in general
accordance with American Standard Test Method (ASTM) standards for a government
records review. The EDR Report included (but was not limited to) a review of the
following databases:
Federal Databases
National Priorities List (NPL), Proposed NPL, and Delisted NPL
Comprehensive Environmental Response, Compensation, and Liability
Information System (CERCLA Active and Archive)
Resource Conservation an d Recovery Act Information System – Treatment,
Storage, and Disposal Facilities (RCRATSD)
RCRA Generator – Small and Large Quantity Generators
RCRA Information System – Correc tive Action Sites (CORRACTS)
Emergency Response Notification System (ERNS)
Land Use Control Information System (LUCIS)
PCB Activity Database System (PADS)
Toxic Chemical Release Inventory System (TRIS)
Section Seven Tracking System (SSTS)
Civil Enforcement Docket (DOCKET)
Toxic Substance Control Act Inventory (TSCA)
New York State Databases
New York State Inactive Hazardous Waste Disposal Site Registry (HSWDS)
New York State Solid Waste Facilities List (SWF)
New York State Leaking Storage Tank Data (LTANKS)
New York State Major Oil Storage Facilities List (MOSF)
New York State Chemical Bulk Storage Tanks List (CBS)
New York State Petroleum Bulk Storage Tank List (PBS)
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New York Spills List (SPILLS)
Tribal Records and EDR proprietary databases were also queried. A review of specific
case files maintained by the NYSDEC wa s not included in this scope of work.
Government Records Review Results
The environmental database review identified 39 listed incidents with known
addresses/locations within the standard approximate minimum search distance (AMSD)
of the project corridor. Multiple incidents oc curred at some facilities. Many additional
sites in the area did not have numbered street addresses or were not plotted on the
EDR Map. Instead, these sites were listed as Orphan Sites. Database information for
the Orphan Sites was reviewed on EDR’s website. Pertinent sites listed within the
AMSD or Orphan Sites that reference features/locations along the project corridor are
discussed below.
National Priorities List (NPL) Sites or State Hazardous Waste Sites (SHWS) were not listed
in the EDR Report as being present within or adjoining to the project study area.
Several petroleum releases have occurred along Quaker Road and Dix Avenue. The
majority of these releases are located west of Quaker Road and south of Dix Avenue.
Soils containing petroleum compounds exceeding cleanup objectives appear to remain
at 108 Lower Dix Avenue (located at th e northwest corner of the Dix Avenue/
Queensbury Avenue intersection). Past releases at 756 Quaker Road (Hess Station) and
777 Quaker Road (Stewarts Shops/Former Ki ng Fuels) may have also impacted soil
and/or groundwater at these locations along the Dix Avenue/Quaker Road intersection.
Field Observations
No visual evidence of contamination was observed in areas that were traversed during
the screening of the connector road corridor. No visible air emissions were observed,
and no odors were detected.
Two features at two different locations we re discovered that may warrant further
investigation regarding the potential to represent a concern for Hazardous Waste/
Contaminated Materials relative to the conne ctor road corridor project. One feature
consists of a capped steel well casing inside of an open-top plywood box. There is a
utility pole within several feet of the well, bu t it did not appear to be in service. The
well is located in a field that is bounded to the north by the unpaved part of East
Sanford Road (on east side of Quaker Road) and to the west by Quaker Road. It is
unknown whether this well is an abandoned private well or a monitoring well. A
Freedom of Information Act (FOIA) request was submitted to the Town of Queensbury
in an attempt to obtain additional informat ion regarding this well. The second feature
is located next to Stone Quarry Road, behind the substation with frontage along the
east side of Queensbury Avenue. The feature contains pieces of equipment and a
small building and could be a pump station or some type of abatement or treatment
system. A FOIA request was submitted to the Town in an attempt to obtain additional
information regarding this site.
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3. Wetlands Screening
National Wetland Inventory (NWI), New York State Department of Environmental
Conservation (NYSDEC) Freshwater wetlands maps, topographic mapping, the County
Soil Survey, and hydric soils lists have been re viewed to assist with identifying potential
wetland locations. Mapped wetland locations exist within the project study area.
A wetland field screening was
completed November 2
through November 4, 2011.
During that visit, several areas
of wetland were observed and
consisted of palustrine
emergent, scrub-shrub, and
forested wetlands. The
general locations of the
observed wetland areas are
shown in the image to the
right in the orange, red, and
green cross-hatch pattern, and
can be refe renced on Figure
A.1 in Appendix A. The image
shows the existing Walmart
and the proposed Emergency
Services Training Center and
QRTP. The wetland locations
are approximate and for
planning purposes only; a
formal delineation would be
required during the design
phase of a connector road.
Two of the identified wetland
areas are mapped as state-
regulated freshwater wetlands,
which also correspond with mapped NWI areas (reference Figure A.1). New York State
Freshwater Wetland HF-3 (left side of the image), is an extensive wetland complex
occupying an area of over 700- acres. The majority of the wetland area is comprised of
swamp, and consists of cedar and hardwoods. A smaller portion of this wetland, as
described further in the following section, Ecology and Endangered/Threatened
Species , has been classified as a marl fen, but is located between HF-3 proper and the
end of one of the runways at the Floyd Bennett Memorial Airport. The other state-
regulated wetland is HF-8, which is located in the eastern most part of the study area
(right side of the image) and is transected by Queensbury Avenue.
Lastly, there are three to four small wetlands that have developed in topographic
depressions near the utility easement at the end of Quaker Ridge Boulevard. These
areas support emergent wetland habitats. Although small in area and at first
observation not ecologically sign ificant, a great blue heron took to flight out of one the
areas as it was approached by the screener. If any of the alternatives, with the
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potential for wetland impacts, are progressed for further consideration and design, the
wetland boundaries would have to be delineated to determine impacts and identify
permit requirements.
4. Ecology and Endangered/Threatened Species
A review of the United States Fish and Wildlife Service (USFWS) County List of
Threatened/Endangered Species was completed. The Indiana bat (Myotis sodalis) and
karner blue butterfly ( Lycaeides Melissa samuelis ) are listed as occurring in Warren
County (reference the USFWS list in Appendix A). The list indicates that the Indiana bat
is present in Warren County in winter and summer-winter, which suggests that there is
at least one hibernacula located in the County. Bog turtle ( Clemmys muhlenbergii) is
also on the list, but is denoted as an historic account.
Based on a preliminary field review, it appears that the study area contains
summertime Indiana bat habitat. More spec ifically, suitable habitat was observed in
field and wetland forest areas that abut the east side of Quaker Road where it
intersects East Sanford Road. The habitat consists of a predominately forested wetland
with scrub-shrub and emergent plant communities mixed-in, particularly where there is
an existent drainage channel. Included in the wetland forest area are dead or dying
trees with exfoliating bark, which could be used by male and female Indiana bats for
roosting in the summertime. A large-diameter dead tree with exfoliating bark openly
stands in a field adjacent to the forested wetland area; since this tree is large in
diameter, is dead with large pieces of loose bark, and is exposed to the appropriate
solar gain, this tree has the potential to be used by female Indiana bats as a maternity
roost.
Karner blue butterflies inhabit extensive pine barrens, oak savannas or openings in oak
woodlands, and open areas, such as airports and right-of-ways, that support the
growth of lupine ( Lupinus perennis), the only food source consumed by the species
larval stage. The origin of remnant popu lations in Saratoga and Warren Counties are
not certain since there is little evidence for former pine barrens occurring in these
areas. Some recent populations have occupied sandy successional old fields.
In New York State, bog turtles inhabit open-canopy wet meadows, sedge meadows, and
calcareous fens. In the Hudson River Valley , bog turtle habitats may be isolated from
other wetlands or they may exist as part of larger wetland complexes. Bog turtle
habitat is often fed by groundwater and the vegetation always includes various species
of sedges that form hummocks and the soil is mucky.
None of the wetlands identified during the field screening of the project area contained
any features typical of suitable bog turtle habitat (e.g., spring fed water and hummock
forming vegetation); further study regarding the effects of the connector road on the
bog turtle is not necessary.
NYSDEC National Heritage Program (NHP) re sponded in a letter, dated November 18,
2011, regarding state-listed threatened/endangered species, significant natural
communities, and other significant habitats. The Natural Heritage Report on Rare
Species and Ecological Communities contained one record (reference Appendix A). The
record shows the occurrence of a significant ecological community. The community is
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a marl fen located at the Floyd Bennett Memorial Airport marsh, which is in the study
area. The marl fen is contiguous with NYS Freshwater Wetland HF-3 and is adjacent to
the southern end of the north-south runway (Runway 1 end of Runway 1-19). Open
marl flats and marl pools formerly occurred between the runway and HF-3, a rich
swamp comprised of a Cedar swamp and hardwood swamp, prior to being ditched for
agricultural purposes and extensive pumping of the ground water.
5. Farmland/Agricultural Property
A review of the County soil survey has determined that prime/unique soils exist within
the project area (Appendix A, Figure A.5). Although the project study area contains
soils mapped as prime/unique, the area is zo ned as industrial. As such, no further
involvement is necessary with respect to the Farmland Protection Policy Act. The
project area is not within a designated agricultural district; therefore, the provisions of
the Agriculture and Markets Law do not apply.
6. Floodplains, Surface Waters and Critical Environmental Areas
Based on review of Federal Emergency Management Agency (FEMA) Flood Maps for
Community Panels 3608790029B and 3608790027B, the project study area is not
within an area designated as a 100 or 500-ye ar flood zone although there is a 500-year
floodplain located to the northwest of the screening area. As such, advancement of
any of the proposed alternatives would not require further study with regard to the
NYS Flood Insurance Compliance Progra m or Executive Order 11988 Floodplain
Management.
No surface water bodies were observed within the project study area.
There are three (3) Critical Environmental Areas listed for Warren County (Round Pond,
Rush Pond, and Glen Lake/Surrounding area). None of these areas fall within the
bounds of the project study area.
7. Historic/Archeological Resources
A review of the New York State Office of Parks, Recreation and Historic Preservation
(NYSOPRHP) GIS mapping has determined that the entire project study area is mapped
as potentially archeologically sensitive. Spec ifically known is the J. Cross Historic Site
which includes the remains of a 19
th century school house on the southeast quadrant
of the Ridge Road/Hicks Road intersection. According to work completed for Warren
County, this site is likely Historic Register eligible. For any areas where new
disturbance is proposed, the NYSOPRHP may require more detailed investigations. A
project review request will need to be subm itted to SHPO regarding the potential for
historic/cultural impacts.
B) Transportation
1. Study Area Roadways
Quaker Road – Quaker Road provides northwest/southeast travel through the
study area and is designated County Route 70 (CR 70) and NY Route 254.
Within the study limits Quaker Road has one 12-foot travel lane in each direction
with 8-foot paved shoulders. Accord ing to the 2010 Pavement Data Report
published by the NYSDOT, Quaker Road is an urban principal arterial with good
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pavement condition. Quaker Road is also part of the National Highway System.
The posted speed limit is 40 mph.
Dix Avenue
– Dix Avenue provides east/west travel through the study area and
is designated CR 42 from the Glens Falls City line to the intersection with
Highland Avenue. From Highland Avenue east, Dix Avenue is designated NY
Route 32 and is part of the National Highway System. Dix Avenue has one 12-
foot travel lane in each direction with 2 to 5 foot paved shoulders. Dix Avenue
is classified as an urban principal arteri al with good pavement condition. The
posted speed limit is 35-mph.
Queensbury Avenue
– Queensbury Avenue provides north/south travel through
the study area, is classified as an urban minor arterial, and designated CR 52.
Queensbury Avenue has one 12-foot travel lane in each direction with 4 foot
paved shoulders. The posted speed limit is 55-mph.
Ridge Road
– Ridge Road generally provides north/south travel through the
study area and is designated NY Route 9L. Ridge Road has one 11-foot travel
lane in each direction with 3 to 6 foot paved shoulders. According to the 2010
Pavement Data Report, Quaker Road is an urban minor arterial with fair to good
pavement condition. The posted speed limit is 45 mph.
Hicks Road
– Hicks Road, classified as an urban minor arterial, provides
east/west travel through the study area and is designated CR 52. Hicks Road
has one 10 to 11-foot travel lane in ea ch direction with 2 to 4-foot paved
shoulders. There is no posted speed limit on Hicks Road. This roadway is
currently being designed for re habilitation/reconstruction.
2. Study Intersections
The traffic control and geometry of the primary study area intersections are as follows:
Quaker Road/Ridge Road
– This is a four-way in tersection operating under
actuated traffic signal control. This traffic signal is part of a time-based
coordinated system with other traffic signals located to the west on Quaker
Road. The eastbound and westbound Quaker Road approaches each provide a
left-turn lane, a through lane, and a shared through/right-turn lane. The
northbound and southbound Ridge Road approaches each provide a left-turn
lane and a shared through/right-turn lane. There are no pedestrian
accommodations at the intersection.
Quaker Road/Quaker Ridge Boulevard
– This is a four-way intersection operating
under actuated traffic signal control. The Quaker Road northbound approach
provides individual left-turn, through, and right-turn lanes, the southbound
approach provides a left-turn lane and a through lane. The eastbound Garvey
Auto Body driveway approach provides a single lane for shared travel
movements. The westbound Quaker Ridge Boulevard approach to the
intersection which provides access to the new Walmart includes a left-turn lane
and a shared through/right-turn lane. There are no pedestrian accommodations
at the intersection.
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Quaker Road/Dix Avenue – This is a four-way in tersection operating under
actuated traffic signal control. The intersection is part of a time-based
coordinated system with traffic signals located to the south on Quaker Road.
These two roadways intersect at an approximate 45 degree angle creating
obtuse and acute turning maneuvers. The eastbound Dix Avenue approach
provides individual left-turn, through, and right-turn lanes. The westbound Dix
Avenue approach provides a shared left-turn/through lane and a right-turn lane.
The northbound and southbound Quaker Avenue approaches to the intersection
each provide an individual left-turn lane and a shared through/right-turn lane
with painted divisional islands for the right turns. There are no pedestrian
accommodations at the intersection.
Lower Dix Avenue/Highland Avenue
– This is a Y-shaped intersection operating
under stop sign control on the northbound Highland Avenue approach. All
approaches to the intersection provide a single lane for shared travel
movements. There are no pedestrian accommodations at the intersection.
Queensbury Avenue/Dix Avenue
– This is a four-way intersection operating
under actuated traffic signal control. Each approach to the intersection provides
a single lane for shared travel movements. There are no pedestrian
accommodations at the intersection.
Queensbury Avenue/Stone Quarry Road
– This is a three-way intersection
operating under stop sign control on the westbound Stone Quarry Road
approach. Each approach to the intersec tion provides a single lane for shared
travel movements. There are no pedestrian accommodations at the intersection.
Queensbury Avenue/Hicks Road/Casey Road
– This is a four-way intersection
operating under all-way stop sign control. The eastbound Hicks Road and
westbound Casey Road approaches roads have larger stop signs located on both
sides of the roadway approaching the in tersection calling greater attention to
the traffic control. All intersection appr oaches provide a single lane for shared
travel movements. There are no pedestrian accommodations at the intersection.
Ridge Road/Hicks Road
– This is a three-way intersection operating under stop
sign control on the westbound Hicks Road approach. Each approach to the
intersection provides a single lane for shared travel movements. There are no
pedestrian accommodations at the intersection.
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3. Existing Traffic Characteristics
Available traffic volume s data was researched and utilized for this study. Additional
counts were conducted in September at the recently opened Walmart, and the airport
driveway and Stone Quarry Road intersections with Queensbury Avenue. The
additional data was used to
supplement the existing data and to
confirm growth in the study area. The
2011 Existing Traffic Volumes are
summarized on Figures 2.1 and 2.2.
Table II.1 summarizes the traffic
volume data corresponding to the
daily traffic volume data available for
the count locations shown on the
aerial image to the right. It is noted
that the afternoon peak hour volumes
are higher than the morning peak
hour volumes. Therefore, the
afternoon peak hour is considered the
critical peak hour and is represented
in Table II.1.
The table shows that daily traffic
volumes in the study area vary by
location. Design Hour Volumes (PM
peak hour) represent between 9% and
10% of daily traffic volumes. The peak
direction of travel is only slightly
higher than the off-peak direction,
and truck percentage s range from 3%
to 9% of two-way traffic volumes.
Table II.1 – Traffic Volume Summary
Roadway AADT DHV K DDHV D Trucks
Quaker Road 17,925* 1,735 9.7% 900 52% SEB 7%
Dix Avenue 14,850* 1,390 9.4% 705 51% EB 9%
Queensbury Avenue 3,025** 295 9.8% 175 59% SB 3%
Hicks Road 3,825** 345 9.0% 175 51% WB 3%
Ridge Road 6,425* 620 9.6% 355 57% NB 5%
* AADT from NYSDOT traffic volume data
** AADT estimate from non-NYSDOT automatic traffic recorder count
K = Peak hour volume as a percent of daily volume
DDHV = Directional design hour volume
D = Percent of traffic in predominant direction during PM Peak
4. Traffic Operations
Intersection Level of Service (LOS) and capacity analysis relate traffic volumes to the
physical characteristics of an intersection. Intersection evaluations were made using
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Synchro7 software which automates the procedures contained in the 2000 Highway
Capacity Manual. Evaluations were also completed using SimTraffic7 simulation
software. Levels of service range from A to F with level of service A conditions
considered excellent with very little delay while level of service F generally represents
conditions with very long delays. Table II.2 summarizes levels of service and the
corresponding delay range for unsignalized and signalized intersections.
Table II.2 – 2011 Level of Service Ranges
Control Delay (sec/veh) Level of
Service Unsignalized Intersection Signalized Intersection
A < 10.0 < 10.0 B >10.0 and < 15.0 >10.0 and < 20.0 C >15.0 and < 25.0 >20.0 and < 35.0 D >25.0 and < 35.0 >35.0 and < 55.0 E >35.0 and < 50.0 >55.0 and < 80.0 F >50.0 >80.0
Table II.3 summarizes the existing overall levels of service at the study intersections
during the morning and afternoon peak periods.
Table II.3 – 2011 Existing Levels of Service
Intersection Control AM Peak
Hour
PM Peak
Hour
Quaker Rd/Ridge Rd Signal B (18.7) C (21.0)
Quaker Rd/Quaker Ridge Rd Signal B (14.9) B (19.1)
Quaker Rd/Dix Ave Signal C (30.8) D (49.7)
Lower Dix Ave/Highland Ave TW stop C (16.1) C (19.2)
Lower Dix Ave/Queensbury Ave Signal A (9.4) B (11.7)
Queensbury Ave/Stone Quarry Rd TW stop B (10.5) B (10.8)
Queensbury Ave/Airport Driveway TW stop A (9.4) B (10.9)
Queensbury Ave/Hicks Rd/Casey Rd AW stop A (8.3) A (9.1)
Hicks Rd/Ridge Rd TW stop B (13.7) C (17.2)
TW, AW = Two-way or All-way stop controlled intersection
X (Y.Y) = Level of Service (average delay in seconds per vehicle)
Table II.3 shows that the intersections operate at level of service C or better during the
AM peak hour and level of service D or better during the PM peak hour, indicating that
all intersections operate at acceptable levels of service under existing conditions. The
results of the existing condit ions capacity and levels of service analysis confirm that
the PM peak hour is the critical design hour in the study area. Therefore, future
conditions analysis will be comp leted only for the PM peak hour.
Field observations noted that the southbound Quaker Road approach to Dix Avenue
backs up through Quaker Ridge Road during the PM peak hour. Although the
intersection operates at LOS D overall, lo ng delays occur daily on this southbound
approach and improvements should be considered.
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5. Existing Travel Times
Several travel times were documented
during the PM peak hour for use in the
alternatives analysis to determine
accessibility in the study area. The
image to the right shows the
approximate point of equal travel time
on Queensbury Avenue when
travelling to the Ridge Road/Quaker
Road intersection (b lue) and travelling
from the Ridge Road/Quaker Road
intersection (green). The horizontal
lines crossing Queensbury Avenue
represent the point of equal travel
time. For example, when travelling
from the “equal” point on Queensbury
Avenue, it takes 6 minutes and 16
seconds to reach the Ridge
Road/Quaker Road intersection. Since
the “equal” point on Queensbury
Avenue is located south of the
entrance to the airport, the data
shows that it is quicker to travel to
and from the airport by utilizing Hicks
and Ridge Roads around the north
side of the airport, which is the signed
route to the airport. The data also
shows that it is quicker to travel to and from the Queensbury Business Park by
traveling around the south side of the airpor t. The change to this accessibility as a
result of the connector road alternatives is discussed in Section IV.C.3.
6. Bike and Pedestrian Accommodations
Pedestrians and cyclists in the study area face multiple issues, including a lack of
sidewalks, crosswalks, and buffering from traffic. Wide intersections that lack
crosswalks, sidewalks, and pedestrian signals make it difficult for pedestrians to cross
roadways. In addition, while Quaker Road generally has wide shoulders that
accommodate bicycles, the remainder of the study roadways generally have narrow
shoulders making navigating the area difficult for bicyclists.
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7. Crash History
Crash data was obtained to determine crash trends along the study area roadways.
Crash data was provided by NYSDOT for the latest three years of available data. The
Accident Location Information System (ALIS) data is available for the period from
January 1, 2008 through January 31, 2011 for all of the ro adways in the study area.
Table II.4 summarizes the crash history in the area.
Table II.4 – Crash History from January 1, 2008 through January 31, 2011
Roadway Segment* Number of
Crashes
Crash Rate
(Crashes/MEV)
Statewide Average
Crash Rate
Quaker Road:
Ridge Road to Dix Avenue 30 1.80 2.88
Dix Avenue:
Quaker Road to Queensbury Avenue 64 7.87 2.88
Queensbury Avenue*:
Dix Avenue to Hicks Road
31 3.92 2.47
Hicks Road*:
Ridge Road to Queensbury Avenue 4 2.30 2.47
Ridge Road*:
Hicks Road to Quaker Road 27 2.30 2.88
*It is noted that the character of county and town highways may be different than state highways. Therefore, the
comparison to the statewide average crash rate may not be as applicable for county and town highways.
The table shows that two segments have crash rates higher than the statewide average:
Queensbury Avenue from Dix Avenue to Hicks Road and Dix Avenue from Quaker Road
to Queensbury Avenue. Typically, only areas with crash rates exceeding the statewide
average by a statistically significant margin are selected for further analysis. For this
planning study, it is noted that the Dix Avenue roadway segment experienced a crash
rate more than 2.5 times the statewide average. The NYSDOT is aware of the condition
and has designed pavement marking channelization improvements which will be
installed to align northbound Highland Ave motorists at a 90 degree angle to Dix
Avenue which may be beneficial. Should the NYSDOT reconstruct Route 32 in this area
Narrow shoulders on Dix Avenue at Highland
Avenue make bicycle and pedestrian travel
difficult. Wide shoulders on Quaker Road allowing for
bicycle travel al
ong the roadway.
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sometime in the future, additional improvements such as a left turn lane on Dix
Avenue should be considered at that time.
8. Existing Transit Service
Greater Glens Falls Transit (GGFT)
provides year-round fixed route
public transit, and ADA
complementary paratransit
services in the study area. The
image to the right shows the fixed
route service in the area. Transit
Route 4, identified by the blue pins
and route, travels through the
study area. In addition, the GGFT
base of operations facility is
located on Queensbury Avenue
near the Floyd Bennett Memorial
Airport.
C) Public Meeting and
Workshop #1
A public meeting and workshop for
the Quaker Road to Queensbury
Avenue Connector Road Study was
held on September 29, 2011 at the
South Queensbury Fire
Department. The purpose of the meeting was to introduce the study to the public,
outline project goals, existing conditions and growth potential in the study area, and
receive input from the public regarding issu es and opportunities in the study area.
The workshop began with a PowerPoint presentation after which community members
were divided into facilitated groups. Partic ipants were specifically asked to identify
problems and opportunities for multimodal transportation improvements. Each
facilitator then summarized the problems and opportunities identified by the small
groups. In general, there was strong support for fixing existing deficiencies including
optimizing the existing system at the Quaker Road/Dix Avenue signalized intersection
and mitigating the left turn congestion at the lower Dix Avenue/Highland Avenue
intersection. There was neither strong support nor opposition to the connector road
concept. Several trade-offs, benefits and im pacts were mentioned. Some participants
noted the potential for increased traffic through the neighborhood on lower
Queensbury Avenue, while others noted it could reduce truck traffic in the same area.
Meeting attendees also voiced little support for pedestrian-specific improvements like
sidewalks, crosswalks, and pedestrian signals citing low density, few users, and scarce
resources that could be better used elsewhere.
The results from the first public workshop were considered when developing the
improvement alternatives discussed in the following section. Appendix B contains a
detailed summary of Public Workshop #1.
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III. Future Conditions
Future traffic volume conditions in the study area were estimated based upon
information provided by the Study Advisory Committee. Two future conditions were
developed: a short-term gr owth scenario (2015) and a long-term growth scenario
(2035). Those scenarios are identified below:
Short-term growth scenario (2015)
o 0.5% background growth per year from 2011 to 2015
o construction of the Emergency Services Training Center
o construction of the Quaker Ridge Technology Park (Phase 1 only)
Long-term growth scenario (2035)
o all components from the short-term growth scenario
o 0.5% background growth per year from 2015 to 2035
o modest growth at the airport
o construction of the Quaker Ridge Technology Park (Phase 2)
o construction at the Queensbury Business Park (50% build-out)
o construction at the Airport Industrial Park (70% build-out)
These growth scenarios result in annual growth rates of approximately 2% per year for
the short-term growth scenario and between 1.5% and 2% per year for the long-term
growth scenario. That equates to general traffic increases on study area roadways of
8% over the next four years an d an additional 35% by 2035.
As noted previously, the PM peak hour was identified as the critical design hour. As
such, future traffic volumes were developed for the PM peak hour for the 2015 and
2035 design conditions and are show n on Figures 3.1 and 3.2.
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IV. Alternatives Evaluation
A) Future Conditions
As noted in Section II.B.4, the Quaker Road/Dix Avenue intersection currently operates
with significant vehicle queuing and delay on the southbound Quaker Road approach
to Dix Avenue during the typical PM peak hour. Traffic extends from that intersection
through the adjacent Quaker Road/Quake r Ridge Boulevard, causing additional
disruptions. Evaluations show that modifying the left-turn signal phasing at the
Quaker Road/Dix Avenue intersection would improve overall traffic operations. The
intersection currently operates with lagging left-turns (the left-turn movement happens
after the through movement) on the Quaker Road approaches. Analysis shows that
changing the phasing to provide leading left-turns (the left-turn movement happens
before the through movement) would improve operations. With the signal phasing
change, vehicle queues would no longer interfere with operations at the Quaker
Road/Quaker Ridge Boulevard intersection.
Implementation of the signal timing improvements that are necessary to correct
existing traffic deficiencies at this intersection would also provide for acceptable
operations through the 2015 conditions that include construction of Phase 1 of the
Quaker Ridge Technology Park and the Emergency Service Training Center. No
additional capacity-related improvements are needed for this timeframe.
Additional study of 2035 conditions shows that this same recommendation to optimize
the existing signal will provide adequate traffic operations through 2035 if only Phase
1 of the Quaker Ridge Technology Park is developed. Full build of the QRTC would
necessitate substantial improvements to the nearby surface transportation system.
The traffic impact study (TIS) prepared for the Quaker Ridge Technology Park identified
several study area roadway improvements associated with construction of Phase 2 of
the tech park. These improvements are project-related mitigation and, therefore, are
included in the future 2035 analysis and are referred to in this document as
“Improvements by Others”. These Improvements by Others, as identified in the TIS
prepared for the tech park, include:
widening Quaker Road to include two full through lanes in each direction for
about ½ mile from approximately 500 feet north of Quaker Ridge Boulevard to
approximately 500 feet south of Dix Avenue
construction of a second eastbound left-turn lane on Quaker Road at Quaker
Ridge Boulevard
construction of a second southbound left-turn lane on Quaker Ridge Boulevard
at Quaker Road
construction of a second southbound left-turn lane on Quaker Road at Dix
Avenue
widening Dix Avenue to include two lanes eastbound leaving the Quaker Road
intersection to receive the dual lane southbound left-turn movement and taper
back to one lane after approximately 500 feet
construction of a 150 foot eastbound left-turn lane on Dix Avenue at
Queensbury Avenue
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modifying the traffic signal at the Quaker Road intersections with Quaker Ridge
Boulevard and Dix Avenue as necessary to accommodate the roadway widening
implementation of signal timing adjustments throughout the study area to
maximize operations
While specific roadway improvements were identified in the QRTP TIS to mitigate
project impacts, the project has not received site plan approval. This means that the
improvements identified in the QRTP TIS are not finalized and additional improvements
may be required for mitigation. The connector road study assumes that only those
improvements identified in the QRTP study would be required for site mitigation.
B) Description of Alternatives
This study evaluates two primary alternativ es to accommodate future transportation
conditions in the study area; (1) upgrade the existing transportation network and (2)
construct an additional vehicle connection between Quaker Road and Queensbury
Avenue. Several options for that conceptual connection were identified along various
alignments as shown on Figure 4.1. Based on discussions with the Advisory
Committee, anticipated traffic volumes and the setting of the new roadway, the
following design criteria were established for the conceptual roadway alignments.
Rural – generally open drainage (not curbed)
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Design Speed – 45 mph (posted speed 40 mph)
12 foot wide travel lanes – based on anticipated truck use and higher site traffic
volumes
6 foot wide paved shoulder (bike accommo dations require 4 ft shoulder (min);
pedestrian accommodations on shoulder require 5 ft (min))
The following alternatives are included for further evaluation to accommodate the
2035 future condition includin g full development of QRTP. These improvements are
only needed with construction of Phase 2 of the Quaker Ridge Technology Park.
Preliminary analysis of the connector road showed that the construction of a connector
road without improvements to the existing roadway network resulted in poor
operations at many of the study area inte rsections as shown in the level of service
table in Section IV.C.2. Therefore, the connector road alternatives include
improvements to the existing roadway network to provide acceptable intersection
operations.
1. Alternative 1: Upgrade Improvements by Others
This alternative involves upgrades to the existing network beyond those identified in
the QRTP study. The additional improvements include:
construct a northbound left-turn lane on Quaker Road at Sanford Street
construct a westbound left-turn lane on Dix Avenue at Highland Avenue
construct a westbound left-turn lane on Dix Avenue at Queensbury Avenue
opposite the eastbound left-turn lane proposed in the QRTP study.
2. Alternative 2: Construction on Northern Alignment
In addition to the implementation of the Improvements by Others, this alternative
involves the construction of a two-lane roadway from an extension of Sanford Street at
Quaker Road intersecting Qu eensbury Avenue about 1/3 mile (1,650 feet) north of
Stone Quarry Road. This alignment would require these additional improvements:
install a traffic signal at the Quaker Road/Sanford Street/Connector Road
intersection
construct northbound and southbound left-turn lanes on Quaker Road at the
connector road intersection
construct a westbound left-turn lane on Dix Avenue at Highland Avenue
construct a westbound left-turn lane on Dix Avenue at Queensbury Avenue to
mirror the eastbound left-turn lane
construct a southbound left-turn lane on Queensbury Avenue at Dix Avenue
It is noted that with this alternative, the second southbound left-turn lane on Quaker
Road at Quaker Ridge Boulevard identified in the QRTP study is not needed.
3. Alternative 3A: Construction on Central Alignment
In addition to the implementation of the Improvements by Others, this alternative
involves the construction of a two-lane roadway intersecting Quaker Road near the
National Grid driveway and intersecting Queensbury Av enue about 1/3 mile (1,650
feet) north of Stone Quarry Road. This alignment would require these additional
improvements:
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install a traffic signal at the Quaker Road/National Grid Driveway/Connector
Road intersection
construct northbound and southbound left-turn lanes on Quaker Road at the
connector road intersection
construct a northbound left-turn lane on Quaker Road at Sanford Street
construct a westbound left-turn lane on Dix Avenue at Highland Avenue
construct a westbound left-turn lane on Dix Avenue at Queensbury Avenue to
mirror the eastbound left-turn lane
construct a southbound left-turn lane on Queensbury Avenue at Dix Avenue
It is noted that with this alternative, the second southbound left-turn lane on Quaker
Road at Quaker Ridge Boulevard identified in the QRTP study is not needed.
4. Alternative 3B: Construction on Central Alignment with Relocated Stone
Quarry Road
In addition to the implementation of the Improvements by Others, this alternative
involves the construction of a two-lane roadway intersecting Quaker Road near the
National Grid driveway and intersecting Queensbury Avenue at a relocated Stone
Quarry Road intersection. This alignment would require these additional
improvements:
install a traffic signal at the Quaker Road/National Grid Driveway/Connector
Road intersection
construct northbound and southbound left-turn lanes on Quaker Road at the
connector road intersection
construct a northbound left-turn lane on Quaker Road at Sanford Street
construct a westbound left-turn lane on Dix Avenue at Highland Avenue
construct a westbound left-turn lane on Dix Avenue at Queensbury Avenue to
mirror the eastbound left-turn lane
construct a southbound left-turn lane on Queensbury Avenue at Dix Avenue
Relocate the Stone Quarry Road intersection with Queensbury Avenue
approximately 525 feet north of the existing intersection
It is noted that with this alternative, the second southbound left-turn lane on Quaker
Road at Quaker Ridge Boulevard identified in the QRTP study is not needed.
5. Alternative 4A: Constructi on on Southern Alignment
In addition to the implementation of the Improvements by Others, this alternative
involves the construction of a two-lane roadway extending from Quaker Ridge
Boulevard and intersecting Queensbury Avenue at the existing Stone Quarry Road
intersection. This alignment would require these additional improvements:
construct a northbound left-turn lane on Quaker Road at Sanford Street
construct a westbound left-turn lane on Dix Avenue at Highland Avenue
construct a westbound left-turn lane on Dix Avenue at Queensbury Avenue to
mirror the eastbound left-turn lane
construct a southbound left-turn lane on Queensbury Avenue at Dix Avenue
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6. Alternative 4B: Construction on Southern Alignment with Relocated Stone
Quarry Road
In addition to the implementation of the Improvements by Others, this alternative
involves the construction of a two-lane roadway extending from Quaker Ridge
Boulevard and intersecting Queensbury Avenue at a relocated Stone Quarry Road
intersection. This alignment would require these additional improvements:
construct a northbound left-turn lane on Quaker Road at Sanford Street
construct a westbound left-turn lane on Dix Avenue at Highland Avenue
construct a westbound left-turn lane on Dix Avenue at Queensbury Avenue to
mirror the eastbound left-turn lane
construct a southbound left-turn lane on Queensbury Avenue at Dix Avenue
relocate the Stone Quarry Road intersection with Queensbury Avenue
approximately 525 feet north of the existing intersection
C) Alternatives Evaluation
The alternatives were evaluated based on 2035 levels of service, travel time
comparisons, environmental impacts, and an overall impacts comparison. These
criteria, in addition to overall cost, provide a thorough gauge of potential benefits and
impacts associated with each of the improvement alternatives.
1. Environmental Impacts
Hazardous Waste and Contaminated Materials
As noted previously, petroleum compounds exceeding cleanup objectives appear to
remain near the Dix Avenue/Queensbury Avenue intersection. In addition, petroleum
releases have occurred near the Dix Avenue/Quaker Road intersection. Many of the
businesses in this section of the study area, particularly the Hess Gas Station and
Stewart’s, which are still in operation, involve the sale or use of petroleum products
and have a history of spills or leaks. As a result, it is highly probable that petroleum
contaminated soils exist in this area. If addi tional right-of-way will be acquired or deep
excavations are necessary to improve the roadway network near these businesses,
additional investigations/studies should be performed to determine the potential to
encounter contaminated materials.
Two incidents were identified in the EDR Report that occurred at locations that could
impact construction of a connector road. The location of the first incident occurred at
Garden Time, a landscape/nursery business (Site 20 on the EDR map in Appendix A).
Garden Time is located on the west side of Quaker Road, near the Alternative 3A
intersection terminus with Quaker Road. The incident involved repeated spilling of
petroleum fuel on the bare ground (no pad) at a storage tank where equipment is
fueled. Since the gradient in this area slopes in the direction opposite of the
Alternative 3A western terminus of the connector road, this incident is not expected to
represent a concern. The second incident occurred midpoint between Quaker Road
and Queensbury Avenue within or south of the overhead utility line right-of-way, which
is present within the study area. This incident involved the discharge of a fire
suppression system; the fire suppression material was determined to be a non-
petroleum, non-hazardous substance. As a result, this incident is not expected to
represent a concern relative to the connector road project.
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Wetlands
All of the connector road alternatives have the potential to impact NYSDEC, NWI or field
observed wetlands. Therefore, wetland boundaries would have to be delineated to
determine impacts and identify permit requirements. It is important to note that the
portions of HF-3 that would be affected by a connector road do not contain the cedar
swamp or marl fen wetland habitat types, just hardwood swamp (i.e., palustrine forest
broad-leaved deciduous (Cowardin et al. 1979)).
Measures should be taken during subsequent design phases to avoid and minimize
wetland impacts to the extent practicable. Impacts to federally-regulated wetlands will
require authorization under Se ction 404 of the Clean Water Act in the form of a USACE
permit. Impacts to areas mapped as state we tlands (or within the 100-ft buffer) also
require authorization under Article 24 of the Environmental Conservation Law and
Section 401 of the Clean Water Act. Compensatory mitigation is required by the USACE
for wetland impacts that exceed 0.10 of an acre; it is anticipated that some form of
mitigation would be required by the NYSDEC for any impact to Wetlands HF-8 or HF-3.
Ecology and Endangered/Threatened Species
The only alternative that will affect the note d Indiana bat habitat is Alternative 2. If
Alternative 2 is progressed as a feasible alternative, further study of its effects on
Indiana bat habitat is recommended, specifically at and near its western terminus
(Quaker Road/East Sanford Street Intersection).
As noted previously, karner blue butterflies inhabit extensive pine barrens, oak
savannas or openings in oak woodlands, and open areas, such as airports and right-of-
ways, that the support eh growth of lupine. The areas that would be affected by a
proposed connector road do not have pine barrens, oak savannas, or oak openings
present. An open right-of-way and successional old fields do exist; however, evidence
of lupine growing in either type of area was not observed. Additionally, the right-of-
way and adjacent successional old fields showed signs of frequent on-going
disturbance from the operation of all-terrain vehicles and automobiles capable of being
driven off-road. Since a segment of Alternative 3A and all of Alternative 3B/4B have
been sited adjacent to the right-of-way, further study regarding the effects of the
project on karner blue butterflies is not nece ssary. Certain segments of Alternative 4A
cross the right-of-way, connecting to Alternative 3B/4B; based on the disturbed state of
the habitat and the lack of lupine, further study with regard to the karner butterfly is
not anticipated to be necessary.
The marl fen, identified by NYSDEC as a significant ecological community, is
contiguous with New York State Freshwater Wetland HF-3, parts of which would be
transected by Alternative 2. However, the marl fen is adjacent to the Runway 1 End of
Runway 1-19. Open marl flats and marl pools formerly occurred between the runway
and HF-3, a rich swamp comprised of a Cedar swamp and hardwood swamp, prior to
being ditched for agricultural purposes and extensive pumping of the ground water.
Alternative 2 would transect portions of HF-3 that only contain the hardwood swamp
plant community and not the cedar swamp or marl fen communities. As such, further
coordination with the NYSDEC regarding the identified significant ecology community
is anticipated to be minimal.
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Historic/Archaeological Resources
As noted previously, a review of the NYSOPRHP GIS mapping has determined that the
entire project study area is mapped as potentially archeologically sensitive. As such,
for any areas where new disturbance is proposed, their office may require more
detailed investigations. A project review request will need to be submitted to SHPO
regarding the potential for historic/cultural impacts.
2. Levels of Service
Table IV.1 summarizes the PM peak hour levels of service for the various alternatives at
each of the study intersections. The “No Improvements” column represents conditions
in the study area that would occur with th e volumes associated with the full build 2035
conditions, but not the improvements associated with the QRTP. The results in this
column are intended to provide a base comparison of the impact that the Quaker Ridge
Technology Park will have on study area op erations. The levels of service and delay
identified in italics are those intersections or approaches that are expected to operate
at level of service E conditions. The le vels of service and delay identified in bold are
those intersections or approaches that are expected to operate at level of service F
conditions.
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Table IV.1 – 2035 PM Peak Hour Levels of Service
Intersection
Control No
Improvements Construct Connector
Road
Improvements by Others
Alternative 1 Upgrade
Improvements By Others Alternative 2
Northern Alignment
Alternative 3A
Central Alignment Alternative 3B
Central Alignment Alternative 4A
Southern Alignment Alternative 4B
Southern Alignment
Quaker Rd/Ridge Rd S C (24.9) B (17.5) B (18.4) B (18.3) B (19.4) B (17.9) B (18.0) B (18.6) B (18.6) Quaker Rd/Sanford St TW F (104) F (92.9) F (104) F (104) — F (424) F (424) F (92.9) F (92.9) Quaker Rd/Sanford St/
Connector Rd S — — — — B (19.0) — — — —
Quaker Rd/National Grid
Driveway/Connector Rd TW — — — — — B (19.1) B (18.1) — —
Quaker Rd/Quaker Ridge
Blvd S
F (106) F (88.9) C (23.4) C (23.5) B (19.0) B (19.9) C (20.3) C (23.4) C (23.5)
Quaker Rd/Dix Ave S F (188) F (86.4) C (29.8) C (27.9) C (29.6) C (27.7) C (27.8) C (28.0) C (28.0) Lower Dix Ave/Highland
Ave TW
F (70) C (21.9) E (40.9) E (40.9) C (22.3) C (22.3) C (22.3) C (21.9) C (21.9)
Lower Dix Ave/
Queensbury Ave S
F (82.8) D (45.4) B (18.7) B (19.7) C (20.6) C (34.5) C (20.6) C (21.0) C (21.0)
Queensbury Ave/Stone
Quarry Rd TW C (15.5)
— C (15.5) C (15.5) C (17.4) C (17.4) — — —
Queensbury Ave/Stone
Quarry Rd/Connector Rd TW —
F (57.4) — — — — F (57.6) F (57.4) F (57.4)
Queensbury Ave/
Connector Rd TW — — — —
F (55.0) F (55.0) — — —
Queensbury Ave/Airport
Driveway TW B (12.7) B (14.2) B (12.7) B (12.7) B (14.7) B (14.7) B (14.7) B (14.2) B (14.2)
Queensbury Ave/Hicks
Rd/ Casey Rd AW B (11.7) B (13.5) B (11.7) B (11.7) B (13.0) B (13.0) B (13.0) B (13.5) B (13.5)
Hicks Rd/Ridge Rd
TW E (41.0) E (49.9) E (41.0) E (41.0) E (39.4) E (39.4) E (39.4) E (49.9) E (49.9)
S, TW, AW = Signal, Two-way or A ll-way stop controlled intersection
X (Y.Y) = Level of Service (average delay in seconds per vehicle)
— = Not Applicable for this condition
The level of service and delay at two-way stop controlled intersections is shown for the contro lled approach with the longest delay
The analysis shows that without construction of roadway improvements, five of the
nine study intersections will operate at leve l of service F conditions. That indicates
that area-wide improvements are needed to accommodate the future 2035 conditions
(“No Imps” column). As noted previously, these improvements are only needed with
construction of the QRTP Ph ase 2. The “Construct Connector Road” column shows
levels of service at the study intersections with construction of the connector road, but
no other improvements. With construction of the connector road, three of the nine
study intersections will operate at level of service F conditions. That indicates the
connector road would provide some operational benefit to the transportation network,
but that operational deficiencies would still exist and further improvements to the
transportation network are needed to a ccommodate the future 2035 conditions.
With construction of the “Improvements by Others” the study area intersections
generally operate with good levels of service at all intersections. As noted previously,
the “Improvements by Others” does not include construction of a connector road.
Alternative 1 expands slightly on the “Imp rovements by Others” resulting in very
similar levels of service.
Comparison of Alternatives 2 through 4B show that the study area intersections will
generally operate under comparable levels of service regardless of which new roadway
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alternative is implemented. In addition, the levels of service for the connector road
alternatives are similar to the levels of service for Alternative 1 which does not include
a connector road. Typically, to warrant the investment of public transportation funds,
there should be a marked improvement to operations with construction of a connector
road rather than the comparable levels of service noted in Table IV.1. It is worth
noting that the Quaker Road/Quaker Ridge Boulevard intersection operates with
comparable levels of delay (about 20 second s) whether the Connector Road intersects
Quaker Road through Quaker Ridge Boulevard or through another location (Alt 2 or Alt
3). This is because the double left turn lane is not needed at Quaker Ridge Boulevard
for Alternatives 2 and 3.
3. Travel Time Comparisons
Travel time is a measure of
accessibility and was used to
determine the access benefits
associated with the proposed
connection. Regional travelers
will only use the new
connection if it provides a time
savings benefit. The existing
travel time data and SimTraffic
simulation models were used to
determine whether any of the
proposed alignments will
provide a time savings for
individuals trav elling to and
from the west on Quaker Road.
Travel time comparisons were
completed for the shortest and
longest roadway alignment
alternatives, Alternative 4A
(0.59 miles) and Alternative 2
(1.12 miles). The image to the
right shows that as the
alignment of the Connector
Road moves north, the point of
equal travel time moves north.
For example, Alternative 2
(shown in green) would
improve travel times (access) to
the airport because the point of
equal travel time is north of the
airport, whereas Alternative 4A
would not improve travel times to the airport as it would still be faster to travel around
the north side of the airport along Hicks Road.
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Overall, the access benefits of the new connector road are small. There would be some
improved access to the Queensbury Business Park (on the order of 15 to 90 seconds)
depending on the specific alternative.
4. Overall Evaluation
Table IV.2 provides additional comparison cr iteria and a more complete evaluation of
potential benefits and impacts. The summary includes potential environmental and
right-of-way impacts as well as overall estimated costs which account for contingency,
engineering, acquisition, inspection, administration, permitting, and construction.
Table IV.2 – Alternatives Comparison Summary
Alt 3A Alt 3B Alt 4A Alt 4B Criteria Improvements by Others Alt 1 Upgrade IBO
Alt 2 Northern Central Southern
Overall Length of Improvements NA 1.12 Miles
2.24 Lane- Miles 0.95 Miles
1.9 Lane- Miles 1 Mile
2 Lane-Miles 0.59 Miles
1.18 Lane- Miles 0.66 Miles
1.32 Lane- Miles
Existing and Forecasted Operating Conditions Capacity and delay (ETC+20) 96 hours
29 mph
PI = 133.5 87 hours
30 mph
PI = 115.9 95 hours
29 mph
PI = 124.7 112 hours
28 mph
PI = 144.3 105 hours
28 mph
PI = 136.2 90 hours
30 mph
PI = 119.3 90 hours
30 mph
PI =119.4
Safety benefit NA Yes Neutral Neutral Neutral Neutral Neutral Improve emergency access NA No Yes Yes Yes Yes Yes Improve area access (Airport and Business Parks) NA No Medium Medium Medium Low Low Improve multi-modal access
No No Low No No High High Improve balloon festival circulation NA No Medium Medium Medium Low Low
Impacts to Natural Resources Wetland impacts (approximate) None Low 2.5 acres 0.75 acres 1.0 acres 1.5 acres 1.75 acres 100-year floodplain impacts None None None None None None None Potential to impact archeological sites None Low High Medium Low Low Low Impact to forested areas None Low High High Medium Medium Medium Impact to protected farmland None None None None None None None
Costs/Benefits Maintenance cost ranking (1=lowest) — 1 6 5 4 2 3 Property impacts (ROW implications)
None Unknown 6 prop.
(15.1 acres) 5 prop.
(13.6 acres) 4 prop.
(15.4
acres)* 5 prop.
(10.3 acres) 4 prop
(12 acres)*
Fuel consumption & emissions 531 gal
37.1 kg CO 495 gal
34.6 kg CO 517 gal
36.1 kg CO 541 gal
37.8 kg CO 529 gal
37.0 kg CO 526 gal
36.8 kg CO 525 gal
36.7 kg CO Consistent with local plans Yes –
Development Mitigation Yes –
Maintain / Enhance Existing
Infrastructure
Low Low Low Moderate Low
Construction cost (includes ROW) $11.4 M $2.9 M $10.4 M $10.2 M $8.9 M $6.1 M $6.7 M
* Assumes a land swap for realignment of Stone Quarry Road rather than right-of-way acquisition
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Several conclusions are evident from this alternatives comparison:
Of the six alternatives, Alternative 1 (U pgrade Improvements by Others) has the
fewest impacts, best operations, and lowe st cost. The PI value in the “Capacity
and Delay” row of the table refers to the “Performance Index” from the traffic
simulation model and represents a combination of delay, stops and queuing
penalty. A lower PI indicates better ov erall operations. Alternative 1 has the
lowest overall PI.
Of the five Connector Road alternatives, Alternative 4A appears to have the best
balance of good operations, fewer impacts, and lower costs.
Alternatives 4A and 4B are shown as having better multi-modal access because
of feedback from Greater Glens Falls Transit that indicated that those
alignments could provide a potential benefit for bus operations and the ability
to serve both Walmart and the Queensbury Business Park.
As the shortest alternative (0.59 miles), Alternative 4A is expected to have the
lowest maintenance costs and is shown to be somewhat consistent with local
plans because is shares part of its alignment with the proposed Emergency
Services Training Center access, and the County is pursuing a letter of intent
with the QRTP to pursue a road connection.
Based upon the results of the analysis, construction of a connector road is not needed
to mitigate existing or future transportation conditions in the study area. However, if a
connector road is progressed, construction of Alternative 4A provides the greatest
benefit for the lowest cost. Figure 4.2 illu strates a concept plan for Alternative 4A
showing a typical two-lane roadway with wide shoulders to accommodate pedestrians
and bicyclists.
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V. Conclusions, Recommendations, and Implementation
A) Conclusions
The primary conclusion from the connector road evaluation is that a new roadway
connection is not needed to serve current or short-term traffic in the study area. By
modifying the existing traffic signal phasing and timing at the Quaker Road/Dix
Avenue intersection, the anticipated 2015 tr affic volumes can be accommodated with
acceptable levels of service. The 2035 tra ffic volumes can also be accommodated with
this same system optimization, assuming only Phase 1 of the Quaker Ridge Technology
Park is developed.
With full build out of the QRTP by 2035, substantial off-site traffic mitigation will be
needed as identified in the Quaker Ridge Technology Park TIS. These are large-scale
improvements requiring roadway and intersection widening at multiple locations. This
mitigation is referred to as “Improvements by Others” in this study. In addition, the
following “upgrade” to the Improvements by Others will also be needed:
construction of a northbound left-turn lane on Quaker Road at Sanford Street
construction of a westbound left-turn lane on Dix Avenue at Highland Avenue
construction of a westbound left-turn lane on Dix Avenue at Queensbury Avenue
opposite the proposed eastbound left-turn lane recommended in the QRTP
study.
Construction of a connector road would improve access to land along the connector
road, and would provide an overall mobility benefit, but it would not ameliorate the
need for most of the off-site transportation improvements above. The costs of the
roadway appear to outweigh the benefit in terms of a regional transportation
improvement. However, there is a local benefit to having improved access and the
roadway could be pursued as part of site development mitigation. These local benefits
include a small reduction (about 15 to 90 second s) in travel time to and from land uses
along Queensbury Avenue and the connector road, the potential for improved access
to the airport, and additional route option s for emergency vehicles and the travelling
public. If a connector road is progressed, co nstruction of Alternative 4A provides the
greatest benefit for the lowest cost. This alternative avoids or minimizes
environmental impacts while providing the greatest multi-modal transportation benefit.
Again, it is noted that the costs of the roadway outweigh the local and regional
transportation benefits associated with the connector road.
During December 2011, the Warren County Department of Public Works Committee
agreed to pursue a Letter of Intent with the QRTP developer that would in essence
allow the developer to construct an access road along County property to his parcel in
exchange for a navigation easement along the private property, enabling the County to
expand the southern runway at the airport. This study has concluded that public
transportation benefits do not necessitate the need for a connector roadway. However,
Warren County and the Town of Queensbury may decide that the economic benefits
associated with the runway expansion and local access improvements warrant some
level of public funding for the connector road.
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B) Pedestrian, Bicycle, an d Transit Accommodations
Transportation improvement projects should consider the needs of all modes and all
users. Although specific improvements for pedestrians were not noted as a priority by
the public, multi-modal planning is consistent with A/GFTC’s Twelve Principles and is a
requirement of all publicly funded projects. The logical priorities within the study area
include adding pedestrian crossing acco mmodations to traffic signal controlled
intersections, extending the sidewalk from East Field (Haskell Avenue) in the City of
Glens Falls along Dix Avenue to Queensbury Avenue, and insuring the site
development projects are walkable with linkages to logical termini.
Residents could benefit from the construction of sidewalks on Dix Avenue east of
Quaker Road to connect residential uses with commercial uses. East of Highland
Avenue, parcel frontages on Dix Avenue are smaller, front yard setbacks are shorter,
and the existing right-of-way width is narrower. When combined, these can create
major impediments to the construction of sidewalk projects. Although difficult to
complete, sidewalk construction is preferre d, over wide shoulders, along Dix Avenue
east of Quaker Road due to the number of residences in the area. As such, sidewalks
should be pursued as part of any project along Dix Avenue east of Quaker Road.
In areas of low pedestrian and vehicle volume, both pedestrians and bicyclists can be
accommodated through wide shoulders. This type of treatment increases the potential
that pedestrian and bicycle accommodatio ns will be maintained through inclement
weather. If a connector road is pursued, the roadway shoulder should be 6-feet wide
to accommodate pedestrians and bicycles. The roadway should also provide sufficient
lighting to maximize the visibility of these users at night and during other limited
visibility conditions. Any widening of th e existing roadway network should also
include shoulders of sufficient width to accommodate pedestrians and bicyclists or
construction of a sidewalk.
Discussions with representatives with GGFT revealed that a connector road between
Quaker Road and Queensbury Avenue would provide limited benefit to transit service
in the area. To maximize transit potential, development projects should consider
transit needs through the site design and approval process. For example, providing
direct pedestrian connections from the traveled way to the facility, minimizing front
parking, and providing well lit and comfortable transit stops should be considered.
C) Public Meeting and Workshop #2
The second Public Workshop was held on February 7, 2012. The purpose of the
meeting was to outline the conclusions and recommendations from the study and
answer questions from the public regarding those recommendations. The workshop
began with a PowerPoint presentation after which community members were asked to
comment on the study conclusi ons and recommendations.
There continued to be strong support for implementing short-term traffic signal timing
improvements at the Quaker Road/Dicks Avenue intersection. This report encourages
governing agencies to implement the recommended signal phasing and timing
changes especially since the signal phasing changes are a cost effective short-term
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improvement that are sufficient to accommodate existing traffic conditions and
background growth in the study area.
Attendees raised concerns regarding wetlands impacts and any correlating impacts on
individual properties like water in basements, standing water, etc associated with
construction of a connector road. A detailed summary of Public Workshop #2 is
included in Appendix B.
D) Study Recommendations
The Quaker Road to Queensbury Avenue Connector Road Study resulted in several
recommendations for short-term and long-term implementation. Short-term
recommendations are intended to address existing deficiencies and improve overall
operations in the transportation network.
1. Short-term Recommendations
1. The signal phasing and timing at the Quaker Road/Dix Avenue intersection
should be modified to maximize intersection capacity and reduce southbound
vehicle queuing. This recommendation should be pursued in the short-term to
address existing traffic operations. Wi th this change, the intersection will
operate with good levels of service and southbound vehicle queues will not
impact operations at the Quaker Road/Quaker Ridge Boulevard intersection.
2. Optimizing traffic signal timing is considered a low-cost, high benefit approach
to reducing congestion by the U.S. Depa rtment of Transportation. As such, the
existing time-based coordination plan of the traffic signals on Quaker Road from
Quaker Ridge Boulevard to River Street should be updated and maintained.
While this improvement will not provide a significant level of service benefit to
the minor approaches at the individual intersections, it will provide greater
progression of high volume movements through the corridor which reduce the
number of stopped vehicles, in turn improving air quality and the overall driver
experience. This improvement should be addressed in the short-term.
3. The land use map showed large portions of undeveloped land in the study area.
As commercial and industrial growth occurs on Quaker Road, Dix Avenue, and
Queensbury Avenue, development plans should minimize the number of access
points per parcel and maximize shared driveways and service roads. Minimizing
the number of driveways will help to maximize mobility on area roadways while
still allowing for economic growth and development.
4. The potential to construct a westbound left-turn lane on Dix Avenue at Highland
Avenue should be investigated for feasibility. Due to the na rrow right-of-way on
this section of Dix Avenue, implementation of this improvement may involve
property acquisition. This improvement would remove westbound traffic
waiting to turn left onto Highland Avenue from through moving traffic reducing
vehicle delays.
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2. Long-term Recommendations
1. Major roadway expansions are needed only with Phase 2 construction of the
Quaker Ridge Technology Park. The “Improvements by Others” should be
constructed with the proposed site development, specifically the QRTP.
Additional roadway improvements identified with future build-out of the study
area include construction of a northbound left-turn lane on Quaker Road at
Sanford Street and a westbound left-turn lane on Dix Avenue at Queensbury
Avenue to mirror the proposed eastbound left-turn lane. These improvements
should be constructed as needed with si te development. Specifically, the left-
turn lane at Sanford Street should be constructed before vehicle queues
associated with left-turning traffic significantly impact through travel
movements. This will most likely occur as traffic volumes on Quaker Road
increase with construction of the QRTP. The westbound left-turn lane on Dix
Avenue at Queensbury Avenue should be constructed with development of the
QRTP and the construction of the eastbound left-turn lane identified in the QRTP
TIS.
2. A connector road would primarily benefit the QRTP and is considered here as a
private developer responsibility. However, as noted previously, Warren County
and the Town of Queensbury may determine that a connector road would
provide sufficient economic benefits to allocate some public support for
construction. Should an agreement between Warren County and the developer
of the QRTP result in a new connector road being construction, the roadway
should reflect the design criteria specified in this study. In addition, the
alignment of the roadway should take into account the impacts and benefits
outline herein. In addition, if a connector road is constructed, a southbound
left-turn lane should be constructed on Queensbury Avenue at Dix Avenue. This
is a long-term improvement that is only needed with construction of a connector
road and Phase 2 of the QRTP.
Quaker Road to Queensbury Avenue Connector Road Study Report
March 2012
Appendix A – Environmental Documentation
Quaker Road to Queensbury Av enue Connector Road Study
Town of Queensbury, New York
Environmental Data
Resources, Inc (EDR)
Radius Map
United States Department of the Interior
FISH AND WILDLIFE SERVICE
New York Field Office Long Island Field Office
3817 Luker Road, Cortland, NY 13045 3 Old Barto Rd., Brookhaven, NY 11719
Phone: (607) 753-9334 Phone: (631) 776-1401
Fax: (607) 753-9699 Fax: (631) 776-1405
Endangered Species Act List Request Response Cover Sheet
This cover sheet is provided in response to a se arch of our website* for information regarding the
potential presence of species under jurisdiction of the U.S. Fish and Wildlife Service (Service) within a
proposed project area.
Attached is a copy of the New York State Count y List of Threatened, Endangered, and Candidate
Species for the appropriate county(ies). The databa se that we use to respond to list requests was
developed primarily to assist Federal agencies that are consulting with us unde r Section 7(a)(2) of the
Endangered Species Act (ESA) (87 St at. 884, as amended; 16 U.S.C. 1531 et seq.). Our lists include all
Federally-listed, proposed, and candidate species known to occur, as well as those likely to occur, in
specific counties.
The attached information is designed to assist pr oject sponsors or applicants through the process of
determining whether a Federally-lis ted, proposed, or candidate species and/or “critical habitat” may
occur within their pr oposed project area and when it is appropriate to contact our offices for additional
coordination or consultation. You may be aware that our offices have provided much of this
information in the past in proj ect-specific letters. However, due to increasing project review workloads
and decreasing staff, we are now providing as much information as possible through our website. We
encourage anyone requesting species list information to print out all mate rials used in any analyses of
effects on listed, proposed, or candidate species.
The Service routinely updates this da tabase as species are proposed, listed, and delisted, or as we obtain
new biological information or specific presence/a bsence information for listed species. If project
proponents coordinate with the Serv ice to address proposed and candidate species in early stages of
planning, this should not be a problem if these species are eventually listed. However, we recommend
that both project proponents and reviewing agencies retrieve from our online database an updated list
every 90 days to append to this do cument to ensure that listed species presence/absence information for
the proposed project is current.
Reminder: Section 9 of the ESA prohi bits unauthorized taking** of listed species and applies to
Federal and non-Federal activities. For projects not authorized, f unded, or carried out by a Federal
agency, consultation with the Service pursuant to S ection 7(a)(2) of the ESA is not required. However,
no person is authorized to “take **” any listed species without appr opriate authorizations from the
Service. Therefore, we provide technical assistance to individuals and agencies to assist with project
planning to avoid the potential fo r “take**,” or when appropriate, to provide assistance with their
application for an incidental take permit pursuant to Section 10(a)(1)(B) of the ESA.
Additionally, endangered species and their habitats are protected by Section 7(a)(2) of the ESA, which
requires Federal agencies, in consultation with the Serv ice, to ensure that any action it authorizes, funds,
or carries out is not lik ely to jeopardize the continued existenc e of listed species or result in the
destruction or adverse modification of critical habitat. An assessment of the potential direct, indirect,
and cumulative impacts is required for all Fede ral actions that may affect listed species.
For instance, work in certain waters of the United States, including wetlands and streams, may require a
permit from the U.S. Army Corps of Engineers (Cor ps). If a permit is required, in reviewing the
application pursuant to the Fish and Wildlife Coordination Act (48 St at. 401, as amended;16 U.S.C. 661
et seq.), the Service may concur, with or without recommending additional permit conditions, or
recommend denial of the permit depending upon potential adverse impacts on fish and wildlife resources
associated with project construction or implementation. The need for a Corps permit may be determined
by contacting the appropriate Corps office(s).*
For additional information on fish and wildlife resour ces or State-listed species, we suggest contacting
the appropriate New York State Department of Envi ronmental Conservation regional office(s) and the
New York Natural Heritage Program Information Services.*
Since wetlands, ponds, streams, or open or sheltered co astal waters may be present in the project area, it
may be helpful to utilize the National Wetlands Inve ntory (NWI) maps as an initial screening tool.
However, they may or may not be available for the project area. Please note that while the NWI maps
are reasonably accurate, they should not be used in lie u of field surveys for determining the presence of
wetlands or delineating wetland boundaries for Federal regulatory purposes. Online information on the
NWI program and digital data can be downloaded from Wetlands Mapper,
http://wetlands.fws.gov/mapper_tool.htm.
Project construction or implementa tion should not commence until all requirements of the ESA have
been fulfilled. After reviewing our website and follo wing the steps outlined, we encourage both project
proponents and reviewing agencies to contact our office to determine whether an accurate determination
of species impacts has been made. If there are any questions about our county lists or agency or project
proponent responsibilities under the ESA, please cont act the New York or Long Island Field Office
Endangered Species Program at the numbers listed above.
Attachment (county list of species)
*Additional information referred to a bove may be found on our website at:
http://www.fws.gov/northeast/nyfo/es/section7.htm
** Under the Act and regulations, it is illegal for any pers on subject to the jurisdiction of the United States to take (includes harass, harm,
pursue, hunt, shoot, wound, kill, trap, capture, or collect; or to attempt any of these), import or export, ship in interstate or foreign
commerce in the course of commercial activity, or sell or offer for sale in interstate or foreign commerce any endangered fish or wildlife
species and most threatened fish and wildlife species. It is al so illegal to possess, sell, deliver, carry, transport, or ship any such wildlife that
has been taken illegally. “Harm” includes any act which actually kills or injures fish or wildlife, and case law has clarified that such acts
may include significant habitat modification or degradation that significantly impairs essential behavioral patterns of fish or wildlife.
Warren County
Federally Listed Endangered and Threa tened Species and Candidate Species
Information current as of: 11/22/2011
This list represents the best available information regarding known or likely County occurrences of Federally-listed and candidate species and is subject to change as new information becomes
available.
Status Codes: E=Endangered, T=Threaten ed, P=Proposed, C=Candidate, D=Delisted.
W=Winter S=Summer
Common Name
Bog turtle (Historic)
Indiana bat (W/S)
Karner blue butterfly Scientific Name
Clemmys [=Glyptemys] muhlenbergii
Myotis sodalis
Lycaeides melissa samuelis Status
T
E
E
Page 1 of 1
Warren County
11/22/2011
http://www.fws.gov/northeast/nyfo/es/CountyLists/WarrenDec2006.htm
Quaker Road to Queensbury Avenue Connector Road Study Report
March 2012
Appendix B – Public Meeting Summaries
Quaker Road to Queensbury Av enue Connector Road Study
Town of Queensbury, New York
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Quaker Road to Queensbury Avenue Connector Road Study
Public Meeting and Workshop
Thursday, September 29, 2011 at 7:00 South Queensbury Fire Department Meeting Summary
The workshop began with an introduction by Aaron Frankenfeld to
introduce the project and explain the MPO’s role in planning and
programming transportation projects in the region. The
Adirondack/Glens Falls Transportation Council (A/GFTC) has
initiated this study to evaluate the viability of a potential roadway
connection between Quaker Road and Queensbury Avenue, along
with other transportation needs in the area. This study will evaluate
conditions in the study area with and without the potential connector
road. The need for a connector road has not been determined yet
and is being evaluated as part of the study.
Creighton Manning outlined the project goals; existing conditions
with respect to transportation and land use; and environmental
features. An area-wide constraints map was also presented.
After the presentation, attendees met in smaller groups with one
facilitator at each of three tables to discuss study area issues. Within
the groups, participants were specif ically asked to identify problems
and opportunities for multimodal transportation improvements. Each
facilitator then summarized the problems and opportunities identified
by the small groups. The maps used at the meeting to take notes
and the meeting sign-in sheet are included with this meeting
summary.
Overall, the meeting was succes sful in that many people attended and provided valuable input.
Attendees raised valid questions about whether a connector road is necessary and if it would help
general traffic conditions in the study area. These are important questions that the Study Advisory
Committee will work to answer thr ough the study period. It was noted that at the conclusion of this
planning study, a set of transportation recommendations will be put forth that will require engineering and
further evaluation.
Workshop Results
Problems:
Delays and lots of trucks at the Hicks Rd/Ridge Rd intersection
Delays on Cronin Rd at Ridge Rd
High speeds on Queensbury Ave from Courtney Ln to Hicks Rd
Excessive delays at the Dix Ave/Quaker Rd intersection
Delays at driveways and side streets on Qu aker Rd from Dix Ave to Sanford St
Sight distance concerns for Ridge Rd southbound to turn left onto Hicks Rd
A new connector road could impact residential area s by increasing traffic on some sections of
Queensbury Ave
Truck traffic on Queensbury Ave is heavy
Wal-Mart signal (Quaker Ridge Blvd) creates back-ups along Quaker Rd
Pedestrians use Dix Ave more than other area roads and there are limited pedestrian
accommodations for those pedestrians
No room for walking or biking on Dix Ave and Queensbury Ave
Suggested Improvements:
Wider shoulders on area roadways, sp ecifically Quaker Rd and Dix Ave
Four-lane segment on Quaker Rd between utility easement and Dix Ave
Four-lane segment on Dix Ave approaching Quaker Rd through to Route 4
Use context sensitive widening (i.e . use the existing shoulder width)
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Modify the timing at the Quaker Rd/Dix Ave intersection
Add a turn lane on Dix Ave eastbound approaching Queensbury Ave
Extension of Sanford Street east? This was an improvement put forth in the past as part of
previous development proposal.
Upgrade Dix Ave near Highland Ave
New connector might remove some trucks from residential areas
Questions/Comments/Concerns:
Right-of-way needs for roadway expansions
Who would a connector road benefit?
Would a connector road draw traffic and ther efore customers away from existing businesses?
Maintain 40 mph on Quaker Rd
A new connector road could hurt existing industrial parks by causing growth
A connector road could be too close to airplanes and the southern runway
The information provided by the meeting attendees will be considered through the remainder of the
feasibility study as alternatives are identified and anal yzed. The next public meeting will occur in early
December.
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Page 1
Quaker Road to Queensbury Avenue Connector Road Study
Public Meeting
Tuesday, February 7, 2012 at 6:30
South Queensbury Fire Department Meeting Summary
The workshop began with a project update by Aaron Frankenfeld.
The Adirondack/Glens Falls Transportation Council (A/GFTC)
initiated this study to evaluate the viability of a potential roadway
connection between Quaker Road and Queensbury Avenue.
Several alternatives had been evaluated since the last public
meeting and the purpose of this second public meeting was to
present the draft findings and solicit comments. The DRAFT report
is available for review and co mment through February 21, 2012 on
the A/GFTC website at http://www.agftc.org/whats_new.asp
.
Creighton Manning outlined the project goals, summarized existing
conditions, discussed work completed since the first public
meeting, and detailed the study conclusions:
Considerable improvements would be needed to mitigate
the full build out of the Quaker Ridge Technology Park
A connector road would not ameliorate the need for most
of the off-site transportation improvements
As a regional transportation improvement, the cost of a
connector road would outweigh the benefits
A connector road would provide increased development
potential, improved local access, and emergency services
access
Alternative 4A, extending from Quaker Ridge Blvd to Stone
Quarry Rd, is the preferre d connector road alternative
The study provided a number of multi-modal (pedest rian, bicycle, bus), short-term, and long-term
recommendations including:
Multi-modal Recommendations
Add pedestrian crossing accommodations to traffic signals
Extend a sidewalk along Dix Ave from East Field in Glens Falls to Queensbury Ave
Provide wider shoulders for bicyclists and pedestrians on Ridge Rd and Queensbury Ave
where feasible
Consider transit access in the site approval process (pedestrian linkages to stops, safe
places to wait, etc.)
Short-term Improvements
Adjust the signal phasing at the Quaker Rd/Dix Ave intersection
Update and maintain the time-based signal coordination along Quaker Rd from Quaker Ridge
Blvd to River St
Implement access management best practices like shared driveways, frontage roads, and
channelization during site approval and development
Investigate the feasibility of a westbou nd left-turn lane on Dix Ave and Highland Ave
Long-term Improvements
Implement development mitigation from Quaker Ridge Technology Park identified in the
traffic impact study
Construct additional roadway improvements (left- turn lane on Quaker Rd at Sanford St and a
westbound left-turn lane on Dix Ave and Queensbury Ave)
A commenter asked for clarification of the phrase “I mprovements by Others”. It was explained that the
“improvements by others” is the Quaker Ridge Technology Park development mitigation outlined in that
project’s traffic impact study. The same commenter believed that if the connector road was built by the
developer, then the Quaker Ridge Tech Park woul d not need to make improvements to the existing
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system. It was explained that the connector road al
one does not mitigate the Quaker Ridge Tech Park
traffic, and that additional developer mitigation to the existing system would be needed.
The timing for implementation of short-term improvem ents, specifically signal phasing changes at the Dix
Ave/Quaker Rd was questioned. Aaron noted that A/GFTC is a non-regulatory agency and can’t
complete implementation, but that A/GFTC would enc ourage the governing agencies to make the phasing
improvements. Aaron also noted that implementing sign al phasing changes is surprisingly difficult due to
the few people in the region that can perform the work , and that the signal phasing changes are a cost
effective short-term improvement that are sufficient to accommodate existing traffic conditions and
background growth in the study area.
Attendees raised concerns regarding wetlands impacts and any correlating impacts on individual
properties like water in basements, standing water, et c associated with construction of a connector road.
Concerns were also raised about the amount of potential light industrial space in the area.
The information provided by the meeting attendees wi ll be addressed through finalization of the study
report.