Courtesy of
www.dutchess29.org
Typos noted such as 'modem' vs. 'modern', 'I 100' vs. '1,100', etc.
=======================================================================
[Route 44 and South]
December 21, 2001
Taconic State Parkway task force recommendations
The Taconic State Parkway (TSP) was constructed over a period of 39 years, beginning in 1923 and ending in 1962. According to the Scenic Byway Corridor Management Plan "the modem, automobile parkways, first developed in the early twentieth century, were initially designed to link cities with parks and recreation sites as well as creating city to city linkages. Parkways often followed rivers or valleys taking advantage of regional scenery to create a pleasant driving experience. Modem parkways shared typical characteristics such as:
- curvilinear alignments through pleasing, scenic landscapes
- limited access
- architecturally-designed structures to enhance scenic elements
- separated north and southbound lanes with a vegetated median
- vegetation that enhances the driving experience and appearance of the
road
- collaboration of varied professional disciplines in the design of the
parkways
- associated recreation areas
Beginning at the Kensico Dam, the Taconic State Parkway traverses Westchester, Putnam, Dutchess and Columbia Counties, as it extends 105.3 miles to the New York State Thruway (Route 1-90). Based on typical parkway design standards the Parkway was constructed from 1923 to 1962, but was also influenced by the landscape through which it moved. Changes in the design standards for highways and increased use of the Parkway during the years of construction also influenced the evolution of the Parkway and contribute to the different characteristics found along the length of the roadway." (Taconic State Parkway Scenic Byway Corridor Management Plan, Exi-Exii)
The 105 miles of the TSP that were constructed created one of the most scenic roads in the Hudson Valley.
In 1992, the New York State established the Scenic Byway Program under Article XIEI-C of the State Highway Law. At the same time the Taconic State Parkway was designated as a New York State Scenic Byway.
"A scenic byway is defined as a road corridor with regionally outstanding scenic, natural, recreational, cultural, historic, or archeological significance. Unlike arterial roads and interstate highways which emphasize direct, efficient travel routes, scenic byways are typically roads which contain additional resources, features, and facilities which heighten the travel experience and increase the harmony with the character of the areas through which they pass. According to the New York State Scenic Byway Program a scenic byway "offer(s) an alternative travel route to our major highways and daily travel patterns, while telling a story about New York State's heritage, recreational activities or beauty." The Taconic State Parkway, which provides a winding route from the New York metro area through the farmland of the Taconic region to the capital region around Albany, certainly fits this broad description. From a more technical standpoint however, the Parkway also exhibits five of the six areas of significance, as it contains outstanding scenic, natural, cultural, recreational, and historic qualities and resources." (Page 2, Taconic State Parkway Scenic Byway Corridor Management Plan)
In addition to the scenic attributes of the TSP, "the historic value of the Parkway was recently recognized by the New York State Office of Parks, Recreation and Historic Preservation's determination of the Parkway's eligibility for listing on the National Register. The section of the Parkway from Crompond Road to its terminus at Route 1-90 has been determined eligible under NR Criterion A (Events) in the themes of recreation, transportation and regional planning for its role in the history of New York State Parks and under Criterion C: (Design) in the areas of landscape architecture, engineering, and architecture as a representative intact example of a twentieth-century parkway." (Page 34, Taconic State parkway Scenic Byway Corridor Management Plan)
As previously mentioned, the last segment of the Taconic State Parkway was completed in 1962. Shortly thereafter, issues with the at-grade crossings began to surface. These have been documented for years. In May 1969, an Intersection Elimination Study was completed, which "presents the results of studies performed to determine the most suitable means of eliminating at-grade crossings and uncontrolled accesses to the northern 70 miles of the Parkway." The recommendation includes the construction of three interchanges, thirteen grade separations, one service road and the closing of sixteen at-grade crossings. The majority of these recommendations were never implemented.
Since that draft report was issued, traffic volumes have continued to increase. In 1978, traffic volumes on the TSP between 1-84 and Route 52 were 8,850 vehicles per day. By 1998, the volumes had increased 224% to 28,700, an average annual growth rate of 11.2%. On the section of the TSP between Route 55 and Route 44 the traffic volumes increased from 4,300 vehicles per day in 1978 to 10,800 vehicles per day in 1999. This translates to a 15 1 % increase or an average annual growth rate of 7.2%.
In Westchester County, traffic volumes now exceed 90,000 vehicles per day. In Dutchess County, traffic volumes drop dramatically to 10,000 to 30,000 vehicles per day. This decreases even further in Columbia County to approximately 5,000 vehicles per day.
To begin to address this increase in volumes, improvements have been made to a number of sections of the Taconic State Parkway. In Westchester County, part of the southern twenty-six miles "have been significantly altered-with a brand-new southbound alignment, additions of paved shoulders, and widening from four lanes to six." (Page 32, Corridor Management Plan). InDutchess County, three at-grade crossings at Miller Hill Road, Beekman Road and Bulls Head Road have been replaced with grade separated interchanges. However, there are still 36 at-grade crossings left on the Parkway including 5 in Putnam County, 21 in Dutchess County and 10 in Columbia County.
High traffic volumes, limited sight distance, lack of turn lanes and the adverse accident history in the southern portion of Dutchess County have prompted the need for change. Earlier this year, six at-grade crossings were slated for temporary closure. The side road at Bogardus Lane and the median at Stormville Road were closed the week of July 9, 200 1. Todd Hill Road and Arthursburg Road medians were closed the week of July 23, 2001 and the Carpenter Road median was closed August 24, 200 1. Discussions on Hosner Mountain Road are ongoing. These temporary closures were completed to immediately address critical safety concerns, thereby providing time for the development of permanent solutions.
In order to develop these permanent solutions, a task force was formed by the Commissioner of the New York State Department of Transportation (NYSDOT) to address both the short term issue about what to do at the temporary median closures and the longer term issue about how to address safety on the Taconic State Parkway at the remaining intersections.
At one of the early meetings, the Task Force referenced the Programmatic Agreement that was developed between the New York State Historic Preservation Office and the New York State Department of Transportation. The Task Force also recommend that the Taconic State Parkway Scenic Byway Corridor Management Plan which was developed through the Taconic State Parkway Advisory Group be adopted by the Advisory Group. Since specific guidance on the area of the TSP between 1-84 and Route 44 was not found in either the Scenic Byway Corridor Management Plan or the Programmatic Agreement, the decision was to initially focus on this segment of the Taconic State Parkway.
The Task Force recommendations will be released to the public in a series of three reports. This first report will cover the section of the Taconic State Parkway between 1-84 and Route 44. The second report will cover the Taconic State Parkway north of Route 44 and the third report will focus on the segment of the Taconic State Parkway south of 1-84. It is anticipated that the second report will be released to the public in February 2002 and the third report will be released in April 2002.
Many factors were considered as the recommendations were developed. Four of the underlying considerations were:
- To achieve a reasonable interchange spacing in conformance with the characteristics of a high volume, high speed, limited access, divided highway.
- To close non-critical intersections along segments of the TS? with high parkway traffic volumes where numerous personal injury and fatal accidents have occurred or have a high probability of occurring.
- To provide reasonable access for emergency vehicles, consistent with the degree of access normally associated with other high volume, high speed limited access divided highways.
- To preserve the parkway character consistent with principles outlined in the Taconic State Parkway Scenic Byway Corridor Management Plan.
In addition, many specific factors and criteria were analyzed for each intersection as part of the development of the recommendations. This included:
- Alternate routes were reviewed, including the distance and condition of the alternate routes.
- Traffic volumes on the TSP were reviewed.
- Traffic volumes on the intersecting roads were reviewed.
- The criticality of the intersection was analyzed in regard to safety and alternate access.
- The sight distance for vehicles entering the TSP or crossing the median was reviewed and compared to the desirable sight distance for the 85' percentile speed. As shown in the report, at 55 mph, sight distance is considered critically limited at 475 feet. At 60 mph that distance increases to 540 feet and at 65 mph sight distance of less than 610 feet is considered critically limited.
- The accident rate and type of accidents were analyzed and compared to statewide averages.
- A review of the geometrics of each intersection was undertaken.
- The existing locations of emergency services were reviewed. The alternate routes required for emergency services were reviewed. Discussions have been held with emergency service providers and will continue to be held in order to address their concerns.
- The 85th percentile speed on the TSP was reviewed.
- The issue of community cohesion was reviewed.
- The issue of agricultural use was reviewed.
Based on these considerations, the recommendation of the Task Force includes the eventual permanent closure of all the medians between I-84 and Route 44 for public access.
In addition to the specific recommendations that are presented by intersection in this report, there are six generic recommendations that pertain to more than one intersection or area including:
- Task Force recommendations should be provided to municipalities along the Taconic State Parkway corridor so that they have the opportunity to incorporate these changes into local plans.
- NYSDOT should look at increasing the capacity of Park and Ride lots along the southern Dutchess section of the Taconic State Parkway with a focus on Route 55, Route 52 and Route 82.
- NYSDOT should continue to monitor the traffic at intersections for future actions.
- All improvements will need to be consistent with State and Federal environmental processes and applicable public participation requirements.
- NYSDOT should install new "stop ahead" and "stop" signs, which utilize high intensity sign sheeting. To supplement this, new "stop ahead" pavement markings should be installed (this action has been completed).
- Both the Todd Hill structure and the Shenendoah service station, if it winds up being closed as recommended, should be preserved and stabilized and potential long term adaptive reuses for the buildings should be identified.
An appendix to this report has been developed and includes sight distance diagrams, collision diagrams, accident description forms, maps, photographs, traffic count diagrams and intersection spacing information. There are two tables in the appendix on intersection spacing. The first table shows the existing and proposed spacing between the interchanges and the at-grade intersections. The second table shows the existing and proposed spacing between the interchanges only. According to the American Association of State Highway & Transportation Officials, the optimum distance between rural interchanges is 3 miles.
There are also diagrams in the appendix showing traffic count information on both the Taconic State Parkway and the intersecting roads. For purposes of traffic counts, the Taconic State Parkway in Dutchess County between 1-84 and Route 44 is divided into four sections. Traffic increases as you proceed south on the Taconic State Parkway. The first section is between 1-84 and Route 52 and the AADT is 28,650. The second section is between Route 52 and Route 82 and the AADT is 26,455. 71be third section is between Route 82 and Route 55 and the AADT is 15,775. The fourth section covers between Route 55 and Route 44 and the AADT is 10,795.
Traffic typically peaks on the southbound lanes in the morning and the northbound lanes in the evening. The one way peak hour for the section between 1-84 and Route 52 is 2,635 vehicles. The one way peak hour for the second section between Route 52 and Route 82 is 2,235 vehicles. The one way peak hour for the third section between Route 82 and Route 55 is 1,490 vehicles. The one way peak hour for the fourth section between Route 55 and Route 44 is 895 vehicles. These peak hours generally occur in the AM for southbound traffic.
Following is the background information and recommendations from the Taconic State Parkway Task Force on each intersection between 1-84 and Route 44.
-------------------------------------------------------------------------
ARTHURSBURG ROAD
Continuing north on the TSP the next intersection is Arthursburg Road. This is an at-grade "T" intersection, 0.8 miles north of Route 82. The Route 55 interchange is 2.6 miles to the north. There is a 115 foot median at this location. The east side of Arthursburg Road was previously closed. This is one of the six crossings where the median has been temporarily closed. Access from the west side on and off the TSP has been maintained.
The sight distance for motorists on the west side of Arthursburg Road entering the southbound TSP is 700 feet. At 55 mph, sight distance of less than I 100 feet is considered less than desirable.
The 85th percentile speed is 66 mph northbound and 64 mph southbound.
The AADT for the section of the TSP between Route 82 and Route 55 was 15,775 in 2000. The peak hour volume on the northbound TSP is 1,470 during the PM peak. On the southbound TSP, the AM peak is 1,490.
The major moves at this location are to and from the TSP to the south. The peak hour volumes on Arthursburg Road prior to the median closures include 420 vehicles entering and 35 vehicles exiting the southbound TSP. Prior to the median closure, 485 vehicles exited the northbound TSP and crossed the median to Arthursburg Road during the peak hour.
Over a 36 month period, there were 35 accidents in the vicinity of Arthursburg Road. The most recent accident data was analyzed and two predominant accident patterns were revealed. The first pertains to right-angle accidents which involve vehicles eastbound from Arthursburg Road colliding with vehicles southbound on the TSP. The second pattern consists of rear-end accidents on Arthursburg Road at the southbound lanes of the TSP. Also, during the PM peak, prior to the median closure, northbound left turning traffic backed up into the travel lanes.
There is a need to provide access to northbound travelers heading to the west off the TSP. There are a number of options to provide this access at either Arthursburg Road or at Noxon Road, including a bridge connecting Arthursburg Road with or without ramps, a flyover ramp at Arthursburg or an off ramp at Noxon Road. Depending on the final option, the addition of southbound acceleration and deceleration lanes may need to be reviewed. The proposed ramp at Noxon Road is 0.9 miles north of Arthursburg Road. Noxon Road also intersects with Arthursburg Road, thereby providing convenient access for vehicles heading to Arthursburg Road and other points west of the TSP in this vicinity.
TASK FORCE RECOMMENDATION:
Maintain access from the west side of Arthursburg Road to and from the TSP.
Maintain the temporary median closure.
Permanently close the median and remove blacktop - June 2002.
Add a new crossing for emergency vehicles north of Arthursburg Road - October 2001. (completed)
Progress a project to provide an off ramp at Noxon Road with alternates at Arthursburg Road.
Preferred alternative is an off ramp at Noxon Road consistent with environmental concerns. Begin process immediately.
BEEKMAN ROAD
Less than 1/2 mile north of Stormville Road is the Beekman Road interchange. The construction of this interchange began in 1987 and was completed in 1989.
The AADT for the section of the TSP between Route 52 and Route 82 was 26,455 in 1999. The peak hour volume on the northbound TSP is 2,135 during the PM peak. On the southbound TSP, the AM peak is 2,235.
The peak hour volumes on the Beekman Road ramps prior to the temporary median closures included 320 vehicles entering the TSP southbound and 55 entering northbound. During the peak hour there were 75 vehicles southbound and 270 vehicles northbound exiting the TSP.
The accident rate on the TSP at the Beekman Road interchange is 1.78 accidents per million vehicle miles. Based on this low rate compared to the other intersections, no changes are proposed to this intersection.
TASK FORCE RECOMMENDATION:
No changes are recommended at this interchange.
BOGARDUS LANE
Heading north on the TSP, Bogardus Lane is the next intersection. Bogardus Lane is a low volume road that intersects the TSP approximately 0.8 miles north of the grade separated interchange at Beekman Road. The interchange at Route 82 is another 1.6 miles to the north. Access to the TSP via the west side of Bogardus Lane was previously closed. The east side of Bogardus Lane intersects the TSP at grade. There is a 115-foot median. The east side of Bogardus Lane was recently closed as one of the six temporary closings. The median has been left open for emergency vehicles. On the east side of the TSP, an almost parallel road to the TSP exists from Route 82 to Beekman Road to provide alternate access to the TSP.
The sight distance for motorists on the east side of Bogardus Lane at the TSP is 875 feet. At 55 mph, sight distance of less than I 100 feet is considered less than desirable.
The 85th percentile speed is 65 mph northbound and 61 mph southbound.
The AADT for the section of the TSP between Route 52 and Route 82 was 26,455 in 1999. The peak hour volume on the northbound TSP is 2,135 during the PM peak. On the southbound TSP, the AM peak is 2,235. Volumes on Bogardus Lane are very light and the traffic can be diverted to Beekman Road or Route 82. The peak hour volumes on Bogardus Lane prior to the closure included 30 cars entering and 10 cars exiting the northbound TSP.
Over a 36 month period, there were 18 accidents in the vicinity of Bogardus Lane. There is a pattern of animal accidents at this location since this area has open grassy areas where deer are likely to graze.
TASK FORCE RECOMMENDATION:
Maintain temporary closure of the east side of Bogardus Lane.
Leave the median open for emergency vehicles.
Permanently close the east side, estimated Cost $0.100M - June 2002 (PIN# 8126.84).
Remove median blacktop, replace with concrete block pavers for emergency access only - June 2002.
CARPENTER ROAD
1.7 miles north of Route 52 on the TSP is Carpenter Road. Carpenter Road is a county road that intersects the TSP at grade between two grade separated interchanges. North and south of Carpenter Road are Beekman Road and Route 52, approximately 3 miles apart. There is a 130 foot median at this location. The temporary median closing was recently completed. The two nearby grade separated interchanges provide alternate routes for passenger cars traveling on the TSP.
The sight distance for motorists on the west side of Carpenter Road approaching the TSP is 950 feet. Sight distance for motorists on the east side of Carpenter Road is 650 feet. At 55 mph, sight distance of less than 1,100 feet is considered less than desirable and less than 475 feet is considered critically limited.
The AADT for the section of the TSP between Route 52 and Route 82 was 26,455 in 1999. The peak hour volume on the northbound TSP is 2,135 during the PM peak. On the southbound TSP, the AM peak is 2,235. The peak hour traffic volumes on Carpenter Road prior to the temporary median closures included 280 vehicles entering the TSP southbound from the west and 30 entering the TSP northbound from the east.
Over a 36 month period there were 74 accidents in the vicinity of Carpenter Road. There is a strong pattern of right-angle accidents at the intersection of Carpenter Road and the TSP. Most of the accidents involve vehicles crossing the TSP or turning onto Carpenter Road from the TSP. There is also a pattern of fixed-object accidents on the TSP at the horizontal curve north of Carpenter Road and a pattern of accidents occurring under dark lighting conditions. These accidents are predominately at the intersection of eastbound Carpenter Road and the northbound TSP. Highway lighting and flashing signals were installed in 2000 to address the right-angle pattern and the high incidence of accidents occurring during dark lighting conditions.
There have been discussions about constructing a structure and partial interchange at this location. The rationale for building an interchange at this location include the perception that Carpenter Road is an important crossing and lack of a crossing would divide the Town of East Fishkill. Carpenter Road was an established route from the west side of the county to Route 52. Also, Carpenter Road was an established route for people on the east side of the TSP to get to Hopewell Junction.
There has been a strong public response to both the temporary median closing at Carpenter Road and the need for an interchange, both in support of it and opposed to it.
TASK FORCE RECOMMENDATION:
Maintain temporary median closure, permanently close the median, remove blacktop.
Leave access from both sides of Carpenter Road onto the TSP.
Add a U-turn for emergency vehicles south of Carpenter Road using concrete block pavers permeated with vegetation.
Initiate a project to mitigate immediate traffic circulation impacts which could include Route 216/Phillips Road, Beekman Road/Phillips Road, Routes 376 and 82 in the Hopewell Hamlet, Beekman Road, Route 52/376 and Route 52/TSP. Begin project development immediately.
Initiate a project to add an additional grade separated crossing to the Parkway at this location. Begin project development immediately.
HOSNER MOUNTAIN ROAD
At a distance of 0.6 miles north of 1-84, Hosner Mountain Road is the first at-grade crossing. In addition to the median crossing, the Shenendoah Service station is located in the median just north of this crossing. The proximity of Hosner Mountain Road to the ramps at 1-84 makes the weaving pattern a concern for both the median crossing and service station. This median is one of the six scheduled for temporary closure.
The Taconic State Parkway is a four-lane, partial access control divided rural highway with 11 foot travel lanes and a 11 5-foot median. Hosner Mountain Road is a two lane roadway. No shoulders are located within this area. Left-hand acceleration and deceleration lanes for the gas station/rest area are present on both the north and southbound lanes. The intersection of Hosner Mountain Road is located within the southern acceleration and deceleration lanes. The 85th percentile speed is 62 mph northbound and 64 mph southbound.
The sight distance for motorists crossing the northbound lanes of the Taconic State Parkway is 550 feet and The sight distance for crossing the southbound lanes of the Taconic State Parkway is 350 feet. At 55 mph, Sight distance of less than 475 feet is considered critically limited.
Volumes on the TSP are fairly constant and consistent during the workweek, in the range of 500 to 1,000 vehicles per hour, each direction, from 6 AM to 7 PM, except for 3 hours (6-9) in the AM and 3 hours (4-7) in the PM. During the AM peak hour the number of vehicles southbound exceeds 2,600 and during the PM peak hour the number of vehicles northbound exceeds 2,500. The weekend volumes can vary during season and holiday time, but do approach (Friday night, Sunday evening, etc.) the weekday peak. 'Me AADT is 28,650. Hosner Mountain Road crossing volumes are nominal, 35 to 45 vehicles during the peak hours, but do consist of commercial vehicles that seek access to the area without going over the mountain roadways.
Over a 25 month period there were 29 accidents at this location. The primary accident patterns for this segment are overtaking accidents, right-angle accidents and accidents occurring under dark or low light conditions. A pattern of overtaking accidents is present on the northbound TSP at the intersection with Hosner Mountain Road and the exit ramp to the service station. These all involve vehicles changing from the right lane to left attempting to exit the TSP at the left-hand exits. Two fatalities occurred in this area. Both were related to vehicles entering or exiting the median rest area.
In addition to the two fatalities, many other accidents are attributed to the Shenendoah Service Station. 'Mere have been discussions about closing the station in the past, and substantial public outcry ensued. The main objections were the lack of rest rooms and alternate locations to purchase gas. Since that time, gas stations have been constructed on Routes 52 and 82 near the TSP with rest rooms available for travelers.
There is a need for a permanent solution to closing the median crossing. Access needs to be maintained across the TSP for continuity and commercial vehicle routing. Two options were investigated, including a bridge at Hosner Mountain Road and a service road on the east side of the TSP from Hosner Mountain Road to Route 52. An initial review has determined that the bridge appears to be a more feasible option.
TASK FORCE RECOMMENDATION:
Close the Shenendoah service station. Preserve and stabilize the structure.
Close the median.
Initiate a project to construct a bridge across the Taconic State Parkway - Start design immediately.
Construct a new median crossing south of Hosner Mountain Road for emergency services.
JAMES BAIRD
Continuing north on the TSP, the next intersection 0.8 miles north of Skidmore Road is located at James Baird State Park. This is a grade-separated interchange from the TSP to access the park. The AADT for the section of the TSP between Route 55 and Route 44 was 10, 795 in 1999. The peak hour volume on the northbound TSP is 705 during the PM peak. On the southbound TSP, the AM peak is 895.
No traffic counts are available for the interchange.
The accident rate on the TSP at the James Baird interchange is 4.67 accidents per million vehicle miles. Nine of the thirteen accidents at this location were either not related to the ramps or involved animals. Accordingly, no improvements are proposed to address the accidents in the vicinity of James Baird interchange.
TASK FORCE RECOMMENDATION:
No changes are proposed to this interchange.
McDONNELL ROAD
Just 0.8 miles north of Mountain Road, the next intersection is McDonnell Road. McDonnell Road is 3.3 miles north of Route 55, 2.0 miles north of the James Baird interchange and the interchange at Route 44 is 4.3 miles to the north. This is a low volume local road that intersects the TSP at-grade. There is a 65-foot median at this location which allows vehicles to stack. Access from the TSP to the east side of McDonnell Road was previously closed to traffic.
The sight distance for motorists on the west side of McDonnell Road at the TSP is 1,100 feet. At 55 mph, sight distance of less than 1100 feet is considered less than desirable.
The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999. The peak hour volume on the northbound TSP is 705 during the PM peak. On the southbound TSP, the AM peak is 895. The peak hour volumes on the west side of McDonnell Road include 10 vehicles entering the TSP and 4 vehicles exiting the TSP southbound.
Between 10/96 and 9/99 there were 12 accidents in the vicinity of McDonnell Road. Four were related to animals, five were classified as fixed object, two were overtaking and one was classified as "other." All of the accidents were north of the intersection, none actually took place at the median or on the west side of McDonnell Road adjacent to the TSP.
Rather than close the entire intersection, the recommendation is to close the median only. This is to continue to allow access to the TSP for emergency vehicles and to permit access to a motel close to the TSP. There may be a need to add a turn around for emergency services to compensate for the median closing. This will need to be explored.
TASK FORCE RECOMMENDATION:
Permanently close the median - June 2002.
East side previously closed, take any necessary actions to permanently close off access to the TSP from the east side - June 2002.
Explore the need for an emergency U-turn.
MOUNTAIN ROAD
The next intersection is Mountain Road. Mountain Road is 1.2 miles north of the James Baird interchange, 2.5 miles north of Route 55 and Route 44 is an additional 5.1 miles to the north. Mountain Road is a low volume road that intersects the TSP at-grade and has an 18 foot wide median, barely wide enough for one car. There are concerns at this intersection with the potential for serious accidents, due to the geometrics of the intersection. Trucks waiting in the median extend into the travel lane. Northbound exiting vehicles must slow down to a virtual stop to exit the parkway, due to the obsolete geometrics.
The sight distance for motorists on the west side of Mountain Road at the TSP is adequate at the edge of pavement, however, at the stop bar a rock cut limits sight distance to 600 feet. Sight distance for motorists on the east side of Mountain Road is 580 feet. At 55 mph, the criteria is that sight distance under 1,100 feet is less than desirable.
The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999. The peak hour volume on the northbound TSP is 705 during the PM peak. On the southbound TSP, the AM peak is 895. The peak hour volumes on Mountain Road include 15 vehicles entering the TSP southbound from the west side of Mountain Road and I vehicle entering northbound from the east side of Mountain Road. During the peak hour there is I vehicle southbound and 2 vehicles northbound exiting the TSP onto Mountain Road.
From 10/96 to 9/99 there were seven accidents at this location. Three were right angle, two involved animals, one was an overtaking accident and the last accident type was classified as "other."
In the past there have been discussions about closing this intersection and there has been public opposition to this. The issues brought up were access across the TSP for the fire department and residents, including farmers. Public opposition can be anticipated again, however due to the safety concerns and the potential for accidents at this locations, the recommendation is closure. Further discussions with the fire department should take place to determine what mitigations may be necessary.
TASK FORCE RECOMMENDATION:
Temporarily close the median with safe-lane delineators - As soon as possible.
Permanently close the intersection, cul de sac the east and west side - June 2002.
Remove the median blacktop and install median barrier - June 2002.
ROSSWAY ROAD/DRAKE ROAD
1.5 miles north of McDonnell Road, the next crossing is Rossway/Drake Road. Rossway and Drake Roads are 4.8 miles north of the Route 55 Interchange and the Route 44 Interchange is 2.8 miles to the north. These are low volume local roads that intersect the TSP at grade. There is a 100-foot median, allowing vehicles to stack.
The sight distance for cars on the west side of the TSP at Rossway/Drake Roads is 475 feet. The line of sight is impaired by a rock and earth embankment which could be removed to obtain an estimated 700 feet of sight distance. Sight distance for the median and east side is 740 feet at each location. At 55 mph, sight distance of less than I 100 feet is considered less than desirable and less than 475 feet is considered critically limited.
The 85th percentile speed is 65 mph northbound and 67 mph southbound.
The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999. The peak hour volume on the northbound TSP is 705 during the PM peak. On the southbound TSP, the AM peak is 895.
The peak hour volumes on Rossway/Drake Road include 174 vehicles entering the TSP southbound from the west side of the intersection and 3 vehicles entering the TSP northbound from the east side of theintersection. During the peak hour there are 3 vehicles southbound and 115 vehicles northbound exiting the TSP.
During the 36-month period from W/96 to 9/99 there were 17 accidents in the vicinity of Rossway/Drake Road. Five of these accidents involved animals, three were classified as rear-end, five were fixed-object, two were overtaking and one was classified as "other."
Discussions have included closing this intersection. This was discarded as an option at this time. Just north of the Rossway/Drake Road crossing is the at-grade crossing of Tyrell Road. It is not feasible to close the median and intersection of Tyrell Road on the east side because this is the only access to and from homes located on the east side of the TSP. These homes would be landlocked without the TSP access. The concern with closing the Rossway/Drake Road median is motorists would use the median opening at Tyrell Road to turn around and the Tyrell Road median is only 38 feet wide. However, the long term recommendation is to close both Rossway/Drake Road and Tyrell Road. To do this, alternate access will need to be provided.
This would likely consist of either a grade-separated interchange or a service road.
TASK FORCE RECOMENDATION:
Remove rock embankment to improve sight distance - June 2002.
Close the intersection - The long term recommendation is to close this intersection, however, prior to this being accomplished, alternate access would need to be provided.
ROUTE 44
Continuing north on the Taconic State Parkway the next intersection 1.9 miles north of Tyrell Road is Route 44. Route 44 is a grade-separated interchange where the TSP crosses over Route 44.
The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999.
The peak hour volumes on the Route 44 ramps prior to the temporary median closures included 147 vehicles entering the TSP southbound and 82 entering northbound. During the peak hour there were 79 vehicles southbound and 145 vehicles northbound exiting the TSP.
The accident rate on the TSP at the Route 44 interchange is 4.00 accidents per million vehicle miles.
Thirteen of the twenty accidents at this location were either not related to the ramps or involved animals.
Accordingly, no improvements are proposed to address the accidents in the vicinity of the Route 44 interchange.
TASK FORCE RECOMMENDATION:
No changes are proposed to the Route 44 interchange.
ROUTE 52
Traveling north on the TSP, the next intersection is the Route 52 interchange. Route 52 is 0.8 miles north of Hosner Mountain Road and 1.4 miles north of the interchange at 1-84. Route 52 at this location is a two lane rural highway on a tangent with a flat profile. The TSP at this location is a four lane controlled access highway which overpasses Route 52. The interchange between the two is a half cloverleaf on the south side of Route 52. A "T" intersection exists at the Route 52 and the TSP southbound ramps. The TSP northbound ramps intersect Route 52 opposite the driveway for a park and ride lot. Sight distances are adequate.
The AADT between Interstate 84 and Route 52 is 28,650. The AADT for the section of the TSP between Route 52 and Route 82 is 26,455. The peak hour volumes on the Route 52 ramps prior to the temporary median closures include 525 vehicles entering the TSP southbound and 225 entering northbound. During the peak hour there are 145 vehicles southbound and 470 vehicles northbound exiting the TSP.
Four accident patterns were revealed in a study conducted at the Route 52 interchange with the TSP . The first accident pattern identified involves vehicles on the northbound TSP attempting to exit at the ramp to Route 52. Secondly and thirdly, there is a right-angle accident pattern at both intersections of Route 52 and the TSP ramps. Lastly, a rear-end accident pattern was identified with slowing and stopping left turn vehicles from Route 52 westbound to the TSP southbound entrance ramp. The accident rate on the TSP at the Route 52 interchange is 2.65 accidents per million vehicle miles.
On the southbound loop ramp to Route 52 queuing is a problem caused primarily by left turning traffic. To address this, it is recommended that a new southbound off ramp be constructed and the existing loop ramp removed. This should be a diamond interchange type ramp. It also will change the primary turn at Route 52 from a left to a right turn, easing operations.
TASK FORCE RECOMMENDATION:
Construct a southbound off ramp in the post 5 years of the capital program.
Add left turn lanes, including signals at the ramp terminals on Route 52 (completed).
ROUTE 55
Continuing north on the TSP the next interchange is Route 55. Route 55 is a grade-separated interchange located 0.7 miles north of Todd Hill Road. The main issue at this interchange is the northbound exit ramp to Route 55 westbound. This ramp is a loop ramp with a non standard length deceleration lane and radius. This is a result of the bridge that carries the TSP over Route 55 being only wide enough for the four lanes of the Parkway. In addition, there have been discussions about adding turn lanes at Freedom Plains Road to improve the flow of traffic on Route 55 to the west of the interchange.
The AADT for the section of the TSP between Route 82 and Route 55 was 15,775 in 2000. The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999. The peakhour volumes on the Route 55 ramps prior to the temporary median closures included 275 vehicles entering the TSP southbound and 120 entering northbound. During the peak hour there were 125 vehicles southbound and 345 vehicles northbound exiting the TSP.
The accident rate on the TSP at the Route 55 interchange is 3.59 accidents per million vehicle miles.
TASK FORCE RECOMENDATION:
Lengthen the deceleration lane on the TSP northbound exit ramp to Route 55 westbound (completed).
Add a left turn lane at the Freedom Plains Road intersection.
Add a right turn lane at the Freedom Plains Road intersection.
Construct a new northbound exit ramp to Route 55 westbound - post 5 years of the capital program.
ROUTE 82
Heading north on the TSP Route 82 is the next intersection 1.6 miles north of Bogardus Lane. Route 82 is a grade-separated interchange with the TSP crossing over Route 82.
The AADT for the section of the TSP between Route 52 and Route 82 was 26,455 in 1999. The AADT for the section of the TSP between Route 82 and Route 55 was 15,775 in 2000.
The accident rate on the TSP at the Route 82 interchange is 3.12 accidents per million vehicle miles.
The current ramps at Route 82 are non-standard. Construction has recently been completed to extend the northbound deceleration lane by approximately 200 feet. Although the ramp will still be non-standard, it should improve conditions at this location.
TASK FORCE RECOMMENDATION:
Extend the existing ramps at Route 82 approximately 200 feet (completed).
Re-phase the traffic signal at Route 82 and Noxon Road to make allowances for the anticipated increase in the number of vehicles at this location (completed).
SKIDMORE ROAD
Traveling north on the TSP, the next intersection is Skidmore Road. Skidmore Road is a low volume local road that intersects the TSP at-grade approximately 0.5 miles north of a full grade-separated interchange at State Route 55. There is a 65 foot wide median at this location, allowing vehicles to store.
The sight distance for motorists on the west side of Skidmore Road at the TSP is 800 feet. Sight distance for motorists on the east side of Skidmore Road and at the median is adequate. The southbound approach to Skidmore Road is on a steep downgrade. At 55 mph, sight distance of less than 1100 feet is considered less than desirable.
Local traffic uses Skidmore Road to travel from Route 55 to the Skidmore Road/Velie Road intersection, a distance of 0.54 miles. An alternate route for local traffic traveling from Route 55 to the Skidmore Road Velie Road intersection is to utilize the Route 55 grade-separated interchange overpass to cross under the TSP and turn onto Velie Road. This alternate route requires that motorists travel 1.06 miles to get from the Route 55/Skidmore Road intersection to the Skidmore Road Velie Road intersection, an increase of only 0.52 miles.
The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999. The peak hour volume on the northbound TSP is 705 during the PM peak. On the southbound TSP, the AM peak is 895.
The peak hour volumes on Skidmore Road include 5 vehicles entering the TSP southbound from the west side of Skidmore Road and 5 entering northbound from the east side of Skidmore Road. During the peak hour there are 30 vehicles southbound and 10 vehicles northbound exiting the Taconic onto Skidmore Road on the west and east sides. There are 65 vehicles crossing the TSP at the median during the peak hour.
During a 36 month period, there were 33 accidents in the vicinity of Skidmore Road. There is a strong pattern of right-angle accidents at the intersection of Skidmore Road and the TSP. There is also a pattern of fixed-object accidents on the TSP on the southbound downgrade approach to Skidmore Road. The fixed object pattern is primarily occurring during snow/ice conditions. These accidents appear to be the result of some motorists traveling at speeds unsuitable for the environmental conditions. To address the right-angle accident pattern, the complete closure of the at-grade intersection is necessary.
TASK FORCE RECOMMENDATION:
Close the Intersection, cul de sac both ends. Project was let on November 1, 2001 (PIN # 8126.78).
Estimated Cost $1.050M (cost includes improvements to the Velie Road bridge over the Sprout Creek). Coordinate closure with Dutchess County.
STORMVILLE ROAD
Traveling 0.8 miles north of Carpenter Road on the TSP, the next intersection is Stormville Road. The Beekman Road interchange is 0.4 miles to the north of Stormville Road. Stormville Road is a low volume local road that intersects the TSP at grade with a 20-foot median. The median of Stormville Road was recently closed as one of the temporary median closings. There are close alternate routes for motorists to take to access the TSP. On the east side of the TSP, alternate access to the TSP via Route 52 is available and on the west side alternate access to the TSP Via Beekman Road is available.
The sight distance for motorists on the west side of Stormville Road at the TSP is 400 feet. Sight distance for motorists on the east side of Stormville Road is 875 feet. At 55 mph, sight distance of less than 1100 feet is considered less than desirable and less than 475 feet is considered critically limited.
The 85th percentile speed is 65 mph northbound and 66 mph southbound.
The AADT for the section of the TSP between Route 52 and Route 82 was 26,455 in 1999. The peak hour volume on the northbound TSP is 2,135 during the PM peak. On the southbound TSP, the AM peak is 2,235.
The peak hour volumes on Stormville Road prior to the temporary median closures include 15 vehicles entering the Taconic southbound from the west side and 40 vehicles entering the TSP northbound from the east side.
Over a 36 month period, there were 24 accidents in the vicinity of Stormville Road. Ten of the accidents that occurred at this location involved a vehicle exiting, entering or crossing the TSP at Stormville Road. There is a cluster of rear-end accidents involving a vehicle southbound on the TSP turning left onto Stormville Road. The median at this location is not large enough to store more than one vehicle and left-turning vehicles wait in the southbound travel lane when a vehicle is stopped in the median.
There have been a number of discussions with the Fire Department concerning the availability of water once the median is closed. To mitigate this concern, NYSDOT has agreed to install a pipe under the TSP to provide water for the Fire Department.
Although some public opposition to closing this at-grade intersection was expressed at a Public Information Meeting in March of 2001, the Town of East Fishkill supports the closing. A project (PIN #8126.84) to close the intersection permanently is programmed in 2002.
TASK FORCE RECOMMENDATION:
Maintain temporary median closure.
Permanently close the median, remove the blacktop, install median barrier, cul de sac both sides. $0.200M - June 2002.
Build a pipeline for the Fire Department - June 2002 (cost of pipeline included in $0.200M).
TODD HILL ROAD
North of Arthursburg Road is Todd Hill Road. Todd Hill Road is located 2.7 miles north of Route 82 and 0.7 miles south of Route 55. Todd Hill Road is a low volume local road that intersects the TSP at grade. There is a 110 foot median at this location. There is a Park and Ride lot with 28 parking spaces located at the former service station in the median of the TSP immediately to the south of the Todd Hill Road intersection. This median is one of the six that has been temporarily closed.
The sight distance for motorists on the west side of Todd Hill Road at the TSP is adequate. Sight distance for motorists on the east side of Todd Hill Road is 700 feet. At 55 mph, sight distance of less than I 100 feet is considered less than desirable.
The 85th percentile speed is 67 mph northbound and 64 mph southbound.
The AADT for the section of the TSP between Route 82 and Route 55 was 15,775 in 2000. The peak hour volume on the northbound TSP is 1,470 during the PM peak. On the southbound TSP, the AM peak is 1,490 vehicles. The peak hour volumes on Todd Hill Road prior to the median closures on the TSP include 100 vehicles entering the TSP southbound from the west side and 10 vehicles entering the TSP northbound from the east side of Todd Hill Road.
Over a 36 month period there were 41 accidents in the vicinity of Todd Hill Road. Ten of the accidents that occurred at this location involved a vehicle exiting, entering or crossing the TSP at Todd Hill Road. There are two accident patterns at this location. There is a fixed-object pattern and a right-angle accident pattern.
The fixed-object accident pattern involves northbound motorists on the TSP, south of the intersection of the TSP and Todd Hill Road. Several of these accidents involved a collision with the southern terminus of the box beam guiderail on the northbound TSP at the drive to the Todd Hill Park and Ride. This has since been addressed with a change in the guiderail end treatment and pavement markings.
The right-angle accident pattern is at the intersection of the TSP and Todd Hill Road. There is a wide median at this location, allowing vehicles to store. The majority of these accidents involve a westbound vehicle on Todd Hill Road stopping at the stop sign and then failing to yield right-of way to a southbound vehicle on the TSP.
The other concerns at this location are the building and the Park and Ride lot. The building was secured during the 1980's, but is suffering from neglect. The concern at the Park and Ride lot is that since the median closures there have been a substantial number of vehicles making u-turns, both to the south and to the north. Sight distance exiting the Park and Ride lot to the northbound TSP is affected by cars parked at the lot.
TASK FORCE RECOMMENDATION:
Maintain temporary median closure.
Make improvements to the Park and Ride lot by installing bumper blocks to improve sight distance.
Permanently close the median, take out blacktop - June 2002.
Close the east and west side, cul de sac both ends - June 2002.
Long-term recommendation is to eliminate the median park and ride lot and find an alternative location for the lot.
Preserve and stabilize the existing structure. Identify potential long term adaptive reuses.
TYRELL ROAD
0.9 miles north of Rossway/Drake Road is Tyrell Road. The interchange at Route 44 is 1.9 miles further to the north. Tyrell Road is another low volume local road that intersects the TSP at grade. As mentioned previously under Rossway/Drake Road, the median at Tyrell Road is 38 feet wide. For residents on the east side of the TSP, Tyrell Road is their only access. In addition, Tyrell Road is the access to the Taconic-Hereford State Multiple Use Area.
Sight distance at Tyrell Road is adequate for traffic entering the TSP from the west side. From the east side it is 400 feet from Tyrell Road and 550 feet from the median. At 55 mph, sight distance of less than I 100 feet is considered less than desirable and less than 475 feet is considered critically limited.
The AADT for the section of the TSP between Route 55 and Route 44 was 10,795 in 1999. The peak hour volume on the northbound TSP is 705 during the PM peak. On the southbound TSP, the AM peak is 895.
The peak hour volumes on Tyrell Road include 24 vehicles entering the TSP southbound and 7 entering northbound. During the peak hour there are 4 vehicles southbound and 12 vehicles northbound exiting the TSP.
During the 36-month period from 10/96 to 9/99 there were nine accidents in the vicinity of Tyrell Road.
Three of these accidents involved animals, four were classified as fixed-object, one was an overtaking accident and one was classified as "other." Since we cannot landlock the homes on the east side, it is not feasible to close the intersection at this time.
However, the long term goal is closure, but before this can be implemented alternate access will need to be provided. This would likely consist of either a grade-separated interchange or a service road.
TASK FORCE RECOMMENDATION:
Close the intersection - The long term recommendation is to close this intersection, however, prior to this being accomplished, alternate access would need to be provided.