Town of Amherst Traffic-Safety Board·September 2, 2026
One request granted · Three received and filed · A signal at the end of its life · Eggert Road, segment by segment
The board that spends most of its evenings explaining why it cannot help voted unanimously on September 2 to recommend a protected left-turn arrow at Dodge Road and North French Road — its first affirmative hardware recommendation in months, and one that will likely require replacing the entire traffic signal, whose span wire and original equipment are at the end of their service life. Everything else went the usual way: speeding complaints on Auxaire Drive and Wyeth Drive were received and filed against speed data that came back under the posted limit, and a request for a centerline on the North Maplemere Road extension was refused on the grounds that the road was deliberately built too narrow for one. A request to bar e-bikes from the school path off Willow Green Drive was held because nobody yet knows who owns the path. The night ended in a long staff walkthrough of the Eggert Road repaving — five segments, center turn lanes, parking, bike lanes — that the recording cuts off mid-sentence, taking three site-plan referrals with it.
A resident who gave his name only as Fernando[*] came to the podium on behalf of what he called a group of concerned neighbors and made an argument he admitted was built on testimony rather than numbers. He did not need to. Traffic Safety Coordinator Christopher P. Schregel had already put the numbers on the screen, and for once they pointed the same way the residents did.
Dodge Road meets North French Road at a signal with left-turn bays on all four approaches and left-turn arrows on none of them — what engineers call a permissive-only left, where a driver waits on green and takes whatever gap the oncoming traffic leaves. Schregel pulled turning-movement counts from the town's MyoVision[*] video detection rather than the one-day manual counts the board used to rely on, and looked at 57 weekday school days.
The westbound left off North French is the busiest turn at the intersection: 956 vehicles a day, 97 of them in the morning peak, against 471 opposing vehicles. Measured against the state's two-part threshold, that movement cleared both tests on 24 of the 57 days — 42 percent of the school-session sample. No other approach came close.
The crash record was thinner than the volume case. Eleven reported crashes at the intersection from 2022 through 2025 — 2026 data was not yet verified — of which two involved left-turn movements in any direction.
Fernando's own case was geographic. Between Millersport Highway and Transit Road this is a two-lane connector, he said; drivers wait through multiple green cycles to make one left, and impatient ones take the yellow. Within a mile sit an elementary school, a middle school and a high school full of new drivers, one of them his daughter. Half a mile away, at North French and Hopkins Road, a comparable intersection has protected turns in all four directions. And four housing developments are going in on Dodge Road between North French and Casey Road, which will only add to the north-south movement.
Then came the complication. Schregel had asked the highway department about a simple retrofit and been told it was probably impractical: the signal equipment is original and near the end of its useful life, and the span wire hangs at 16 feet — add the weight of another signal head and it could sag to or below the minimum vertical clearance. Highway's advice was that a left-turn arrow means a full replacement. The town no longer installs span-wire signals at all; new installations use mast arms.
The chair took that as an argument for acting rather than against it. Highway is already saying the span wire and everything on it is at end of life, he said, so "we're at a point where we're going to make a change, this is the time to do it."[1] He moved that the town apply to Erie County for the permit modification and install the arrow.
Schregel stopped him, politely and decisively. Applying for a permit before there is money is jumping the gun; the town does not open permits on projects it cannot fund. "Without money, we don't have a project."[1] The chair amended his own motion on the floor to a plain recommendation — install the turn arrow as warranted by the data — directed to the highway department and the Town Board. Nicholas Alterio, who had seconded the original, kept his second. Daniel J. Rider, P.E., offered the practical translation: this would be a good budget item for next year.
Carried 6–0. What happens next is a memo. Schregel will write the highway superintendent recommending the signal be budgeted for replacement, and the superintendent decides whether it enters the capital request. The town owns and maintains 58 traffic signals; as Schregel put it, there may well be one in worse condition ahead of it in line.
A member's aside caught the whole shape of the thing. "I've been asking for one at the corner of Youngs and Klein for about five years."[1]
Almost nobody guesses this correctly. Dodge and North French is a county intersection — and Erie County, Schregel told the board, owns "zero traffic signals in all of the county."[1]
What the county issues instead is a permit. The Town of Amherst holds that permit, and under it the town owns, operates, maintains and pays for the signal. The permit currently reads "traffic signal with zero left turn arrows"; adding one means reapplying and having the county review the data and the methodology behind it. Staff could not recall the county ever rejecting a signal permit.
So the sequence a resident faces is longer than it looks: this advisory board recommends, the highway superintendent budgets, an engineering study follows, the county amends the permit, and only then does anyone climb a pole.
Unlike a stop sign, a left-turn arrow is judged on a pair of thresholds, not one. State guidance looks for more than 50 left-turning vehicles per hour, and for the left-turn volume multiplied by the opposing through volume to exceed 50,000 at this number of lanes.
The product test is the part that trips people up. A busy left turn against an empty opposing road does not warrant an arrow — there are gaps to take. A modest left turn against a wall of oncoming traffic can. It measures conflict, not popularity.
Volume is only one of four criteria; delay, conflicts and crashes are weighed too. Amherst now runs these tests against months of video counts instead of a single day with a clipboard, which is why an intersection the board has turned down before passed this time.
Pierre Alberton[*] was the first resident called, and he had the most sympathetic facts of the night. Roughly a dozen children under 12 live in the immediate area, seven of them along the short strip of Auxaire Drive between Chaumont Drive and Hopkins Road, behind five driveways. Drivers coming down Chaumont Drive, he said, approach the all-way stop with no intention of stopping — "and I don't mean like rolling stops" — then run the couple hundred feet down to Hopkins.[1]
Schregel's data did not cooperate. He extended the crash review from the usual three years to ten and found zero reported crashes on the street or at the intersection. A mid-block counter logged 626 vehicles in a day, with 85th-percentile speeds of 26 mph eastbound and 24 westbound on a 30 mph street. Alberton took it in good humor: "the data is the data, I guess."[1] He knew of two collisions in three years — one was his own truck, rear-ended in the street — neither reported to police, and therefore neither in the file.
What followed was the most candid thing the board said all evening. The all-way stop at Chaumont and Auxaire would not be warranted today. It is a T intersection; under current standards only the Auxaire leg would be stopped, and the two plaques on Chaumont would not exist. The signs almost certainly date from a neighborhood-wide push about a decade ago — a member recalled stop signs going in at nearly every intersection through the corridor toward Youngs Road, on Quantico Court, on Hershey Court, all of it — and this is the consequence: local drivers who learn nothing is ever coming, and stop complying.
Which leaves the board holding a recommendation it declines to make. The technically correct motion, the chair said out loud, would be to recommend that the Town Board remove the two stop signs. He is not going to make it. "There will be overwhelming opposition from the residents, because nobody wants their stop signs removed," he said, and the Town Board would not pass it.[1]
The board offered a referral to Amherst police for spot enforcement when officers have time, repeated its standing advice to park cars in the street during the hours children are outside, and moved to receive and file. No second and no tally are audible on the recording.
This is the paradox at the center of the Traffic-Safety Board's work, and on September 2 it was stated plainly rather than implied.
An unwarranted stop sign — one installed where traffic volumes never justified it — teaches the drivers who use the street daily that nobody is ever waiting at the cross street. They roll through, then blow through. Residents, meanwhile, see a stop sign and let their children behave as though cars will stop. A board member's summary: it "creates a false sense of security."[1]
The engineering answer is to take the sign down. The political answer is that no town board removes a stop sign a neighborhood has grown attached to. So the sign stays, the non-compliance stays, and the file grows.
Alison Harman[*] of 183 Wyeth Drive came prepared, and conceded the weakness of her own case before the board could raise it. A counter placed mid-block — deliberately away from both the curve and the Drawbridge Court side street, either of which would have depressed the readings — found 85th-percentile speeds of 24 mph eastbound and 28 westbound, one eastbound vehicle over 30 all day, and zero crashes in three years on a street that runs off Stahl Road and connects through to Woodshire Court.
Her argument was that the number is the wrong number. There is a difference, she said, between not speeding and travelling at a safe speed for a particular street — and Wyeth Drive is a sequence of sharp turns and blind corners in an older neighborhood filling with young families. She cited National Highway Traffic Safety Administration figures: a pedestrian struck at 30 mph faces roughly a 50 percent chance of serious or fatal injury; at 20 mph, about 18 percent. Her request was a 20 mph posting. "You're the experts," she added. "So really coming here for guidance."[1]
She got guidance, and it was mostly a list of things Amherst cannot do. Then the chair told her something closer to a compliment: her street is what the board wishes every street looked like. The curves, the bends and the shortened sight lines she came to complain about are themselves the traffic-calming measures — built into the subdivision's design precisely because the straight streets laid out in the 1950s and 60s post far worse numbers.
The board's parting recommendation was, once again, to park cars in the road — during the day, when children are out, and back in the garage at night. Moved to receive and file; no second and no tally are audible on the recording.
A speed limit under 30. The Town of Amherst's blanket limit is 30 mph, set by the Town Board, and that is the floor. New York does allow a municipality of Amherst's size to post lower — it requires a traffic engineering study, and Wyeth Drive's low 85th-percentile speeds would actually support a 25 mph posting. But the highway superintendent's standing position is that the town will not piecemeal it, one street at a time. It happens town-wide or not at all, and the town is not ready. The lone exception is a school zone, where the limit may drop 10 mph — and only on the street the school itself fronts, not the side streets feeding it.
A speed hump. The board says repeatedly that it is in favor of humps, tables and bumps. There is simply no process: installing them requires Town Board legal action plus highway and emergency-services sign-off, and the highway department has said not right now. Staff are hunting for a pilot street, and the criteria under discussion would require an 85th-percentile speed well above the posted limit — which disqualifies nearly every street that asks. A durable objection also comes up unprompted: neighbors who campaign for humps come back to complain about the noise, and about resale value.
The extension of North Maplemere Road to Northtown Center, built as part of the UBMD[*] project, is 20 feet wide once you subtract its bump-out parallel parking spaces, carries no centerline, and has produced zero reported crashes in its short life. A resident asked for a double yellow line, citing visibility and narrow lanes. One member's first instinct was to grant it — the MUTCD language is genuinely permissive here, calling a centerline on a local road wider than 16 feet optional and subject to engineering judgment.
The chair countered with the most quotable sentence of the evening: "A thank you to the resident for confirming that the road design is working."[1] The extension was deliberately choked down, he said, so it would not become a cut-through from Maple Road to Millersport Highway and the university — designed to feel like driving through a parking lot rather than down a road. Originally it was not even going to connect. A centerline, the board reasoned, would announce the street as a through route and undo the design. Schregel added the technical point: a double yellow eats about a foot, turning 10-and-10 into nine-and-a-half-foot lanes and pushing drivers who already scuff rubber along the curb line closer to the parked cars. One member allowed that it is "a pretty scary drive with those parallel parked cars there" — and that this is the point.[1]
Received and filed, 6–0.
Nobody signed in for item one, and the board granted part of it anyway. A resident had reported drivers turning off Smith Road — a county highway, uncontrolled at this intersection, posted 35 — into White Cedar Drive at 10 to 30 mph over the limit, and vehicles losing control and ending up in the yard at 5 White Cedar Drive. Schregel had warned her that a counter placed at the intersection rather than mid-block would return odd results, and it did: an eastbound cluster at 11 to 15 mph, which is what a stop-sign approach looks like. But the westbound numbers, the ones that matter, showed a real spike in the 36-to-40 mph band from vehicles coming off Smith. Only one crash appeared in the record, snow-related; the yard incident was not in the file.
The resident's proposed remedy was landscaping — trees to narrow the visual field. The board rejected it flatly. "Adding trees to the intersection is not the smartest move," a member said; what you want is to choke the intersection down and get rid of the width.[1] Another, who lives on a comparable angled corner elsewhere in town, said drivers "come and make that same angle turn hot."[1]
The fix that emerged was paint. A wide sweeping radius is needed for right-turning vehicles, but the leftover pavement invites left-turners to carry speed through it. Hatch it out — a white edge line with gore markings forming a triangle — and drivers get a confined path instead of a sea of asphalt. Darwin Drive at Bentham Parkway, the board noted, already has a physical island doing exactly that job. Schregel's one reservation was that right-turners might try to navigate the striping and lose control.
Maxwell Kahn moved it in the plainest language of the night: "I'll move to recommend the highway figure out what looks good."[1] Patricia Dunne seconded. The referral goes to highway and engineering — engineering to draw it, highway to paint it. Carried 6–0.
A resident asked the town to prohibit e-bikes, or require riders to dismount, on the fenced ten-foot pathway that runs off Willow Green Drive to Willow Ridge Elementary School. The chair flagged the problem before Schregel even presented: the parcel map shows the path sitting on private property, the Town Attorney's office confirms the town does not own the land, and nobody has yet established whether an easement or maintenance agreement exists, or whether the land belongs to the school district or a homeowner. "Town property, school property, private property is the great mystery and unknown," a member said.[1] Enforcement authority follows ownership, and so does the ability to post a sign. The item is also stranded behind Old Business A — the draft e-bike and e-scooter law from the Town Attorney's office, which was on the docket but never reached on the recording. Moved by the chair to hold pending the ownership research and the law, seconded by Kahn, carried on a voice vote with no tally announced.
The item this board sent to its own September agenda a month ago arrived as a full slide presentation, delivered from the podium because, as Schregel put it, he did not want to talk to the backs of the members' heads. Erie County is milling and repaving Eggert Road from the Buffalo city line north through Amherst, a 2027 project, and has asked the town whether it wants any lane reconfiguration while the paint is off. A Greater Buffalo-Niagara Regional Transportation Council model of the corridor concluded it would benefit from a lane reduction and reassignment. The stated goal is a town-led preferred alternative rather than a county-led one, on the Kensington Avenue model.
Schregel broke the corridor into five segments and offered options for each:
Segment 1, city line to Main Street. Just under 11,000 vehicles a day on 35 feet of pavement striped as two 17.5-foot lanes — lanes so wide drivers hug the centerline out of instinct. GBNRTC recommends it stay two lanes; the county has already agreed to the edge-of-pavement striping the board asked for previously.
Segment 2, Main Street to Crosby Boulevard. Close to 12,000 vehicles a day past St. Benedict's, the apartments built on the former Eggert Road School site, and the Spectrum offices. Currently two southbound lanes and one wide northbound lane. Options: a conventional two-lane with parking, or a center turn lane feeding those driveways. Comparable: Wehrle Drive between Monroe Drive and Hirschfield Drive.
Segment 3, Crosby Boulevard to Garland Drive. Forty feet wide, residential, with parking on the east side. Either a three-lane center-turn section with one parking lane, or two lanes with parking on both. Schregel made the delivery argument at length — mail, Amazon, landscapers, contractors — and showed photographs of vehicles already parked in the northbound travel lane. Strip the parking lane and those deliveries block a travel lane, and the cars behind them start using the center turn lane to pass, which is not what it is for. A member raised Bailey Avenue as the cautionary comparable, where residents complained they could not turn into their own driveways.
Segment 4, Garland Drive to Hendricks Boulevard. Includes the curve longtime members will remember residents calling "dead man's curve," where parking is already prohibited and errant vehicles leave the road.[1] The northern end opens into four 10-foot lanes — "way too many lanes for this type of average daily traffic."[1]
Segment 5, Hendricks Boulevard to Six Corners. Four lanes, no parking, and only one option offered: eliminate parking on both sides and run a center turn lane, because GBNRTC specifically calls for a dedicated northbound left-turn lane at the Six Corners intersection.
The board's first working decision was subtractive. Segment 1 has already been through this board, the county has already agreed to the edge striping, and an inter-municipal question hangs over it because Eggert continues into Buffalo and Cheektowaga — you cannot switch from a two-lane to a three-lane section at a municipal boundary. Members agreed by discussion to drop Segment 1 from the public presentation entirely and to reduce it to a single option: edge striping with the lanes choked further, two or three feet of buffer on each side, no designated parking lane. "I don't think we've had anybody come before us asking for parking," one member said. "We don't have anybody parking in there."[1]
Bike lanes came up and ran into geometry. A one-directional bike lane is not permitted on a highway; you need both sides, or a two-way cycle track ten feet wide. Main Street cannot accommodate a left-turn lane, two through lanes and bike lanes at its width, so any Eggert Road bike lane would end before it connected to anything. Members also noted that by local law a bike lane eliminates on-street parking outright — the same parking Segment 3's residents are using.
The recording ends here, mid-sentence, with Schregel offering to draw a bike-lane concept if the board wants one. What he had asked for at the top of the item — preferred alternatives, what to show the public, whether to hold a special meeting, and a path to the Town Board and the county — was not resolved on the record.
Nothing is being built. No curb moves. The county is milling and repaving the surface, and everything under discussion is where the paint goes back down — which is why it is nearly free now and expensive at any other time.
Staff and the board continue to avoid the term "road diet," as they did in August; the working phrase is lane reassignment. That is not merely cosmetic here: the outcome on several segments is a three-lane section with a center turn lane, not a straight reduction in capacity.
The unresolved question is sequence, and it is the one worth watching. Does the public see the options before the board picks a preferred alternative, or after? In August the board leaned toward reaching a preferred alternative first and taking it out second. On September 2 it began pruning options — removing Segment 1 from public view altogether — before any public session has been scheduled. With a 2027 construction date and staff saying they need to get moving, that difference is the difference between consultation and ratification.
Five docketed items were still outstanding when the audio stops. Two are old business: the draft e-bike and e-scooter law prepared by the Town Attorney's office, which the board expected to review and which the Willow Green Drive item is waiting on; and the bike path crossing at North Forest Road near the Auden apartments, listed on the agenda as held pending data analysis and county coordination — the same item the board held in August because the counts had been collected but not analyzed.
The other three are site-plan and rezoning referrals, taken last by this board's own standing rule regardless of who signs in: 55 Dodge Road, a proposed office building with a pole-barn addition; 370 Youngs Road, a proposed Battery Energy Storage System; and 88 Caesar Boulevard, a proposed 58-lot subdivision. Two of the three are substantial — a utility-scale battery installation and a subdivision large enough to reshape local traffic — and neither the board's comments nor any recommendation on them is in this record.
These referrals are not approvals. The Planning Board approves site plans and the Town Board handles rezonings; the Traffic-Safety Board is a commenting body that sees the drawings and writes back.
What it looks at is narrow and specific: how many driveways, where they meet the public road, and whether that is far enough from the nearest intersection; sight distance at each curb cut; whether trucks and emergency vehicles can turn in, out and around inside; how much new traffic the use will generate and onto which roads; sidewalks, crossings and school walking routes; and whether a curb cut on a county highway needs a separate county permit. On a 58-lot subdivision it also means street layout, connectivity, and whether the internal roads invite cut-through.
Its comments travel with the file, and they carry weight because the Planning Board rarely wants to approve access the town's own traffic staff have flagged. But they are advice — and the referral stage is where a driveway problem is cheapest to fix, which is precisely the point this board made a month ago about the Sheridan Drive and Mill Street driveway, where the layout was already built.
Six of the board's eight seated members attended and voted: Chairman Eric Fraas, Nicholas Alterio, Kevin Cantwell, Patricia Dunne, Maxwell Kahn and Daniel J. Rider, P.E. Vice Chairman Cara Biddlecom and Joseph Lojacono were not heard on the roll. Councilmember and Liaison Officer Michael Szukala attended, as did Traffic Safety Coordinator Christopher P. Schregel, Planning liaison Scott Marshall (who ran the slides), and Capt. Charles Persons of the police department, who arrived a few minutes after the opening. Where a tally was announced it was by voice vote, 6–0; where none was announced, the row says so. No recusals were announced.
The chair asked for changes or notations and received none.
Zero reported crashes in a ten-year review; 626 vehicles in a day; 85th-percentile speeds of 26 mph eastbound and 24 westbound against a 30 mph posting. The board concluded the existing all-way stop is itself unwarranted under current standards and is the cause of the non-compliance residents observe, but declined to recommend removing it. A police referral for intermittent enforcement was offered in discussion. Speed humps were ruled out because the street's speeds are already below the limit.
85th-percentile speeds of 24 mph eastbound and 28 westbound on a 30 mph street; one eastbound vehicle over 30 in the count; zero crashes in three years. The resident's request to post 20 mph cannot be granted: 30 is the town-wide floor and the highway superintendent will not lower limits street by street. Staff agreed to send the FHWA / ITE traffic-calming e-primer to the requester.
The westbound North French left turn carries 956 vehicles a day and met both the 50-per-hour and 50,000-product thresholds on 24 of 57 school-session weekdays. Eleven reported crashes 2022–2025, two left-turn related. The chair's original motion — to apply to Erie County for a permit modification — was amended on the floor after staff objected that the town does not open permits without a funding source. The motion as carried recommends the turn arrow, as warranted by the data, to the highway department and the Town Board. Staff will memo the highway superintendent to budget a full signal replacement; the existing span wire hangs at 16 feet and the equipment is original.
Westbound speeds spiked into the 36–40 mph band from vehicles turning off Smith Road, a 35 mph county highway uncontrolled at this intersection. One crash in the record, snow-related. The board rejected the resident's suggestion of tree plantings and instead recommended that engineering design and highway apply gore or hatch striping to narrow the oversized turning radius, citing the island at Darwin Drive and Bentham Parkway as the model. The requester did not attend.
The UBMD-era extension is 20 feet wide excluding its bump-out parking spaces, with zero reported crashes. The MUTCD permits but does not require a centerline on a local road wider than 16 feet. The board found the road's narrowness to be its intended traffic-calming design — built to discourage cut-through traffic between Maple Road and Millersport Highway — and held that a double yellow would both signal a through route and cost roughly a foot of usable lane.
The ten-foot fenced pathway sits on private property per the parcel map, and the Town Attorney's office confirms the town does not own the land. Whether an easement or maintenance agreement exists, and whether the owner is the school district or a private party, is unresolved — and enforcement authority follows ownership. The item is also contingent on the draft e-bike and e-scooter law under Old Business A.
Staff presented lane-reassignment options for each of five segments ahead of Erie County's 2027 mill-and-pave. The board's working consensus, reached by discussion rather than a recorded motion, was to remove Segment 1 (city line to Main Street) from any public presentation — the board has already recommended edge striping there and the county has agreed — and to carry forward a single narrowed option for it. Bike lanes were discussed and largely set aside on connectivity and width grounds. Staff's questions about the public-involvement process and the path to the Town Board and county were not answered before the recording ends.
Docketed but outside the captured audio: review of the draft e-bike and e-scooter law from the Town Attorney's office; the bike path crossing at North Forest Road near the Auden apartments, listed as held pending data analysis and county coordination; and site-plan / rezoning referrals for 55 Dodge Road (office building with pole-barn addition), 370 Youngs Road (Battery Energy Storage System) and 88 Caesar Boulevard (58-lot subdivision). Any action on these items should be sought from the Town Clerk's minutes.
The chair spends the first four minutes of every meeting explaining this, and it is worth repeating because almost every disappointment in this brief traces back to it. The Traffic-Safety Board is not a lawmaking body. It is advisory to the Town Board.
Anything requiring a local law — a stop sign, a parking restriction, a speed limit below 30, a speed hump — leaves this room as a recommendation, travels through the Councilmember liaison to the Town Board, and needs a vote there. Anything that can be done inside a department — paint, a police patrol, a striping study — goes to the liaisons sitting at the table, who can act on it. Anything costing capital money goes to the highway superintendent, who decides what enters a budget request.
A motion to receive and file is neither approval nor denial. It closes the agenda item and puts the request, the counts and the public comment permanently in the town's file, so that the next time somebody raises the street the board starts from an accumulated record rather than from nothing. Residents are told, correctly, that they can come back.
The board roster is now verified. The conflict flagged in this publication's August 5 brief — the Town website listing two members the board's own agenda omitted, and omitting one it listed — is resolved. The September 2 agenda masthead, published by the board itself and agreeing with the June 10 masthead three months earlier, names Eric Fraas as Chairman, Cara Biddlecom as Vice Chairman, and Daniel J. Rider P.E., Maxwell Kahn, Kevin Cantwell, Nicholas Alterio, Patricia Dunne and Joseph Lojacono as members, with Michael Szukala as Councilmember and Liaison Officer and Christopher P. Schregel as Traffic Safety Coordinator. Board and staff names in this brief are therefore stated without a verification flag. Residents and petitioners, who appear only in the audio, still carry [*].
The recording ends before the meeting does — again. Capture runs 99.8 minutes and stops at 1:39:38, mid-sentence, while staff are offering to draw a bike-lane concept for Eggert Road. Five docketed items had not been reached: two old-business items and all three site-plan referrals. This is the second consecutive month the capture has ended at or just before the site-plan portion, which this board takes last by rule.
Street names corrected against the official agenda and the town's street inventory: Auxaire Drive (heard as "ox air," "ox hair"), Chaumont Drive ("shamont," "show-mont," "chamont"), North Maplemere Road ("north maple mere"), North French Road, Eggert Road ("Egger," "egert," "egret," "agar," "agrid"), Stahl Road ("stall"), Wehrle Drive ("whirly"), Monroe Drive ("munro"), Hirschfield Drive ("hersh field"), Hendricks Boulevard ("hendrix"), Bailey Avenue ("bailey road"), Quantico Court ("quanaco"), Hershey Court, Dan Troy Drive, Meadowview Lane ("meadow view"), Crosby Boulevard, Garland Drive, Darwin Drive and Bentham Parkway ("Darwin bentham"), Woodshire Court and Drawbridge Court. Cheektowaga was heard as "chituaga." Every street name in this brief was checked against the September 2 agenda first and the town inventory second.
Two street references are flagged, not corrected. The first speaker of the evening gave his address as "45 Oxford Road." The town inventory contains an Oxford Avenue and no Oxford Road, and the validation tool proposed that substitution — but Oxford Avenue lies in Eggertsville, nowhere near Auxaire Drive, and the speaker described himself as living among the five driveways on Auxaire. The suggestion was declined rather than applied, and the address is omitted here as unresolved. Separately, a board member's passing reference to his own street, heard as "kenton tenni avenue," matches nothing in the Amherst inventory and has been left out rather than guessed at.
Three tallies are absent from the record. The motions to receive and file the Auxaire Drive and Wyeth Drive items were stated by the chair with no audible second and no audible vote; the motion to hold the Willow Green Drive item was taken on a voice vote with no count announced. Those rows report the absence rather than a number. On the North Maplemere motion the seconder is named on the recording but the mover is not.
Prior-meeting context. References to the August 5 meeting — the Eggert Road item's placement on this agenda, the board's language discipline around "lane reassignment," the North Forest bike path counts held for analysis, and the Sheridan Drive and Mill Street driveway — are drawn from this publication's August 5 brief. That driveway item, for which the property owner pledged fresh counts in mid-September, does not appear on the September 2 agenda.
Address cross-reference. The three site-plan addresses on this docket — 55 Dodge Road, 370 Youngs Road and 88 Caesar Boulevard — and every location where a resident reported a safety problem were checked against this publication's database of addresses recorded on public-safety radio traffic since May 2026. None returned any dispatch history, and no crash pattern was found at any intersection discussed. Nothing was added to the copy on that basis.
A superscript [*] marks a proper noun corrected from a likely machine-transcription homophone, or one drawn from audio alone with no official source to confirm it. Verify against the Town Clerk's record before quoting in any formal communication.