HomeMy WebLinkAbout20210243 19 Washington St. Prior traffic study ■
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TRAF F I C I M PACT STU DY
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Revised October 2013
Prepared for:
Presidian Saratoga Hospitality Group, LLC
353 Broadway
Saratoga Springs, NY 12866
Prepared by:
3 Winners Circle
AI ba ny, NY 12205
CHA File: 25173
TABLE OF CONTENTS
I. INTRODUCTION...........................................................................................................................1
II. EXISTING CONDITIONS................................................................................................................1
A. STR E ET N ETW 0 R K ................................................................................................................1
B. TRANSIT AN D PEDESTRIAN FACI LITI ES...................................................................................1
C. TRAFFIC VOLU M ES................................................................................................................2
D. VEH ICLE QU EU ES..................................................................................................................3
E. PARKING...............................................................................................................................3
1. On-Street Pa rki ng...........................................................................................................3
2. Off-Street Pa rki ng...........................................................................................................3
III. NO-BUILD TRAFFIC VOLUMES .....................................................................................................4
IV. PROPOSED CONDITIONS .............................................................................................................5
A. PARKING...............................................................................................................................5
1. H ote I & Eve nts ...............................................................................................................5
2. Employees......................................................................................................................6
6. TRIP GENERATION ................................................................................................................7
1. Hotel..............................................................................................................................7
2. Banquet Facility..............................................................................................................8
C. VALETOPERATIONS..............................................................................................................9
D. SITE TRIP DISTRIBUTION .......................................................................................................9
E. FUTURE BUILD VOLUMES....................................................................................................11
F. TRUCK ACCOMODATIONS...................................................................................................11
G. EMPLOYEES........................................................................................................................12
H. PEDESTRIAN ACCOMMODATIONS.......................................................................................13
V. CAPACITY ANALYSIS..................................................................................................................14
A. VEHICLE QUEUES................................................................................................................15
VI. CONCLUSION.............................................................................................................................17
LIST OF APPENDICES
Appendix A: Figures
Appendix 6: Site Layout Plan
Appendix C: Traffic Counts
Appendix D: Level of Service Criteria
Appendix E: Capacity Analysis Worksheets
Appendix F: Supporting Documentation
Rip Van Dam Redevelopment Project—Traffic Impact Study Page i
LIST OF TABLES
1 Peak Hour Queue Observations .....................................................................................................3
2 Average Parking Demand Estimates...............................................................................................6
3 Peak Hour Trip Generation.............................................................................................................8
4 Hotel Staffing Schedule................................................................................................................13
5 LOS Summary: Weekday PM Peak Hour ...................................................................................... 15
6 LOS Summary: Saturday Midday Peak Hour .................................................................................15
7 Queue Length Summary—Weekday PM Peak Hour......................................................................16
LIST OF EXHIBITS
1 2013 Existing Traffic Volumes.........................................................................................................2
2 2015 No-Build Traffic Volumes.......................................................................................................4
3 Hotel Guest Trips .........................................................................................................................10
4 Valet Trips....................................................................................................................................10
5 2015 Build Traffic Volumes...........................................................................................................11
Rip Van Dam Redevelopment Project—Traffic Impact Study Page ii
I. INTRODUCTION
The proposed renovation and expansion at the Rip Van Dam Hotel will provide 176 new guest rooms
along with a banquet facility that will accommodate up to 200 guests. The existing Maestro's restaurant
will continue to operate at its current capacity. The hotel will operate a valet service from a porte
cochere (structure over the driveway to shelter the loading/unloading of vehicles)on Washington Street
where guests will drop off and unload their vehicles.
The purpose of this study is to evaluate the traffic operations and vehicles queues at the project site,
delivery truck access, parking demand and valet operations. This study is a revision to the original that
was submitted in July 2013. This revision addresses comments from the City and Creighton Manning
Engineering(CME),the consultant reviewing the traffic study for the City.
II. EXISTING CONDITIONS
A. STREET NETWORK
The site is located at 353 Broadway in Saratoga Springs, NY. Access to the site will be provided via a
one-way horseshoe driveway on Washington Street. There is also a service driveway on Washington
Street to allow for deliveries.
Washington Street is approximately 40 feet wide,with on-street parking(two-hour, 9am to 6pm) on the
south side of the street and weekend parking on the north side of the street, a signed loading zone on
the north side of the street adjacent to Starbucks and one 12 foot travel lane in each direction.
Washington Street intersects Broadway at a signal controlled T-intersection. The same signal controller
also controls the intersection with Broadway&Spring Street. Pedestrian "walk" indications operate
concurrently with adjacent moving vehicular traffic. The Washington Street approach to the signal has a
no turn on red restriction.
West of the site, Washington Street intersects Federal Street and Railroad Place at an offset signalized
intersection. The signal operates with split phases for the Federal and Railroad approaches and
pedestrian "walk" indications operate concurrently with adjacent moving vehicular traffic when
activated.
B. TRANSIT AND PEDESTRIAN FACILITIES
CDTA bus service is available in the City via the Route 50 trunk route and two neighborhood routes. In
the vicinity of the project,there are bus stops along Broadway and along Church Street. The nearest
stops to the site are on Broadway adjacent to Congress Park.
There are pedestrian facilities all through the Downtown area, making it very pedestrian friendly. There
are sidewalks on both sides of the streets and crosswalks and pedestrian signals at every signalized
intersection. From the Broadway& Congress Park bus stop, sidewalks along Broadway and signalized
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 1
crosswalks at the intersection of Broadway&Washington Street provide pedestrian access between the
bus stop and the Rip Van Dam.
C. TRAFFIC VOLUMES
Traffic counts were conducted at the intersection of Broadway & Washington Street to identify the
volumes and turning movement patterns for the following periods:
� Weekday PM (4 pm to 6 pm)
� Saturday Midday(11 am to 1 pm)
This data was collected on Thursday June 20, 2013 and Saturday June 22, 2013, with the data recorded
in 15-minute increments to identify the volume and vehicle classification of each movement. This traffic
count data is included in Appendix C. The peak hours were identified from the data collected as 4:30 to
5:30 pm on the weekday and 12:00 to 1:00 pm on Saturday.
To address comments received from CME, the intersection of Washington Street & Federal
Street/Railroad Place was also counted during a Weekday PM peak hour to include an evaluation in the
study. This count was conducted on Wednesday September 25, 2013 from 4:15 pm to 5:45 pm. Like the
intersection of Broadway & Washington Street, the Weekday PM peak hour was identified as 4:30 to
5:30 pm.
The 2013 Existing Traffic Volumes for the studied peak hours at the studied intersections are shown on
Exhibit 1. Note that only Weekday PM peak hour traffic volumes are presented for Washington Street&
Federal Street/Railroad Place.
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Exhibit 1: 2013 Existing Traffic Volumes
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 2
D. VEHICLE QUEUES
During the peak hour traffic counts, queue observations were also conducted for the eastbound
approach of Washington Street at Broadway. The observations noted the number of vehicles in the
queue at the start of green for the approach and also at the end of yellow. The raw queue observation
data is provided in Appendix C.
Since Washington Street is designated as no turn on red at the signal,these observations capture the
maximum queue on the approach and also the remaining queue when the signal phase is terminated.
Table 1 notes the average and maximum queues observed.
Table 1: Peak Hour Queue Observations
Weekday PM Saturday Midday
Start of End of Start of End of
Green Yellow Green Yellow
Average 5 1 4 1
Maximum 12 9 10 7
Queue provided in number of vehicles.
The back of the average queues end in the vicinity of the existing easternmost driveway to the Rip Van
Dam parking lot. Most often,the entire queue did clear during the signal phase. The end-of-yellow
queue typically was a result of additional vehicles arriving during the yellow time. Occurrences that
caused an impediment of vehicles progressing through the signal during the green indication were
drivers yielding to pedestrians in the crosswalk and an occasional parking maneuver. The maximum
end-of-yellow queue of seven vehicles during the Saturday midday period occurred due to a driver
yielding to pedestrians crossing against the "hand" signal (i.e.they were crossing Washington).
E. PARKING
1. On-Street Parkin�
In the vicinity of the site, there is existing on-street parking (two-hour, 9am to 6pm) on the south side of
Washington Street and weekend parking on the north side of the street. There is a signed loading zone
on the north side of Washington Street adjacent to Starbucks. Parking maneuvers sometime impede
traffic approaching the signal at Broadway and unloading trucks at Starbucks encroach into the
westbound travel lane (see Section IV.F. for additional discussion on truck accommodations).
�. C�ff- tr��t Parkln
The development of the hotel will occur on the existing 44-space parking. The main use for this lot was
to provide parking for the tenants and guests of tenants in the Rip Van Dam office building. The primary
use of this existing lot is by tenants of 351-353 Broadway, which will cease to exist at this location as
those tenants' leases expire and the businesses move to other buildings in the city. Maestro's
management currently utilizes four parking spaces in this lot.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 3
Some patrons of Maestro's do use the lot during evening hours but, for the most part, the patrons of
this restaurant walk there after parking on-street or in public lots/garages as do the patrons of other
resta u ra nts a nd reta i I stores.
III. NO-BUILD TRAFFIC VOLUMES
The anticipated year of completion of the Rip Van Dam Hotel redevelopment is 2015. In order to assess
the project's traffic impacts, the traffic volumes at the study intersection were adjusted to represent
traffic conditions in this design year without the project(No-Build Condition).
Historic traffic volumes on Washington Street (NY 29) and Broadway (US 9) were reviewed to determine
growth trends during the past 10 years. Traffic volumes on Broadway in the vicinity of Washington
Street have decreased by 2-4% per year and Washington Street has increased by 1.5% per year. A
conservative 1.0% per year background growth rate was applied to both intersections to establish the
background 2015 No-Build Traffic Volumes. In addition to the background growth rate, as requested by
the City and CME, trip generation for relevant to other approved projects in the vicinity of the Rip Van
Dam were also distributed to the study area intersections. Trips related to the Congress Plaza
redevelopment (145 room hotel on Congress Street) and the Bow Tie Cinema on Railroad Place (35,650
SF cinema and 30,400 SF office) were also added to the background traffic volumes to establish the 2015
No-Build volumes. They are shown on Exhibit 2 for the Weekday PM and Saturday midday peak hours.
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Exhibit 2: 2015 No-Build Traffic Volumes
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 4
IV. PROPOSED CONDITIONS
A. PARKING
1. Hotel&Events
On-site parking was not considered for the redevelopment; height restrictions in the City and soil
conditions would make building parking levels above or below ground unfeasible. Parking supply for the
hotel (no self-parking,valet only) will be provided in a proposed parking garage on Hamilton Street,to
be constructed on the site of an existing parking lot(currently 72 spaces). The garage will house 274
parking spaces. The existing lot on Hamilton Street is used by Palio Communications,who utilizes
approximately 25 spaces on average,and a maximum of 40 spaces. They will be provided 40 spaces in
the new parking structure during their business hours (Monday through Friday, 9am to 5pm). Those 40
spaces can be utilized by the hotel in the evening and on weekends. The parking utilization observations
and documentation from Palio Communications is provided in Appendix F.
The average parking supply necessary to support the hotel and banquet facility was estimated based on
occupancy rates and valet usage estimated based on STR reports for similar types of hotels and those in
Saratoga Springs. STR reports are an industry reporting standard for hotel performance data. It is
estimated that the average hotel occupancy rate will be 57% in year one, 65% in year two and normalize
at 72% i n yea r three. The STR report is i ncl uded i n Append ix F.
For"non-resident" banquet events (i.e. primarily not hotel guests),the owners' experience is that one
valet ticket is generated for every 2.3 banquet attendees. Only 20%of events are anticipated to be non-
resident based (15-20 times per year),so events are not a component of the parking demand 95%of the
year.
The average parking demand estimates also considered public parking and transit use. It can be
assumed that a small proportion of hotel guests will not use the valet service and will park their vehicles
themselves in public parking, and some may arrive via taxi or public transportation. A 10% reduction in
parking demand was applied to account for these situations,which are typical in urban settings. It is
likely that a higher proportion of banquet guests will not use the valet service because they live locally
or are staying at another hotel. They would also be willing to walk longer distances to/from parking
si nce they wou Id not be trave I i ng with I uggage I i ke the hote I guests. The use of the va let servi ce wi I I
also be driven by cost since it will be provided for a fee, and it is anticipated that a higher proportion of
banquet guests will seek free public parking before utilizing the valet. For all of these reasons, a 25%
discount was applied to the average parking demand for banquet guests. Average parking demand
estimates are presented in Table 2.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 5
Table 2: Average Parking Demand Estimates
Evening Evening
Daytime no event with event
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Total Supply 274 274 274
Hotel Guests (176 rooms * 0.72 avg occ. * 0.90 -114 -114 -114
valet use)
Non-resident event((200 max/2.3 passengers n/a n/a -65
per vehicle) * 0.75 valet use)
Palio Communications -25 n/a n/a
Parking supply surplus +135 +160 +95
Si nce it is not antici pated that the ba nq uet faci I ity wi I I host dayti me busi ness conferences,the parki ng
demand for events was not combined with the daytime demand. But if the parking demand for an
evening event did overlap with the average daytime uses,there would still be a surplus of 70 spaces.
As shown,the average parking demand conditions leave reserve parking supply available for other uses
and/or for times when the hotel is experiencing a higher occupancy rate and/or when the public
parking and transit use is less than estimated. So even during the summer months when the hotel may
be at full capacity(176 rooms),there is still sufficient parking supply to support the hotel and a
maximum capacity event(176+ (200/2.3)= 263). To the same extent that some of Maestro's customers
currently use the existing lot in the evening hours,they may also utilize the garage valet service when
garage supply is available.
On Sundays when local churches on Washington Street have services, it is not a peak arrival time for the
hotel and banquet facility. There is not anticipated to be additional demand on public parking on
Sundays to compete with church activities since hotel guests are accommodated in the garage.
However,the hotel will work the City to sign the on-street parking on the north side of Washington
Street as Church Parking Only,to deter hotel guests from parking there.
2. Employees
As mentioned previously,the existing 44-space parking lot behind the Rip Van Dam will be removed as
part of the site demolition. The primary use of this existing lot is by tenants of 351-353 Broadway, which
will cease to exist at this location as those tenants' leases expire and the businesses move to other
buildings in the city. Maestro's restaurant will continue to operate in its existing capacity;therefore
their patron and employee parking demand will not change. Currently, many of their employees walk or
utilize transit. Those that drive personal vehicles park on-street or in public lots/garages. Restaurant
management currently utilizes four spaces in the existing lot behind the Rip Van Dam that will be
eliminated as part of the project.
There will be no designated employee parking for the hotel; employees will utilize public parking,walk
or use transit. When there is excess parking supply available in the garage,which is expected to be most
of the time, restaurant management will likely utilize four spaces in the Hamilton Street garage. Other
employees of the hotel may also have the opportunity to self-park utilizing the excess supply in the
garage.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 6
It is anticipated that many of the hotel employees will walk,carpool or use transit. In fact, hotel
employees are more likely to take transit or carpool than employees of most other land uses.1 The peak
hotel staff shift is during the daytime with approximately 30 employees(a staffing schedule is provided
in Section IV.G). It is noted that the peak staff levels of the hotel and Maestro's do not occur at the
sa me ti me, so they wi I I not be com peti ng with each other for publ ic parki ng su pply.
It is anticipated that employees utilizing public parking could use the new garage on Woodlawn Avenue,
the upper parking deck on Phila Street between Broadway and Putnam Street, the Putnam Street lot, or
Woodlawn Avenue garage north of Church Street. The utilization of these parking areas was observed
on a weekday afternoon to identify the availability of parking. The new garage on Woodlawn had
approximately 80 spaces unoccupied and the Woodlawn garage north of Church Street had
approximately 25 spaces unoccupied. The Phila and Putnam parking areas were mostly utilized
(approximately five unoccupied spaces). Since the new public parking demand related to hotel
employees is anticipated to be less than 30 spaces,there is evidence that there is available parking
supply Downtown to support the employee demand.
With the excess supply in the proposed parking garage and the availability of public parking,the offset
of the parking loss at the existing lot behind the Rip Van Dam and the additional employee parking
needs can be accommodated.
�. T°RIP GEIVEI�ATI01�
1. Hotel
An estimation of trip generation for the proposed hotel was conducted using the data published in Trip
Generation, 9t"Edition by the Institute of Transportation Engineers (ITE). The Hotel land use code in the
manual includes facilities that also have supporting accommodations such as restaurants, lounges,
meeting/banquet/convention facilities and/or other retail. The trip generation estimate was made for
the Weekday PM peak hour of adjacent street traffic and the Saturday peak hour of the generator based
on the average number of occupied rooms (127 rooms based on an average 72%occupancy).
Information from the project owner indicates that the typical peak of arriving guests is 1 to 2 pm and the
peak of departing guests is 10 to 11 am, as these are related to the periods of guest check-in and check-
out. Table 3 summarizes the estimated trip generation for the Weekday PM and Saturday peak hours.
No trip generation credit was taken for the existing building uses that are eliminated as part of the
renovations.
It can be assumed that a portion of guests will not use the valet service and will park their vehicles
themselves in public parking, and some may arrive via taxi or public transportation. Like the parking
demand estimates, a 10% reduction in site trips was applied to account for these situations. The trip
patterns in Trip Generation are based on on-site parking situations, so the entering and exiting trips for
this site have been combined to reflect the trips related to valet operations (i.e. a guest entering trip
also results in a valet exiting trip to park the vehicle). It is anticipated that valet staff will walk between
the garage and hotel, so there are no additional vehicular trips anticipated related to transporting valet
staff back and forth.
1 Smith, Mary S.Shared Parking, 2nd Edition. (Washington, D.C.: ULI-the Urban Land Institute and the International
Council of Shopping Centers, 2005)
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 7
Table 3: Peak Hour Trip Generation
Weekday PM Saturday
Total Entering Exiting Total Entering Exiting
Hotel (Land Use Code 310) gg 44 45 110 62 48
127 occupied rooms
-10°o forself-parking/transit use 9 5 4 11 6 5
80 39 41 99 56 43
Total entering and exiting 160 80 80 198 99 99
due to valet operations
It is worth noting that the studies that the Trip Generation estimates are based on Hotel land uses that
are outside of central business districts in suburban areas where most, if not all,trips are made by
vehicle. The exiting trips during the peak hour are likely related to hotel guests leaving for dinner or
other events. This trip pattern will be different at the Rip Van Dam, as hotel guests will likely walk to
restaurants and establishments within the downtown area. This would therefore also result in a lower
exiting trip rate than shown and this estimate is likely to be conservative.
Z. Banquet Facility
The proposed banquet facilities will host events for up to 200 people (160 max for sit-down event, 200
max for stand-up event). It is anticipated that 80 percent of the annual banquet events will serve
"residential" purposes(i.e. attendees are primarily hotel guests) and 20 percent will be "non-
residential," such as weddings,fundraisers and other local events. So for most banquets and
conferences, the facility will not generate additional traffic beyond that of the hotel.
For"non-resident" banquet events, the peak periods for arriving and departing guests are likely to occur
at different time periods than the hotel check-in/check-out peak and would not be compounded with
those trips. It is also likely that a higher proportion of banquet guests will not use the valet service
because they live locally or are staying at another hotel. Since the banquet facility will not have
separate "blackout" rooms for presentations and meetings, it is not expected that it will host daytime
business conferences.
The ITE Trip Generation data for the Hotel land use includes sample studies of hotels that contain
restaurants and banquet/conference facilities, implying that the peak hour trip generation estimates
made for the hotel may include restaurant and banquet activities as well. However, if an estimate of
trip generation for a maximum capacity banquet were to be made, it would be similar to the parking
demand estimate for a "non-resident" event presented in IV.A. For a 200-person event, 65 valet
parking spaces were estimated. If as a worst-case condition,they all arrived within one hour, it would
result in 65 entering guest trips and 65 exiting valet trips.
Since "non-resident" events only account for 20% of anticipated banquet activity and the peak periods
are not likely to coincide with the hotel peaks,the future build volumes and analyses are based on the
average hotel occupancy trip generation.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 8
C. VALET OPERATIONS
All guests that wish to park their vehicle through the valet service at the Rip Van Dam Hotel will pull into
the horseshoe driveway off of Washington Street into the porte corche. While valet operations increase
the trips in and out of the site driveway(as described in Trip Generation),the parking operation is much
more efficient. Drivers that would normally be circulating through city streets searching for parking are
now directed to one location and their vehicle is efficiently parked by valet staff.
The site plan provides enough storage for approximately eight vehicles to park in the driveway to
load/unload while still leaving the circulatory lane open. If needed,vehicles could be stored between
the parking lanes in the circulatory lane,which would allow standing room for another three vehicles.
With this storage capacity and the additional 50 feet of the entering driveway length between the porte
cochere and Washington Street, there should be ample on-site storage so that vehicles do not spill out
onto Washi ngton Street.
The on-site storage capacity will also dictate the valet turnover rate that is to be achieved. Based on the
trip generation of the hotel and the vehicle storage capacity, enough valet staff will be provided to
turnover vehicles in 4%2 to 6%2 minutes,where turnover equates to unloading and parking for an arriving
guest or retrieving a vehicle and loading for a departing guest. Valet staff will walk as a means to get
back and forth between the garage and the hotel (approx. 1400 feet). There are pedestrian facilities to
support this walking route on Washington Street to Broadway to Congress Street to Hamilton Street,
utilizing sidewalks and crosswalks at signalized intersections. This walking trip may be impacted slightly
during inclement weather. But the valet operations will also use the most efficient means possible to
reduce the nu m ber of wa I ki ng tri ps necessa ry, havi ng some staff at each the hotel a nd the pa rki ng
ga rage.
D. SITE TRIP DISTRIBUTION
The estimated site generated trips related to arriving/departing guests were distributed based on traffic
patterns at the intersection of Broadway&Washington Street and likely regional routes for hotel guests.
It is assumed that 50% will come from/to Broadway to the south, 30% from/to Broadway to the north
and 20% from/to Washington to the west. The egress driveway from the porte cochere will be
restricted to right-turns out only, so the exiting site generated trips were distributed to the west on
Washington Street. Additionally, to account for hotel guest trips related to self-parking, the trips related
to 10% credit taken were distributed to the study area intersections in the likely patterns to the public
parking supplies. The distributed hotel guest site trips are shown on Exhibit 3.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 9
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Exhibit 3: Hotel Guest Trips
Valet related trips were distributed based on the assumed route to the Hamilton Street parking garage
using Federal Street and Congress Street,which is shown on Figure 1 in Appendix A. The valet trips were
distributed to the site driveways and are shown on Exhibit 4.
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Rip Van Dam Redevelopment Project-Traffic Impact Study Page 10
E. FUTURE BUILD VOLUMES
The site generated traffic (guest and valet trips) was combined with the 2015 No-Build volumes to
represent the estimated future volume conditions for the site. The future 2015 Build volumes are
shown on Exhibit 5.
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Exhibit 5: 2015 Build Traffic Volumes
F. TRUCKACCOMODATIONS
The original proposal to modify the corner curb in the northwest quadrant of the intersection of
Broadway&Washington Street(Starbucks corner)to better accommodate heavy vehicles is no longer
applicable;the curb line and ramps will be replaced as they exist. Based on meetings and discussion
with the Public Works Commissioner, it is proposed to move the Washington Street stopbar back
approximately 30 feet to accommodate trucks turning right onto Washington Street from Broadway. It
is noted that the moving of the stopbar is to accommodate an existing condition and that is not
worsened by this project. Moving the stopbar may require additional red clearance time at the traffic
signal to allow vehicles to get through safely. But that slight change is not anticipated to impact traffic
operations.
The existing loading zone on the north side of Washington Street will also be moved to the south side of
the street. This provides sufficient storage for a WB-67 in the loading zone and eliminates the possibility
of the vehicle's service ramp impeding on the crosswalk,which was a concern with the loading zone on
the north side. Four on-street parking spaces are lost with this change. A letter dated September 26,
2013 addressed to Kate Maynard, included in Appendix F, presents this revision and the delivery
schedules.
For delivery vehicles servicing the hotel,they will use the service driveway to the west of the horseshoe
driveway,which accesses the loading dock and trash compactor enclosure. Maestro's restaurant
receives two to three daily deliveries in single-unit box trucks in the early morning,outside of peak
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 11
traffic periods. Since Maestro's kitchen will also be handling the catering of the banquet events, it is not
expected that the number of deliveries will increase;they will just receive larger shipments from the
same vendors. The Adelphi Hotel will also be accepting their deliveries from this service driveway, but
the management of both hotels will be working together to coordinate and consolidate the deliveries.
All laundry will be done in house at the hotel,so the only additional expected delivery truck would be to
accept soap and dry goods once per week. All delivery vehicles using the service driveway will be able to
pull in and turn around in the loading dock area (i.e. no vehicles will be backing in).
The delivery route of these vehicles is unknown as it depends on their other deliveries downtown. A
turning template for a 30-foot delivery vehicle pulling into the service entrance is attached in Appendix
6.
The only deliveries that will use the Washington Street loading zone are two per week for Starbucks
(existing) and three vendors for Maestro's that deliver twice per week.
Garbage pickup will be done on-street, as the collection trucks cannot maneuver into and out of the
service driveway. Hotel staff will wheel the trash compactor bins to the curb when the garbage removal
truck arrives. Two other residential buildings Downtown use a similar roll-off compactor system. The
pickups will be scheduled with Waste Management as needed and will occur late morning/midday,
outside of peak traffic periods.
G. EMPLOYEES
The hotel management provided employment estimates for hotel operations. It is expected that some
of the staff levels will increase for the first three years as the average occupancy of the hotel grows
(housekeeping,valet and kitchen). The shifts and number of staff are provided in Table 4.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 12
Table 4: Hotel Staffing Schedule
Staff Position Shift Year 1 Year 2 Year 3
General Manager 6:00 AM—6:00 PM 1
Front Office Manager 6:00 AM—6:00 PM 1
Director of Sales 8:00 AM—6:00 PM 1
Director of Engi neeri ng 7:00 AM—4:30 PM 1
Executive Housekeeper 7:00 AM—4:30 PM 1
Sales Manager 8:00 AM—6:00 PM 1
Front Desk 7:00 AM—3:00 PM 2
3:OOPM -11:OOPM 2
11:00 PM-7:00AM 1
Housekeepers 7:00 AM—3:30 PM 11 13 15
Valet 7:OOAM-3:00 PM 3 4 5
3:OOPM -11:OOPM 2 3 4
11:00 P M—7:00 A M 1
Maintenance 7:00 AM—3:00 PM 1
3:OOPM -11:OOPM 1
Accounting 8:00 AM—5:00 PM 1
Human Resources 8:00 AM—5:00 PM 1
Maestro's 6:00 AM—9:00 AM 8 9 10
11:OOAM-2:00 PM 12 14 15
S:OOPM -11:OOPM 20 22 23
The shifts outlined show that very few shift changes occur during the peak hour of adjacent street
traffic. By year three,at most 27 employees will be arriving or departing during the PM peak hour.
For scheduled banquet events, it is anticipated that one server would be provided per 20 attendees and
one bartender per 30 attendees. The existing kitchen staff will also require supplemental personnel,
depending upon the menu. Generally, one additional person is required on the kitchen staff per 30
attendees. One valet is needed per 20 attendees,for 30 minutes before and after the start of the event
and for the end of the event. So for the maximum 200 person event, approximately 33 additional staff is
required. As noted previously,a sufficient number of valet staff will be provided to meet the hotel's
needs;valet staff projections provided here are an estimate.
As descri bed i n the Pa rki ng section,the re wi I I be no designated em ployee pa rki ng for the faci I ity. Li ke
most other businesses Downtown,employees will utilize public parking,walk or use transit.
H. PEDESTRIAN ACCOMMODATIONS
The entrance to the hotel on Washington Street provides pedestrian access with heated sidewalks along
both sides of the horseshoe driveway and a stamped concrete entrance from a landscaped area
between the driveways.
The site plan includes one additional curb cut compared to the existing condition for the service
driveway, but the activity will be low and most deliveries will occur early morning.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 13
Sight lines were reviewed from the exiting horseshoe driveway and the service driveway to determine if
drivers and pedestrians can see each other at these curb cuts; a figure is provided in Appendix A. The
sight lines are shown from a driver's vantage point 14.5 feet behind the sidewalk exiting the horseshoe
driveway. Sight lines for the exiting horseshoe driveway and the service driveway are also shown from 8
feet behind the sidewalk, as most drivers will pull up to the sidewalk to check for pedestrians. Drivers
are expectant of pedestrians in the Downtown setting.
As shown,drivers exiting the horseshoe driveway have sufficient sight lines to pedestrians on both
sidewalk ramps. It is noted that the landscaping plan does call for a tree planting on the east side of the
driveway, but the tree type has a branch canopy higher than six feet and will not impede sight lines.
Drivers exiting the service driveway will have a more limited view down the sidewalk due to the building
face, but will have a sight line to pedestrians at the ramps when they stop at the sidewalk. It is
recommended that signing be provided along the service driveway to warn drivers to watch for
pedestrians. Additionally, hotel staff will be assisting all service drivers at this entrance since it is gated,
so that staff person can also assist the driver and pedestrians.
V. CAPACITY ANALYSIS
Traffic operations at the studied intersections were analyzed for the 2013 Existing, 2015 No-Build and
2015 Build conditions. The intersection of Broadway & Washington Street was analyzed for the
Weekday PM and Saturday peak hours; the intersection of Washington Street & Federal Street/Railroad
Place was just analyzed for the Weekday PM peak hour. The site driveways were also evaluated for the
2015 Build condition for both peak hours. The analyses were completed using Synchro 7 software and
the methodologies of the 2000 Highway Capacity Manual. The procedures describe operating
conditions in terms of Level of Service (LOS). In general, "A" represents the best operating condition and
"F" represents the worst. Descriptions of LOS and the associated performance measures set forth in the
HCM 2000 are provided in Appendix D. The capacity analysis worksheets are provided in Appendix E.
Summaries of the analyses are shown in Tables 5 and 6 for the Weekday PM and Saturday Midday Peak
Hours, respectively. These analyses show that the traffic generated by the development will have an
insignificant impact on traffic operations at the studied intersections. The traffic signal timings were
optimized for the No-Build and Build conditions, which assigned one additional second to the
Washington Street approach at Broadway.
During the Weekday PM peak hour,the westbound approach at the intersection of Washington Street &
Federal Street/Railroad Place and the overall LOS changed from a LOS B to C under the Build condition.
However, the overall delay only increases by 3.3 seconds. During the Saturday peak hour, the
northbound approach at the intersection of Broadway&Washington Street and the overall LOS changed
from a LOS B to C under the Build condition. However, the overall delay only increases by 1.6 seconds.
These changes have insignificant effects on the traffic operations, are still within acceptable ranges and
show that the project does not have an impact on the surrounding roadway network.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 14
Table 5: LOS Summary-Weekday PM Peak Hour
EXISTING No-Build Build
Intersection Approach (2013) (2015) (2015)
LOS Delay LOS Delay LOS Delay
EB C 33.7 C 32.5 C 34.3
NB 6 16.1 6 18.4 6 19.2
Broadway&Washington Street
SB 6 11.5 6 12.4 6 12.0
OVERALL 6 17.9 6 18.9 6 19.4
EB B 12.6 6 15.9 B 18.0
WB 6 12.2 6 15.2 C 22.1
Washington Street& Federal Street/ NB C 22.9 C 23.1 C 22.3
Railroad Place
SB C 30.8 C 20.2 C 24.5
OVERALL 6 19.5 6 18.3 C 21.6
Washington Street& Exit Driveway SB - - - - A 9.9
Washington Street& Enter Driveway EB - - - - A 1.5
LOS:Level of Service
Delay:average delay per vehicle(seconds)
Table 6: lOS Summary-Saturday Midday Peak Hour
EXISTING No-Build Build
Intersection Approach (2013) (2015) (2015)
LOS Delay LOS Delay LOS Delay
E 6 C 30.6 C 29.6 C 34.1
NB 6 16.7 6 19.8 C 20.9
Broadway&Washington Street
SB B 12.3 B 13.3 B 13.3
OVERALL 6 17.1 6 18.6 C 20.2
Washington Street& Exit Driveway SB - - - - 6 10.5
Washington Street& Enter Driveway EB - - - - A 2.0
LOS:Level of Service
Delay:average delay per vehicle(seconds)
A. VEHICLE QUEUES
As described previously,the existing average queue on Washington Street is four to five vehicles during
the peak hours. Based on the site plan, there is approximately 40 feet between the stopbar and the
entry driveway to the hotel,which is enough storage space for approximately two vehicles. So if the
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 15
average maximum queue at the signal is greater than the vehicle storage available,vehicles entering the
site from the west will have to wait in queue for the green signal phase for the queue to clear to enter
the driveway.
The exit driveway is going to be limited to right-turns out only through the use of signing on the
driveway. This will eliminate the impact that the queue on Washington Street has on blocking the
driveway and vehicles exiting the site will not compound the eastbound queue. Patrons that are
destined for Broadway can easily get there via Congress Street or Division Street.
The northbound queue on Broadway at the Washington Street signal was also evaluated at the request
of CME. The storage on this segment between Washington Street and Spring Street is only
approximately 90 feet. The intersections of Washington Street and Spring Street operate from the same
traffic signal controller,with both streets getting the green indication at the same time. The 95tn
percentile queue length during the Weekday PM peak hour conditions is summarized below in Table 7.
Ta ble 7: Queue Length Su mma ry—Weekday PM Pea k Hou r
Intersection A roach EXISTING No-Build Build
pp (2013) (2015) (2015)
Broadway&Washington Street NB 195 226 242
Queue provided is 95t"percentile queue in feet.
As shown,the northbound queue length extends beyond the available storage in the Existing and No-
Build conditions. The queue increases by less than one vehicle length as a result of the project (16 ft)
and does not indicate a project impact. Since both intersections operate from the same controller,the
arrival patterns of northbound vehicles is actually different than shown and much of that queue is likely
to be waiting south of Spring Street and not in this short segment. It is noted that there is currently a
project being undertaken by the City to study the Broadway corridor, including the traffic signals. Any
concerns about the existing vehicle queuing and operations may be evaluated during that study.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 16
VI. CONCLUSION
The proposed renovation and expansion at the Rip Van Dam Hotel will provide 176 new guest rooms
and a banquet facility that will accommodate up to 200 guests. The hotel will operate a valet service
from a porte cochere (structure over the driveway to shelter the loading/unloading of vehicles) on
Washington Street where guests will drop off and unload their vehicles. Storage to park vehicles from
the valet service will be provided in a proposed parking garage on Hamilton Street,which will house 274
spaces.
Parking demand estimates were made based on average hotel occupancy, non-resident banquet event
estimates and assumptions on public parking and transit use. It is estimated that the proposed garage
on Hamilton Street will have a surplus of parking supply to support the hotel and banquet parking
demand as well as to provide daytime parking for Palio Communications. All parking demand scenarios
presented show a surplus of parking supply in the proposed garage and parking utilization observations
conducted identified availability of public parking for hotel employees. However, since there is a surplus
estimated in the proposed Hamilton Street garage,there may be opportunities for some employees and
Maestro's customers to utilize the excess parking supply.
Trip generation estimates for the hotel were made for the Weekday PM and Saturday peak hours,
utilizing data published in Trip Generation, 9t"Edition (ITE). Since a valet service is being utilized,each
entering guest trip estimated also creates one exiting valet trip to park the vehicle. Likewise, each
exiting guest trip results in an entering valet trip to retrieve the vehicle. As a result, it is estimated that
the site will generate 160 trips (80 in,80 out)during the Weekday PM peak hour and 198 trips (99 in,99
out)during the Saturday peak hour.
It is noted that the Trip Generation data is based on Hotel land uses that are outside the central business
district,where most, if not all,trips are made by vehicle. The trip pattern will be different at the Rip Van
Dam, as guests will likely walk to restaurants and other establishments Downtown. Therefore, the trip
generation estimate is believed to be conservative and the exiting trip rate during the peak hours is
likely to be lower. The study also did not take credit for the existing building uses that are eliminated as
part of the renovations.
The proposed banquet facilities will host events for up to 200 people (160 max for sit-down event, 200
max for stand-up event). It is anticipated that 80 percent of the annual banquet events will serve
"residential" purposes(i.e. attendees are primarily hotel guests) and 20 percent will be "non-
residential," such as weddings,fundraisers and other local events. So for most banquets,the facility will
not generate additional traffic beyond that of the hotel. Additionally,the ITE Trip Generation data for
the Hotel land use includes sample studies of hotels that contain restaurants and banquet/conference
facilities, implying that the peak hour trip generation estimates made for the hotel may include
restaurant and banquet activities as well.
Based on the trip generation of the hotel and the vehicle storage capacity within the site horseshoe
driveway, enough valet staff will be provided to turnover vehicles in 4%2 to 6%2 minutes, where turnover
equates to unloading and parking for an arriving guest or retrieving a vehicle and loading for a departing
guest. Valet staff will walk as a means to get back and forth between the garage and the hotel (approx.
1400 feet).
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 17
The estimated guest and resulting valet trips into and out of the site were distributed to the roadway
network to analyze the Build condition operations of the site driveway intersections and the
intersections of Broadway & Washington Street and Washington Street & Federal Street/Railroad Place.
Evaluations show that the site driveways are estimated to operate at LOS 6 or better. During the
Weekday PM peak hour, the westbound approach at the intersection of Washington Street & Federal
Street/Railroad Place and the overall LOS changed from a LOS 6 to C under the Build condition.
However, the overall delay only increases by 3.3 seconds. During the Saturday peak hour, the
northbound approach at the intersection of Broadway&Washington Street and the overall LOS changed
from a LOS 6 to C under the Build condition. However, the overall delay only increases by 1.6 seconds.
These changes have insignificant effects on the traffic operations, are still within acceptable ranges and
show that the project does not have an impact on the surrounding roadway network.
Existing queue observations were conducted on Washington Street during the same peak hours
evaluated for the capacity analysis exercise. The average eastbound queue on Washington Street at the
Broadway signal is four to five vehicles during the peak hours. This queue length is longer than the
storage capacity between the signal and the entering driveway,so vehicles entering the site from the
west will have to wait for the queue to clear during the green signal phase.
Rip Van Dam Redevelopment Project-Traffic Impact Study Page 18
•
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Rip Van Dam Redevelopment Project-Traffic Impact Study
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6/20/2013 16:15 23 102 0 125 126 0 15 141 23 0 40 63 329
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6/20/2013 16:30 19 103 0 122 144 0 27 171 26 0 45 71 364
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6/20/2013 16:45 24 98 0 122 131 0 33 164 31 0 37 68 354
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6/20/2013 17:00 15 113 0 128 147 0 26 173 24 0 44 68 369
Car 15 107 0 122 143 0 26 169 24 0 44 68 359
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6/20/2013 17:15 14 96 0 110 141 0 18 159 24 0 39 63 332
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6/20/2013 17:30 20 95 0 115 151 0 20 171 14 0 40 54 340
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6/20/2013 17:45 18 90 0 108 164 0 27 191 29 0 31 60 359
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6/22/2013 11:00 23 106 0 129 162 0 20 182 19 0 32 51 362
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6/22/2013 11:15 29 125 0 154 135 0 26 161 22 0 28 50 365
Car 29 123 0 152 132 0 26 158 22 0 24 46 356
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6/22/2013 11:30 29 100 0 129 139 0 30 169 15 0 30 45 343
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6/22/2013 11:45 15 99 0 114 132 0 27 159 15 0 37 52 325
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6/22/2013 12:00 26 104 0 130 142 1 26 169 19 0 30 49 348
Car 26 101 0 127 138 1 25 164 17 0 28 45 336
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6/22/2013 12:15 24 113 0 137 130 0 21 151 15 0 37 52 340
Car 20 109 0 129 129 0 21 150 15 0 36 51 330
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Pedal Bike(Road) 0 0 0 0 0 0 0 0 0 0 1 1 1
6/22/2013 12:30 25 91 0 116 135 0 15 150 26 0 34 60 326
Car 25 90 0 115 128 0 15 143 26 0 32 58 316
Medium 0 1 0 1 1 0 0 1 0 0 0 0 2
Heavy 0 0 0 0 0 0 0 0 0 0 1 1 1
Bus 0 0 0 0 3 0 0 3 0 0 0 0 3
Pedal Bike(Road) 0 0 0 0 3 0 0 3 0 0 1 1 4
6/22/2013 12:45 34 126 0 160 145 0 34 179 18 0 33 51 390
Car 34 124 0 158 145 0 34 179 18 0 31 49 386
Medium 0 1 0 1 0 0 0 0 0 0 1 1 2
Heavy 0 0 0 0 0 0 0 0 0 0 1 1 1
Bus 0 1 0 1 0 0 0 0 0 0 0 0 1
Pedal Bike(Road) 0 0 0 0 0 0 0 0 0 0 0 0 0
Grand Total 358 1686 0 2044 2251 1 388 2640 342 0 576 918 5602
• . •
. -
. •. • � •• • . •. • • •� • •. • •� • • • .
. . . . . .
4:00 PM 26 13 39 7 7 14 42 33 75 128
People 26 13 39 7 7 14 42 30 72 125
Pedal Bike(Crosswa 0 0 0 0 0 0 0 3 3 3
4:15 PM 7 21 28 4 6 10 49 31 80 118
People 7 21 28 4 6 10 49 31 80 118
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
4:30 PM 12 20 32 4 10 14 37 26 63 109
People 12 20 32 4 10 14 37 26 63 109
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
4:45 PM 3 14 17 4 7 11 45 24 69 97
People 3 14 17 4 7 11 45 24 69 97
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
5:00 PM 18 22 40 5 1 6 31 38 69 115
People 18 22 40 5 1 6 31 38 69 115
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
5:15 PM 5 11 16 10 6 16 25 39 64 96
People 5 11 16 10 6 16 25 39 64 96
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
5:30 PM 8 15 23 1 6 7 33 28 61 91
People 8 15 23 1 6 7 33 28 61 91
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
5:45 PM 1 19 20 5 3 8 24 22 46 74
People 1 19 20 5 3 8 24 22 46 74
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
11:00 AM 9 14 23 4 16 20 27 29 56 99
People 9 14 23 4 16 20 27 29 56 99
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
11:15 AM 7 15 22 5 12 17 59 50 109 148
People 7 15 22 5 12 17 59 50 109 148
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
11:30 AM 15 16 31 0 22 22 22 35 57 110
People 15 16 31 0 22 22 22 35 57 110
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
11:45 AM 12 23 35 8 27 35 29 36 65 135
People 12 23 35 8 27 35 29 36 65 135
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
12:00 PM 18 10 28 8 8 16 40 40 80 124
People 18 10 28 8 8 16 40 40 80 124
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
12:15 PM 15 19 34 1 10 11 34 33 67 112
People 15 19 34 1 10 11 34 33 67 112
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
12:30 PM 15 10 25 18 17 35 31 29 60 120
People 15 10 25 18 17 35 31 29 60 120
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
12:45 PM 8 10 18 9 11 20 44 38 82 120
People 8 10 18 9 11 20 44 38 82 120
Pedal Bike(Crosswa 0 0 0 0 0 0 0 0 0 0
Grand Total 179 252 431 93 169 262 572 531 1103 1796
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�evel of Service Criteria
Rip Van Dam Redevelopment Project-Traffic Impact Study
From the Highway Capacity Manual 2000 published by the Transportation Research Board:
Signalized Intersections
LOS CRITERIA FOR SIGNALIZED INTERSECTIONS
LOS Control Delay per Vehicle(s/veh)*
A <_ 10
B > 10-20
C >20-35
D >35-55
E >55-80
F > 80
Highway Capacity Manual 2000
*s/veh=seconds pe�vehicle
LOS A describes operations with low control delay, up to 10 s/veh. This LOS occurs when
progression is extremely favorable and most vehicles arrive during the green phase. Most
vehicles do not stop at all. Short cycle lengths may tend to contribute to low delay values.
LOS B describes operations with control delay greater than 10 and up to 20 s/veh. This level
generally occurs with good progression, short cycle lengths, or both. More vehicles stop than
with LOS A, causing higher levels of delay.
LOS C describes operations with control delay greater than 20 and up to 35 s/veh. These
higher delays may result from only fair progression, longer cycle lengths, or both. Individual
cycle failures may begin to appear at this level. Cycle failure occurs when a green phase does
not serve queued vehicles, and overFlows occur. The number of vehicles stopping is significant
at this level, though many still pass through the intersection without stopping.
LOS D describes operations with control delay greater than 35 and up to 55 s/veh. At LOS D,
the influence of congestion becomes more noticeable. Longer delays may result from some
combination of unfavorable progression, long cycle lengths, or high volume-to-capacity (v/c)
ratios. Many vehicles stop, and the proportion of vehicles not stopping declines. Individual
cycle failures are noticeable.
LOS E describes operations with control delay greater than 55 and up to 80 s/veh. These high
delay values generally indicate poor progression, long cycle lengths, and high v/c ratios.
Individual cycle failures are frequent.
LOS F describes operations with delay in excess of 80.0 s/veh. This level, considered
unacceptable to most drivers, often occurs with over-saturation, that is, when arrival flow rates
exceed the capacity of lane groups. It may also occur at high v/c ratios with many individual
cycle failures. Poor progression and long cycle lengths may also be contribute significantly to
high delay levels. Often, vehicles do not pass through the intersection in one signal cycle.
Rip Van Dam Redevelopment Project-Traffic Impact Study
Unsignalized Intersections
The level of service criteria for an unsignalized intersection differs from that of a signalized
intersection because of the expectation that signalized intersections encounter more traffic and
therefore greater delays. The thresholds for the levels of service of unsignalized intersections
are as follows:
LOS CRITERIA FOR UNSIGNALIZED INTERSECTIONS
LOS Control Delay per Vehicle(s/veh)
A <_ 10
B > 10-15
C > 15-25
D >25-35
E >35-50
F >50
Highway Capacity Manual 2000
*s/veh=seconds pe�vehicle
Rip Van Dam Redevelopment Project-Traffic Impact Study
•
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Rip Van Dam Redevelopment Project-Traffic Impact Study
HCM Signalized Intersection Capacity Analysis
2: Washington St & Broadway 10/4/2013
� �
� �
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations � �'� ��
Volume(vph) 165 105 104 562 407 72
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time(s) 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 0.95
Frpb, ped/bikes 0.97 1.00 0.90
Flpb, ped/bikes 1.00 0.96 1.00
Frt 0.94 1.00 0.97
Flt Protected 0.97 0.99 1.00
Satd. Flow(prot) 1496 2848 2777
Flt Permitted 0.97 0.72 1.00
Satd. Flow(perm) 1496 2077 2777
Peak-hour factor, PHF 0.92 0.85 0.79 0.96 0.91 0.75
Adj. Flow(vph) 179 124 132 585 447 96
RTOR Reduction (vph) 0 0 0 0 20 0
Lane Group Flow(vph) 303 0 0 717 523 0
Confl. Peds. (#/hr) 105 47 265 265
Heavy Vehicles(%) 1% 2% 1% 3% 3% 3%
Parking (#/hr) 0 0 0
Turn Type Perm
Protected Phases 4 2 6
Permitted Phases 2
Actuated Green, G(s) 28.0 50.0 50.0
Effective Green, g(s) 28.0 50.0 50.0
Actuated g/C Ratio 0.31 0.56 0.56
Clearance Time(s) 6.0 6.0 6.0
Lane Grp Cap(vph) 465 1154 1543
v/s Ratio Prot c0.20 0.19
v/s Ratio Perm c0.35
v/c Ratio 0.65 0.62 0.34
Uniform Delay,d1 26.8 13.6 11.0
Progression Factor 1.00 1.00 1.00
Incremental Delay,d2 6.9 2.5 0.6
Delay(s) 33.7 16.1 11.5
Level of Service C 6 6
Approach Delay(s) 33.7 16.1 11.5
Approach LOS C 6 6
Intersection Summary
HCM Average Control Delay 17.9 HCM Level of Service 6
HCM Volume to Capacity ratio 0.63
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 70.7% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
Exist PM Page 1
HCM Signalized Intersection Capacity Analysis
5: Washington St & Railroad Place 10/4/2013
� � � � � �
� � � �
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
�ane Configurations � � � �
Volume(vph) 26 162 19 5 130 35 22 90 16 25 111 40
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.99 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 0.99 0.97 0.98 0.97
Flt Protected 0.99 1.00 0.99 0.99
Satd. Flow(prot) 1653 1423 1494 1464
Flt Permitted 0.95 0.99 0.99 0.99
Satd. Flow(perm) 1580 1413 1494 1464
Peak-hour factor, PHF 0.90 0.90 0.90 0.95 0.95 0.95 0.96 0.96 0.96 0.81 0.81 0.81
Adj. Flow(vph) 29 180 21 5 137 37 23 94 17 31 137 49
RTOR Reduction (vph) 0 4 0 0 11 0 0 8 0 0 15 0
Lane Group Flow(vph) 0 226 0 0 168 0 0 126 0 0 202 0
Confl. Peds. (#/hr) 4 6 6 4 3 6 6 3
Heavy Vehicles(%) 0% 1% 5% 0% 5% 3% 0% 0% 0% 0% 1% 0%
Parking (#/hr) 0 0 0
Turn Type Perm Perm Split Split
Protected Phases 2 6 4 4 3 3
Permitted Phases 2 6
Actuated Green, G(s) 19.9 19.9 8.4 9.9
Effective Green, g(s) 19.9 19.9 8.4 9.9
Actuated g/C Ratio 0.37 0.37 0.16 0.19
Clearance Time(s) 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 591 529 236 272
v/s Ratio Prot c0.08 c0.14
v/s Ratio Perm c0.14 0.12
v/c Ratio 0.38 0.32 0.54 0.74
Uniform Delay,d1 12.2 11.8 20.6 20.4
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.4 0.3 2.3 10.4
Delay(s) 12.6 12.2 22.9 30.8
Level of Service 6 6 C C
Approach Delay(s) 12.6 12.2 22.9 30.8
Approach LOS 6 6 C C
Intersection Summary
HCM Average Control Delay 19.5 HCM Level of Service 6
HCM Volume to Capacity ratio 0.51
Actuated Cycle Length(s) 53.2 Sum of lost time(s) 15.0
Intersection Capacity Utilization 46.7% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
Exist PM Page 2
HCM Signalized Intersection Capacity Analysis
2: Washington St & Broadway 10/4/2013
� �
� �
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations � �'� ��
Volume(vph) 132 77 96 549 434 109
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time(s) 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 0.95
Frpb, ped/bikes 0.94 1.00 0.88
Flpb, ped/bikes 1.00 0.96 1.00
Frt 0.94 1.00 0.97
Flt Protected 0.97 0.99 1.00
Satd. Flow(prot) 1442 2889 2710
Flt Permitted 0.97 0.68 1.00
Satd. Flow(perm) 1442 1991 2710
Peak-hour factor, PHF 0.91 0.75 0.72 0.95 0.86 0.80
Adj. Flow(vph) 145 103 133 578 505 136
RTOR Reduction (vph) 0 0 0 0 27 0
Lane Group Flow(vph) 248 0 0 711 614 0
Confl. Peds. (#/hr) 105 82 289 289
Heavy Vehicles(%) 4% 1% 1% 2% 2% 4%
Parking (#/hr) 0 0 0
Turn Type Perm
Protected Phases 4 2 6
Permitted Phases 2
Actuated Green, G(s) 28.0 50.0 50.0
Effective Green, g(s) 28.0 50.0 50.0
Actuated g/C Ratio 0.31 0.56 0.56
Clearance Time(s) 6.0 6.0 6.0
Lane Grp Cap(vph) 449 1106 1506
v/s Ratio Prot c0.17 0.23
v/s Ratio Perm c0.36
v/c Ratio 0.55 0.64 0.41
Uniform Delay,d1 25.8 13.8 11.5
Progression Factor 1.00 1.00 1.00
Incremental Delay,d2 4.8 2.9 0.8
Delay(s) 30.6 16.7 12.3
Level of Service C 6 6
Approach Delay(s) 30.6 16.7 12.3
Approach LOS C 6 6
Intersection Summary
HCM Average Control Delay 17.1 HCM Level of Service 6
HCM Volume to Capacity ratio 0.61
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 69.2% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
Exist Sat Page 1
HCM Signalized Intersection Capacity Analysis
2: Washington St & Broadway 10/4/2013
� �
� �
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations � �'� ��
Volume(vph) 168 107 106 606 448 73
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time(s) 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 0.95
Frpb, ped/bikes 0.97 1.00 0.91
Flpb, ped/bikes 1.00 0.96 1.00
Frt 0.94 1.00 0.98
Flt Protected 0.97 0.99 1.00
Satd. Flow(prot) 1496 2867 2802
Flt Permitted 0.97 0.71 1.00
Satd. Flow(perm) 1496 2041 2802
Peak-hour factor, PHF 0.92 0.85 0.79 0.96 0.91 0.75
Adj. Flow(vph) 183 126 134 631 492 97
RTOR Reduction (vph) 0 0 0 0 18 0
Lane Group Flow(vph) 309 0 0 765 571 0
Confl. Peds. (#/hr) 105 47 265 265
Heavy Vehicles(%) 1% 2% 1% 3% 3% 3%
Parking (#/hr) 0 0 0
Turn Type Perm
Protected Phases 4 2 6
Permitted Phases 2
Actuated Green, G(s) 29.0 49.0 49.0
Effective Green, g(s) 29.0 49.0 49.0
Actuated g/C Ratio 0.32 0.54 0.54
Clearance Time(s) 6.0 6.0 6.0
Lane Grp Cap(vph) 482 1111 1526
v/s Ratio Prot c0.21 0.20
v/s Ratio Perm c0.37
v/c Ratio 0.64 0.69 0.37
Uniform Delay,d1 26.1 14.9 11.7
Progression Factor 1.00 1.00 1.00
Incremental Delay,d2 6.4 3.5 0.7
Delay(s) 32.5 18.4 12.4
Level of Service C 6 6
Approach Delay(s) 32.5 18.4 12.4
Approach LOS C 6 6
Intersection Summary
HCM Average Control Delay 18.9 HCM Level of Service 6
HCM Volume to Capacity ratio 0.67
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 73.6% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
No Build PM Page 1
HCM Signalized Intersection Capacity Analysis
5: Washington St & Railroad Place 10/4/2013
� � � � � �
� � � �
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
�ane Configurations � � � �
Volume(vph) 31 165 19 5 133 36 22 92 16 25 113 45
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.99 1.00 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 0.99 0.97 0.98 0.97
Flt Protected 0.99 1.00 0.99 0.99
Satd. Flow(prot) 1653 1422 1495 1460
Flt Permitted 0.94 0.99 0.99 0.99
Satd. Flow(perm) 1559 1411 1495 1460
Peak-hour factor, PHF 0.90 0.90 0.90 0.95 0.95 0.95 0.96 0.96 0.96 0.81 0.81 0.81
Adj. Flow(vph) 34 183 21 5 140 38 23 96 17 31 140 56
RTOR Reduction (vph) 0 5 0 0 12 0 0 8 0 0 16 0
Lane Group Flow(vph) 0 233 0 0 171 0 0 128 0 0 211 0
Confl. Peds. (#/hr) 4 6 6 4 3 6 6 3
Heavy Vehicles(%) 0% 1% 5% 0% 5% 3% 0% 0% 0% 0% 1% 0%
Parking (#/hr) 0 0 0
Turn Type Perm Perm Split Split
Protected Phases 2 6 4 4 3 3
Permitted Phases 2 6
Actuated Green, G(s) 17.2 17.2 8.9 13.7
Effective Green, g(s) 17.2 17.2 8.9 13.7
Actuated g/C Ratio 0.31 0.31 0.16 0.25
Clearance Time(s) 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 489 443 243 365
v/s Ratio Prot c0.09 c0.14
v/s Ratio Perm c0.15 0.12
v/c Ratio 0.48 0.39 0.53 0.58
Uniform Delay,d1 15.2 14.7 21.0 18.0
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.7 0.6 2.1 2.2
Delay(s) 15.9 15.2 23.1 20.2
Level of Service 6 6 C C
Approach Delay(s) 15.9 15.2 23.1 20.2
Approach LOS 6 6 C C
Intersection Summary
HCM Average Control Delay 18.3 HCM Level of Service 6
HCM Volume to Capacity ratio 0.52
Actuated Cycle Length(s) 54.8 Sum of lost time(s) 15.0
Intersection Capacity Utilization 50.4% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
No Build PM Page 2
HCM Signalized Intersection Capacity Analysis
2: Washington St & Broadway 10/4/2013
� �
� �
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations � �'� ��
Volume(vph) 135 79 98 608 472 111
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time(s) 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 0.95
Frpb, ped/bikes 0.94 1.00 0.89
Flpb, ped/bikes 1.00 0.97 1.00
Frt 0.94 1.00 0.97
Flt Protected 0.97 0.99 1.00
Satd. Flow(prot) 1442 2908 2732
Flt Permitted 0.97 0.67 1.00
Satd. Flow(perm) 1442 1962 2732
Peak-hour factor, PHF 0.91 0.75 0.72 0.95 0.86 0.80
Adj. Flow(vph) 148 105 136 640 549 139
RTOR Reduction (vph) 0 0 0 0 25 0
Lane Group Flow(vph) 253 0 0 776 663 0
Confl. Peds. (#/hr) 105 82 289 289
Heavy Vehicles(%) 4% 1% 1% 2% 2% 4%
Parking (#/hr) 0 0 0
Turn Type Perm
Protected Phases 4 2 6
Permitted Phases 2
Actuated Green, G(s) 29.0 49.0 49.0
Effective Green, g(s) 29.0 49.0 49.0
Actuated g/C Ratio 0.32 0.54 0.54
Clearance Time(s) 6.0 6.0 6.0
Lane Grp Cap(vph) 465 1068 1487
v/s Ratio Prot c0.18 0.24
v/s Ratio Perm c0.40
v/c Ratio 0.54 0.73 0.45
Uniform Delay,d1 25.1 15.5 12.3
Progression Factor 1.00 1.00 1.00
Incremental Delay,d2 4.5 4.3 1.0
Delay(s) 29.6 19.8 13.3
Level of Service C 6 6
Approach Delay(s) 29.6 19.8 13.3
Approach LOS C 6 6
Intersection Summary
HCM Average Control Delay 18.6 HCM Level of Service 6
HCM Volume to Capacity ratio 0.66
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 72.6% ICU Level of Service C
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
No Build Sat Page 1
HCM Signalized Intersection Capacity Analysis
2: Washington St & Broadway 10/4/2013
� �
� �
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations � �'� ��
Volume(vph) 168 108 127 608 450 85
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Total Lost time(s) 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 0.95
Frpb, ped/bikes 0.97 1.00 0.90
Flpb, ped/bikes 1.00 0.96 1.00
Frt 0.94 1.00 0.97
Flt Protected 0.97 0.99 1.00
Satd. Flow(prot) 1496 2850 2758
Flt Permitted 0.97 0.68 1.00
Satd. Flow(perm) 1496 1965 2758
Peak-hour factor, PHF 0.92 0.85 0.79 0.96 0.91 0.75
Adj. Flow(vph) 183 127 161 633 495 113
RTOR Reduction (vph) 0 0 0 0 22 0
Lane Group Flow(vph) 310 0 0 794 586 0
Confl. Peds. (#/hr) 105 47 265 265
Heavy Vehicles(%) 1% 2% 1% 3% 3% 3%
Parking (#/hr) 0 0 0
Turn Type Perm
Protected Phases 4 2 6
Permitted Phases 2
Actuated Green, G(s) 28.0 50.0 50.0
Effective Green, g(s) 28.0 50.0 50.0
Actuated g/C Ratio 0.31 0.56 0.56
Clearance Time(s) 6.0 6.0 6.0
Lane Grp Cap(vph) 465 1092 1532
v/s Ratio Prot c0.21 0.21
v/s Ratio Perm c0.40
v/c Ratio 0.67 0.73 0.38
Uniform Delay,d1 26.9 14.9 11.3
Progression Factor 1.00 1.00 1.00
Incremental Delay,d2 7.4 4.2 0.7
Delay(s) 34.3 19.2 12.0
Level of Service C 6 6
Approach Delay(s) 34.3 19.2 12.0
Approach LOS C 6 6
Intersection Summary
HCM Average Control Delay 19.4 HCM Level of Service 6
HCM Volume to Capacity ratio 0.71
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 75.1% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
Build PM Page 1
HCM Signalized Intersection Capacity Analysis
11: Washington St & Railroad Place 10/4/2013
� � � � � �
� � � �
Movement EBL EBT EBR WBL WBT WBR NBL NBT NBR SBL SBT SBR
�ane Configurations � � � �
Volume(vph) 31 173 19 65 138 48 22 92 57 26 113 45
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900 1900
Total Lost time(s) 5.0 5.0 5.0 5.0
Lane Util. Factor 1.00 1.00 1.00 1.00
Frpb, ped/bikes 1.00 0.99 0.99 0.99
Flpb, ped/bikes 1.00 1.00 1.00 1.00
Frt 0.99 0.97 0.96 0.97
Flt Protected 0.99 0.99 0.99 0.99
Satd. Flow(prot) 1654 1423 1446 1459
Flt Permitted 0.93 0.87 0.99 0.99
Satd. Flow(perm) 1549 1250 1446 1459
Peak-hour factor, PHF 0.90 0.90 0.90 0.95 0.95 0.95 0.96 0.96 0.96 0.81 0.81 0.81
Adj. Flow(vph) 34 192 21 68 145 51 23 96 59 32 140 56
RTOR Reduction (vph) 0 4 0 0 12 0 0 24 0 0 16 0
Lane Group Flow(vph) 0 243 0 0 252 0 0 154 0 0 212 0
Confl. Peds. (#/hr) 4 6 6 4 3 6 6 3
Heavy Vehicles(%) 0% 1% 5% 0% 5% 3% 0% 0% 0% 0% 1% 0%
Parking (#/hr) 0 0 0
Turn Type Perm Perm Split Split
Protected Phases 2 6 4 4 3 3
Permitted Phases 2 6
Actuated Green, G(s) 18.6 18.6 12.8 14.0
Effective Green, g(s) 18.6 18.6 12.8 14.0
Actuated g/C Ratio 0.31 0.31 0.21 0.23
Clearance Time(s) 5.0 5.0 5.0 5.0
Vehicle Extension (s) 3.0 3.0 3.0 3.0
Lane Grp Cap(vph) 477 385 306 338
v/s Ratio Prot c0.11 c0.15
v/s Ratio Perm 0.16 c0.20
v/c Ratio 0.51 0.66 0.50 0.63
Uniform Delay,d1 17.2 18.1 21.0 20.9
Progression Factor 1.00 1.00 1.00 1.00
Incremental Delay,d2 0.9 4.0 1.3 3.6
Delay(s) 18.0 22.1 22.3 24.5
Level of Service 6 C C C
Approach Delay(s) 18.0 22.1 22.3 24.5
Approach LOS 6 C C C
Intersection Summary
HCM Average Control Delay 21.6 HCM Level of Service C
HCM Volume to Capacity ratio 0.60
Actuated Cycle Length(s) 60.4 Sum of lost time(s) 15.0
Intersection Capacity Utilization 50.3% ICU Level of Service A
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
Build PM Page 4
HCM Unsignalized Intersection Capacity Analysis
6: Washington St & Enter Dwy 10/4/2013
� � � � � �
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations �' �
Volume(veh/h) 48 276 180 32 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.90 0.85 0.92 0.92 0.92
Hourly flow rate(vph) 52 307 212 35 0 0
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal (ft) 620 155
pX, platoon unblocked
vC, conflicting volume 247 640 229
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 247 640 229
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 96 100 100
cM capacity(veh/h) 1331 422 810
Direction, Lane# EB 1 WB 1
Volume Total 359 247
Volume Left 52 0
Volume Right 0 35
cS H 1331 1700
Volume to Capacity 0.04 0.15
Queue Length 95th(ft) 3 0
Control Delay(s) 1.5 0.0
Lane LOS A
Approach Delay(s) 1.5 0.0
Approach LOS
Intersection Summary
Average Delay 0.9
Intersection Capacity Utilization 38.4% ICU Level of Service A
Analysis Period (min) 15
Rip Van Dam Redevelopment Synchro 7- Report
Build PM Page 2
HCM Unsignalized Intersection Capacity Analysis
9: Washington St & Exit Dwy 10/4/2013
� � � � � �
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations � � �
Volume(veh/h) 0 324 180 0 0 80
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.90 0.85 0.92 0.92 0.80
Hourly flow rate(vph) 0 360 212 0 0 100
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal (ft) 562 213
pX, platoon unblocked
vC, conflicting volume 212 572 212
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 212 572 212
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 88
cM capacity(veh/h) 1359 482 833
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 360 212 100
Volume Left 0 0 0
Volume Right 0 0 100
cSH 1700 1700 833
Volume to Capacity 0.21 0.12 0.12
Queue Length 95th(ft) 0 0 10
Control Delay(s) 0.0 0.0 9.9
Lane LOS A
Approach Delay(s) 0.0 0.0 9.9
Approach LOS A
Intersection Summary
Average Delay 1.5
Intersection Capacity Utilization 22.7% ICU Level of Service A
Analysis Period (min) 15
Rip Van Dam Redevelopment Synchro 7- Report
Build PM Page 3
HCM Signalized Intersection Capacity Analysis
2: Washington St & Broadway 10/4/2013
� �
� �
Movement EBL EBR NBL NBT SBT SBR
Lane Configurations � �'� ��
Volume(vph) 148 101 126 560 443 128
Ideal Flow(vphpl) 1900 1900 1900 1900 1900 1900
Lane Width 11 11 12 12 12 12
Total Lost time(s) 6.0 6.0 6.0
Lane Util. Factor 1.00 0.95 0.95
Frpb, ped/bikes 0.94 1.00 0.87
Flpb, ped/bikes 1.00 0.96 1.00
Frt 0.94 1.00 0.96
Flt Protected 0.97 0.99 1.00
Satd. Flow(prot) 1383 2869 2657
Flt Permitted 0.97 0.64 1.00
Satd. Flow(perm) 1383 1866 2657
Peak-hour factor, PHF 0.91 0.75 0.72 0.95 0.86 0.80
Adj. Flow(vph) 163 135 175 589 515 160
RTOR Reduction (vph) 0 0 0 0 33 0
Lane Group Flow(vph) 298 0 0 764 642 0
Confl. Peds. (#/hr) 105 82 289 289
Heavy Vehicles(%) 4% 1% 1% 2% 2% 4%
Parking (#/hr) 0 0 0
Turn Type Perm
Protected Phases 4 2 6
Permitted Phases 2
Actuated Green, G(s) 29.0 49.0 49.0
Effective Green, g(s) 29.0 49.0 49.0
Actuated g/C Ratio 0.32 0.54 0.54
Clearance Time(s) 6.0 6.0 6.0
Lane Grp Cap(vph) 446 1016 1447
v/s Ratio Prot c0.22 0.24
v/s Ratio Perm c0.41
v/c Ratio 0.67 0.75 0.44
Uniform Delay,d1 26.3 15.8 12.3
Progression Factor 1.00 1.00 1.00
Incremental Delay,d2 7.7 5.1 1.0
Delay(s) 34.0 20.9 13.3
Level of Service C C 6
Approach Delay(s) 34.0 20.9 13.3
Approach LOS C C 6
Intersection Summary
HCM Average Control Delay 20.2 HCM Level of Service C
HCM Volume to Capacity ratio 0.72
Actuated Cycle Length(s) 90.0 Sum of lost time(s) 12.0
Intersection Capacity Utilization 74.5% ICU Level of Service D
Analysis Period (min) 15
c Critical Lane Group
Rip Van Dam Redevelopment Synchro 7- Report
Build Sat Page 1
HCM Unsignalized Intersection Capacity Analysis
5: Washington St & Enter Dwy 10/4/2013
� � � � � �
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations �' �
Volume(veh/h) 54 215 210 45 0 0
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.85 0.85 0.80 0.80 0.92 0.92
Hourly flow rate(vph) 64 253 262 56 0 0
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal (ft) 159
pX, platoon unblocked
vC, conflicting volume 319 671 291
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 319 671 291
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 95 100 100
cM capacity(veh/h) 1253 400 749
Direction, Lane# EB 1 WB 1
Volume Total 316 319
Volume Left 64 0
Volume Right 0 56
cSH 1253 1700
Volume to Capacity 0.05 0.19
Queue Length 95th(ft) 4 0
Control Delay(s) 2.0 0.0
Lane LOS A
Approach Delay(s) 2.0 0.0
Approach LOS
Intersection Summary
Average Delay 1.0
Intersection Capacity Utilization 37.9% ICU Level of Service A
Analysis Period (min) 15
Rip Van Dam Redevelopment Synchro 7- Report
Build Sat Page 2
HCM Unsignalized Intersection Capacity Analysis
8: Washington St & Exit Dwy 10/4/2013
� � � � � �
Movement EBL EBT WBT WBR SBL SBR
Lane Configurations � � �
Volume(veh/h) 0 269 210 0 0 99
Sign Control Free Free Stop
Grade 0% 0% 0%
Peak Hour Factor 0.92 0.85 0.80 0.92 0.80 0.80
Hourly flow rate(vph) 0 316 262 0 0 124
Pedestrians
Lane Width(ft)
Walking Speed (ft/s)
Percent Blockage
Right turn flare(veh)
Median type None None
Median storage veh)
Upstream signal (ft) 214
pX, platoon unblocked
vC, conflicting volume 262 579 262
vC1, stage 1 conf vol
vC2, stage 2 conf vol
vCu, unblocked vol 262 579 262
tC,single(s) 4.1 6.4 6.2
tC,2 stage(s)
tF(s) 2.2 3.5 3.3
p0 queue free% 100 100 84
cM capacity(veh/h) 1302 481 781
Direction, Lane# EB 1 WB 1 SB 1
Volume Total 316 262 124
Volume Left 0 0 0
Volume Right 0 0 124
cSH 1700 1700 781
Volume to Capacity 0.19 0.15 0.16
Queue Length 95th(ft) 0 0 14
Control Delay(s) 0.0 0.0 10.5
Lane LOS 6
Approach Delay(s) 0.0 0.0 10.5
Approach LOS 6
Intersection Summary
Average Delay 1.8
Intersection Capacity Utilization 25.8% ICU Level of Service A
Analysis Period (min) 15
Rip Van Dam Redevelopment Synchro 7- Report
Build Sat Page 3
•
Supporting Documentation
Rip Van Dam Redevelopment Project-Traffic Impact Study
`
September 26, 2013
Ms. Kate Maynard
Principal Planner
City of Saratoga Springs
City Hall
474 Broadway
Saratoga Springs,New York 12866
RE: Rip Van Dam Hotel Expansion-Additional Information on Deliveries and Loading Zone
CHA Project No.: 25173
Dear Ms. Maynard:
On behalf of Presidian Saratoga Hospitality Group, LLC, CHA Consulting, Inc. (CHA) is submitting herewith the
following sketch presented at the September 25, 2013 Planning Board meeting showing proposed modifications to
the pavement markings and truck loading zone location on Washington Street:
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As the sketch indicates, we propose to relocate the existing truck loading zone from the north side of
Washington Street to the south side, away from potential conflicts with turning vehicles and intersecting
driveways. Also, to better accommodate the WB-50 truck turning movement from southbound
�����is�y�ir����r�li�r�ts v�i�J� I V I�lin r��r��ir�l�� �,�. �����6'�R.�I��r��, �J1�i����-����
C���1 i����d P������c�m r-r��tt���c�l��tal�u�I7ty�a� T �1�.���.���� � F �1�.���.17'3� � r��+�.�����r�p��r�i��.��r�
Ms. Kate Maynard September 26, 2013
City of Saratoga Springs Page 2
Broadway to westbound Washington Street, we have shown a relocation of the stop bar approximately
30 feet to the west. This sketch also shows a minor widening of the curb radius on the northwest corner;
however, based on the chairman's instructions, we will modify that to follow the existing curb
alignment. We believe this proposed plan will be beneficial in resolving the city's concerns about the
space constraints associated with leaving the loading zone in the current location, and it also provides a
solution to the existing truck turning problem. We have met with Commissioner Scirocco in the
Department of Public Works and Kevin Veitch in Public Safety, and both men expressed support for this
proposal. Since the Planning Board also responded favorably last night, we will proceed with the
incorporation of these improvements into the final plans and traffic study.
We also presented in our correspondence of 9/18/13 and at last night's meeting a plan to modify the
proposed hotel footprint and service port layout which will allow a 30-foot delivery truck to pull into the
loading dock and turn around, so backing up over the sidewalk on Washington Street is no longer
required. Based upon the Planning Board's favorable reaction to this proposal, and at your request, we
have also revised the Delivery Summary table previously prepared, incorporating this change:
C��eli�rer�v 1Jel�ic�e�ummar�r
'�end�r �ys�c� ��ra�to�a E�gI�eJ Antonu��� Sid UV�iner �org�n Linen �authern/ 5tarh�ucks�
D�Cre�cent� Er�pire f DTS
Type fa�d products beer pr�du�c+e produc�e,meat, linen�ervice Viqu�r mixed delirrer}�
cheese distributors
Truck T�pe �hort tra�t�� �hort tra�:ta�r 30"city truck ��"city tr�ck v�r� �G'-28'cit�t tr�ctvr tra�ler
trail�r��9" trailer��9' tru�.k
tr�ail�r�,Cit�r trail�er�,si�e
truc�also lo�d
av�il�b�e
Truck H�i ht �12' �12' �12' ���' �1�" �1�' �12'
Deli�r�ery Tirr�� t�efore 6�M rnid-day,15 �ef�re 7 Al�ll �nid-morr�in� �r�ri�s bef�are 10 AN1 v�ri�es
mir�utes
Exist.F�equ�ncy� 2-3 tir�es/w��k �tir�es,jweek [��il�r �-3 tirne���reek �tirraes/vveek �times/vueek onceJ+�r�ek
�total� �total�
Exist.Lo�catian parkin�lot parking IQt�if par�Cir����r�t parkin�lot�if parking I�t p�rking lot�if 1!1}ashin�tan
nc�t full}�r n�t f�ulJ}�r not full}�r �treet Ic�a�ding
'UlPashin�ton Wa�hington V�Iashir�gt�an ��ne
Str��t I��din� �tre�t I��ding Street In�ding
�c�ne z�ne z�ne
— _
Pr��osed no�char��e r�o cha��� �o ch���� n��.h�n�e elomin�t��due reduced�a� na ehange
Fr�quer�cy t�in-hc�a�s� times�'week due
I��ndr� t�r new�tnra�e
Rro�pr�se�d Washin�tan Vll�shingt�n loadin�do�c�- ��ading dnc'k- N�A loa�ding dack- 1Nashin�tnn
Loc�tion �treet I��ding Stre�t I+�ading pull in pull in p�all in Stre�et I�ading
�nn� zone zo�ne
Ms. Kate Maynard September 26, 2013
City of Saratoga Springs Page 3
We appreciate all your assistance so far, and we look forward to making our presentation of final site
plans and traffic study on October 23rd. Thank you, and if you have any questions, please call me at
518-453-3927.
Very truly yours,
Anthony P. Stellato, Jr. PE
Vice President
cc: Skip Scirocco, Commissioner, DPW
Kevin Veitch, Public Safety
Presidian Saratoga Hospitality Group Partners
Matt Chauvin
Christina Doughney
V:�Projects\ANY\K3\25173\Data\Other\Service Vehicles\130926 letter on deliveries.docx
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Tab 8 - Raw Data
Saratoga Springs,NY
Job Number:519190_SADIM Staff:SS Created:August 29,2013
� • • '� •• � • : • '�
�
This This This %Rooms STAR
Year %Chg Year %Chg Year %Chg This Year %Chg This Year %Chg This Year %Chg Census Props Census Rooms Participants
Aug 08 73.3 271.08 198.64 26,133 19,150 5,191,178 6 843 100.0
Sep 08 57.0 144.50 82.34 25,290 14,412 2,082,484 6 843 100.0
Oct 08 59.7 144.28 86.15 26,133 15,603 2,251,235 6 843 100.0
Nov 08 44.8 124.59 55.77 25,290 11,321 1,410,520 6 843 100.0
Dec 08 35.9 105.82 38.02 26,133 9,389 993,564 6 843 100.0
Jan 09 29.9 106.05 31.71 26,133 7,814 828,680 6 843 100.0
Feb 09 41.4 102.38 42.38 23,604 9,771 1,000,396 6 843 100.0
Mar 09 41.3 109.06 45.03 26,133 10,789 1,176,662 6 843 100.0
Apr 09 52.7 112.67 59.43 25,290 13,339 1,502,889 6 843 100.0
May 09 58.2 139.46 81.23 26,133 15,221 2,122,685 6 843 100.0
Jun 09 66.1 145.88 96.42 25,290 16,715 2,438,350 6 843 100.0
Ju109 68.3 156.79 107.07 26,133 17,846 2,798,025 6 843 100.0
Aug 09 86.8 18.5 239.28 -11.7 207.73 4.6 26,133 0.0 22,687 18.5 5,428,498 4.6 6 843 100.0
Sep 09 70.2 23.3 152.55 5.6 107.17 30.1 25,290 0.0 17,766 23.3 2,710,215 30.1 6 843 100.0
Oct 09 70.4 18.0 138.23 -4.2 97.36 13.0 26,133 0.0 18,407 18.0 2,544,326 13.0 6 843 100.0
Nov 09 56.2 25.6 117.11 -6.0 65.83 18.0 25,290 0.0 14,215 25.6 1,664,757 18.0 6 843 100.0
Dec 09 48.2 34.1 106.84 1.0 51.46 35.3 26,133 0.0 12,586 34.1 1,344,698 35.3 6 843 100.0
Jan 10 47.1 57.7 102.63 -3.2 48.39 52.6 26,133 0.0 12,321 57.7 1,264,460 52.6 6 843 100.0
Feb 10 52.1 25.7 104.85 2.4 54.57 28.8 23,604 0.0 12,286 25.7 1,288,176 28.8 6 843 100.0
Mar 10 56.1 35.8 107.47 -1.5 60.24 33.8 26,133 0.0 14,648 35.8 1,574,226 33.8 6 843 100.0
Apr 10 63.0 19.4 114.54 1.7 72.12 21.4 25,290 0.0 15,924 19.4 1,823,943 21.4 6 843 100.0
May 10 68.8 18.2 140.53 0.8 96.71 19.1 26,133 0.0 17,984 18.2 2,527,319 19.1 6 843 100.0
Jun 10 80.7 22.1 144.27 -1.1 116.47 20.8 25,290 0.0 20,417 22.1 2,945,518 20.8 6 843 100.0
Jul 10 80.5 17.9 168.55 7.5 135.70 26.7 26,133 0.0 21,040 17.9 3,546,196 26.7 6 843 100.0
Aug 10 88.9 2.4 231.63 -3.2 206.00 -0.8 26,133 0.0 23,241 2.4 5,383,277 -0.8 6 843 100.0
Sep 10 77.0 9.6 145.62 -4.5 112.14 4.6 25,290 0.0 19,475 9.6 2,835,895 4.6 6 843 100.0
Oct 10 74.1 5.3 134.96 -2.4 100.07 2.8 26,133 0.0 19,377 5.3 2,615,160 2.8 6 843 100.0
Nov 10 65.4 16.3 113.85 -2.8 74.41 13.0 25,290 0.0 16,529 16.3 1,881,770 13.0 6 843 100.0
Dec 10 41.5 -13.8 103.69 -2.9 43.03 -16.4 26,133 0.0 10,845 -13.8 1,124,554 -16.4 6 843 100.0
Jan 11 44.2 -6.3 98.87 -3.7 43.70 -9.7 26,133 0.0 11,549 -6.3 1,141,891 -9.7 6 843 100.0
Feb 11 49.6 -4.7 107.71 2.7 53.40 -2.1 23,604 0.0 11,703 -4.7 1,260,528 -2.1 6 843 100.0
Mar 11 59.2 5.6 109.31 1.7 64.69 7.4 26,133 0.0 15,467 5.6 1,690,634 7.4 6 843 100.0
Apr 11 69.7 10.7 112.46 -1.8 78.38 8.7 25,290 0.0 17,625 10.7 1,982,114 8.7 6 843 100.0
May 11 75.6 9.8 133.96 -4.7 101.26 4.7 26,133 0.0 19,753 9.8 2,646,111 4.7 6 843 100.0
Jun 11 83.9 4.0 137.57 -4.6 115.48 -0.9 25,290 0.0 21,229 4.0 2,920,401 -0.9 6 843 100.0
Ju111 88.6 10.0 172.31 2.2 152.67 12.5 26,133 0.0 23,154 10.0 3,989,606 12.5 6 843 100.0
Aug 11 94.7 6.5 233.60 0.8 221.28 7.4 26,133 0.0 24,755 6.5 5,782,698 7.4 6 843 100.0
Sep 11 87.8 14.1 147.66 1.4 129.71 15.7 25,290 0.0 22,215 14.1 3,280,314 15.7 6 843 100.0
Oct 11 82.4 11.1 133.86 -0.8 110.24 10.2 26,133 0.0 21,521 11.1 2,880,772 10.2 6 843 100.0
Nov 11 76.8 17.5 114.62 0.7 88.01 18.3 25,290 0.0 19,419 17.5 2,225,882 18.3 6 843 100.0
Dec 11 57.3 38.2 108.79 4.9 62.39 45.0 26,133 0.0 14,986 38.2 1,630,347 45.0 6 843 100.0
Jan 12 63.7 44.0 106.72 7.9 67.93 55.5 26,133 0.0 16,635 44.0 1,775,300 55.5 6 843 100.0
Feb 12 66.7 34.6 112.93 4.8 75.37 41.1 23,604 0.0 15,754 34.6 1,779,079 41.1 6 843 100.0
Mar 12 74.0 25.1 116.52 6.6 86.28 33.4 26,133 0.0 19,351 25.1 2,254,726 33.4 6 843 100.0
Apr 12 77.6 11.3 122.97 9.3 95.40 21.7 25,290 0.0 19,620 11.3 2,412,714 21.7 6 843 100.0
May 12 78.2 3.4 144.13 7.6 112.70 11.3 26,133 0.0 20,433 3.4 2,945,085 11.3 6 843 100.0
Jun 12 86.6 3.1 145.84 6.0 126.27 9.3 25,290 0.0 21,896 3.1 3,193,365 9.3 6 843 100.0
Ju112 87.8 -0.9 187.71 8.9 164.74 7.9 26,133 0.0 22,936 -0.9 4,305,263 7.9 6 843 100.0
Aug 12 93.5 -1.3 247.41 5.9 231.26 4.5 26,133 0.0 24,427 -1.3 6,043,538 4.5 6 843 100.0
Sep 12 82.5 -6.0 149.61 1.3 123.50 -4.8 25,290 0.0 20,875 -6.0 3,123,198 -4.8 6 843 100.0
Oct 12 81.5 -1.0 144.04 7.6 117.40 6.5 26,133 0.0 21,301 -1.0 3,068,098 6.5 6 843 100.0
Nov 12 64.7 -15.7 122.80 7.1 79.51 -9.7 25,290 0.0 16,374 -15.7 2,010,691 -9.7 6 843 100.0
Dec 12 48.9 -14.7 116.85 7.4 57.17 -8.4 26,133 0.0 12,786 -14.7 1,494,048 -8.4 6 843 100.0
Jan 13 54.5 -14.4 112.39 5.3 61.22 -9.9 26,133 0.0 14,235 -14.4 1,599,857 -9.9 6 843 100.0
Feb 13 62.0 -7.1 119.66 6.0 74.20 -1.6 23,604 0.0 14,637 -7.1 1,751,482 -1.6 6 843 100.0
Mar 13 67.3 -9.1 119.84 2.8 80.62 -6.6 26,133 0.0 17,582 -9.1 2,106,951 -6.6 6 843 100.0
Apr 13 77.2 -0.4 130.19 5.9 100.55 5.4 25,290 0.0 19,533 -0.4 2,542,997 5.4 6 843 100.0
May 13 76.2 -2.6 153.59 6.6 117.01 3.8 26,133 0.0 19,909 -2.6 3,057,918 3.8 6 843 100.0
Jun 13 82.3 -5.0 149.35 2.4 122.87 -2.7 25,290 0.0 20,806 -5.0 3,107,329 -2.7 6 843 100.0
J u l 13 88.5 0.9 203.60 8.5 180.27 9.4 26,133 0.0 23,138 0.9 4,710,946 9.4 6 843 100.0
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Tab 9 -Classic
Saratoga Springs,NY
Job Number:519190_SADIM Staff:SS Created:August 29,2013
�. • �, ��' ' �� �- • : � '�
°/a Rooms STAR
IThis Year %Chg This Year %Chg This Year °/a Chg This Year %Chg This Year %Chg This Year %Chg Census Props Census Rooms Participants
� Aug 08 73.3 271.08 198.64 26,133 19,150 5,191,178 6 843 100.0
Sep 08 57.0 144.50 82.34 25,290 14,412 2,082,484 6 843 100.0
Oct 08 59.7 144.28 86.15 26,133 15,603 2,251,235 6 843 100.0
Nov 08 44.8 124.59 55.77 25,290 11,321 1,410,520 6 843 100.0
Dec 08 35.9 105.82 38.02 26,133 9,389 993,564 6 843 100.0
� � � �� �� �� �� � �
Jan 09 29.9 106.05 31.71 26,133 7,814 828,680 6 843 100.0
Feb 09 41.4 102.38 42.38 23,604 9,771 1,000,396 6 843 100.0
Mar 09 41.3 109.06 45.03 26,133 10,789 1,176,662 6 843 100.0
Apr 09 52.7 112.67 59.43 25,290 13,339 1,502,889 6 843 100.0
May 09 58.2 139.46 81.23 26,133 15,221 2,122,685 6 843 100.0
Jun 09 66.1 145.88 96.42 25,290 16,715 2,438,350 6 843 100.0
Ju109 68.3 156.79 107.07 26,133 17,846 2,798,025 6 843 100.0
Aug 09 86.8 18.5 239.28 -11.7 207.73 4.6 26,133 0.0 22,687 18.5 5,428,498 4.6 6 843 100.0
Sep 09 70.2 23.3 152.55 5.6 107.17 30.1 25,290 0.0 17,766 23.3 2,710,215 30.1 6 843 100.0
Oct 09 70.4 18.0 138.23 -4.2 97.36 13.0 26,133 0.0 18,407 18.0 2,544,326 13.0 6 843 100.0
Nov 09 56.2 25.6 117.11 -6.0 65.83 18.0 25,290 0.0 14,215 25.6 1,664,757 18.0 6 843 100.0
Dec 09 48.2 34.1 106.84 1.0 51.46 35.3 26,133 0.0 12,586 34.1 1,344,698 35.3 6 843 100.0
� � � � � �
Jan 10 47.1 57.7 102.63 -3.2 48.39 52.6 26,133 0.0 12,321 57.7 1,264,460 52.6 6 843 100.0
Feb 10 52.1 25.7 104.85 2.4 54.57 28.8 23,604 0.0 12,286 25.7 1,288,176 28.8 6 843 100.0
Mar 10 56.1 35.8 107.47 -1.5 60.24 33.8 26,133 0.0 14,648 35.8 1,574,226 33.8 6 843 100.0
Apr 10 63.0 19.4 114.54 1.7 72.12 21.4 25,290 0.0 15,924 19.4 1,823,943 21.4 6 843 100.0
May 10 68.8 18.2 140.53 0.8 96.71 19.1 26,133 0.0 17,984 18.2 2,527,319 19.1 6 843 100.0
Jun 10 80.7 22.1 144.27 -1.1 116.47 20.8 25,290 0.0 20,417 22.1 2,945,518 20.8 6 843 100.0
Jul 10 80.5 17.9 168.55 7.5 135.70 26.7 26,133 0.0 21,040 17.9 3,546,196 26.7 6 843 100.0
Aug 10 88.9 2.4 231.63 -3.2 206.00 -0.8 26,133 0.0 23,241 2.4 5,383,277 -0.8 6 843 100.0
Sep 10 77.0 9.6 145.62 -4.5 112.14 4.6 25,290 0.0 19,475 9.6 2,835,895 4.6 6 843 100.0
Oct 10 74.1 5.3 134.96 -2.4 100.07 2.8 26,133 0.0 19,377 5.3 2,615,160 2.8 6 843 100.0
Nov 10 65.4 16.3 113.85 -2.8 74.41 13.0 25,290 0.0 16,529 16.3 1,881,770 13.0 6 843 100.0
Dec 10 41.5 -13.8 103.69 -2.9 43.03 -16.4 26,133 0.0 10,845 -13.8 1,124,554 -16.4 6 843 100.0
� � � � � �
Jan 11 44.2 -6.3 98.87 -3.7 43.70 -9.7 26,133 0.0 11,549 -6.3 1,141,891 -9.7 6 843 100.0
Feb 11 49.6 -4.7 107.71 2.7 53.40 -2.1 23,604 0.0 11,703 -4.7 1,260,528 -2.1 6 843 100.0
Mar 11 59.2 5.6 109.31 1.7 64.69 7.4 26,133 0.0 15,467 5.6 1,690,634 7.4 6 843 100.0
Apr 11 69.7 10.7 112.46 -1.8 78.38 8.7 25,290 0.0 17,625 10.7 1,982,114 8.7 6 843 100.0
May 11 75.6 9.8 133.96 -4.7 101.26 4.7 26,133 0.0 19,753 9.8 2,646,111 4.7 6 843 100.0
Jun 11 83.9 4.0 137.57 -4.6 115.48 -0.9 25,290 0.0 21,229 4.0 2,920,401 -0.9 6 843 100.0
Ju111 88.6 10.0 172.31 2.2 152.67 12.5 26,133 0.0 23,154 10.0 3,989,606 12.5 6 843 100.0
Aug 11 94.7 6.5 233.60 0.8 221.28 7.4 26,133 0.0 24,755 6.5 5,782,698 7.4 6 843 100.0
Sep 11 87.8 14.1 147.66 1.4 129.71 15.7 25,290 0.0 22,215 14.1 3,280,314 15.7 6 843 100.0
Oct 11 82.4 11.1 133.86 -0.8 110.24 10.2 26,133 0.0 21,521 11.1 2,880,772 10.2 6 843 100.0
Nov 11 76.8 17.5 114.62 0.7 88.01 18.3 25,290 0.0 19,419 17.5 2,225,882 18.3 6 843 100.0
Dec 11 57.3 38.2 108.79 4.9 62.39 45.0 26,133 0.0 14,986 38.2 1,630,347 45.0 6 843 100.0
�� � � � � �
Jan 12 63.7 44.0 106.72 7.9 67.93 55.5 26,133 0.0 16,635 44.0 1,775,300 55.5 6 843 100.0
Feb 12 66.7 34.6 112.93 4.8 75.37 41.1 23,604 0.0 15,754 34.6 1,779,079 41.1 6 843 100.0
Mar 12 74.0 25.1 116.52 6.6 86.28 33.4 26,133 0.0 19,351 25.1 2,254,726 33.4 6 843 100.0
Apr 12 77.6 11.3 122.97 9.3 95.40 21.7 25,290 0.0 19,620 11.3 2,412,714 21.7 6 843 100.0
May 12 78.2 3.4 144.13 7.6 112.70 11.3 26,133 0.0 20,433 3.4 2,945,085 11.3 6 843 100.0
Jun 12 86.6 3.1 145.84 6.0 126.27 9.3 25,290 0.0 21,896 3.1 3,193,365 9.3 6 843 100.0
Ju112 87.8 -0.9 187.71 8.9 164.74 7.9 26,133 0.0 22,936 -0.9 4,305,263 7.9 6 843 100.0
Aug 12 93.5 -1.3 247.41 5.9 231.26 4.5 26,133 0.0 24,427 -1.3 6,043,538 4.5 6 843 100.0
Sep 12 82.5 -6.0 149.61 1.3 123.50 -4.8 25,290 0.0 20,875 -6.0 3,123,198 -4.8 6 843 100.0
Oct 12 81.5 -1.0 144.04 7.6 117.40 6.5 26,133 0.0 21,301 -1.0 3,068,098 6.5 6 843 100.0
Nov 12 64.7 -15.7 122.80 7.1 79.51 -9.7 25,290 0.0 16,374 -15.7 2,010,691 -9.7 6 843 100.0
Dec 12 48.9 -14.7 116.85 7.4 57.17 -8.4 26,133 0.0 12,786 -14.7 1,494,048 -8.4 6 843 100.0
� * � � � �
Jan 13 54.5 -14.4 112.39 5.3 61.22 -9.9 26,133 0.0 14,235 -14.4 1,599,857 -9.9 6 843 100.0
Feb 13 62.0 -7.1 119.66 6.0 74.20 -1.6 23,604 0.0 14,637 -7.1 1,751,482 -1.6 6 843 100.0
Mar 13 67.3 -9.1 119.84 2.8 80.62 -6.6 26,133 0.0 17,582 -9.1 2,106,951 -6.6 6 843 100.0
Apr 13 77.2 -0.4 130.19 5.9 100.55 5.4 25,290 0.0 19,533 -0.4 2,542,997 5.4 6 843 100.0
May 13 76.2 -2.6 153.59 6.6 117.01 3.8 26,133 0.0 19,909 -2.6 3,057,918 3.8 6 843 100.0
Jun 13 82.3 -5.0 149.35 2.4 122.87 -2.7 25,290 0.0 20,806 -5.0 3,107,329 -2.7 6 843 100.0
Ju113 88.5 0.9 203.60 8.5 180.27 9.4 26,133 0.0 23,138 0.9 4,710,946 9.4 6 843 100.0
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LJ INVENTIV HEALTH
September 23, 2�13
Bruc� Le�insky
Merl�n De�elopment
5 �IJeils Street
Saratoga Springs, NY 12SGG
Re: Parkin Re uirements for Hamilton Street Parkin L�t � }
'h _
�
Dear B ruce,
In light of the proposal for a multi-levei park�ng garage on th� Hamilton Street Parking
Lot, please be inf�rmed that Palio+lgnite is in need of nat less than 4� parking spaces
for its normal daily u�e throughout the year �please see attaChed parking use sheets}.
�
If we have a need for add�tianal spaces for spe�ial e�ents, we will give the garage �
management reasona�le no�ice and the number of additional projected spaces that may
be required. It is expected that the number �f e�ents wil! not exceed eight per year. '
I
5incerely,
�
Michael Myers
President
dd
260 Broadway,Saratoga Springs,NY 1 Z866 T 518.584,8924
450 West 15th Street,4th Floar,New York,NY 1 D011 T 21 Z,364.0453
7535 Irvine Center Drive,5u�re 100,Irvine,CA 92618 T 949,861.3Z35
,
�N ,
'`�,
° beyond experience
HAMILTON STREET PARKING LOT CAR COUNTS-JULY 2013
Date Time No. of Cars Note
Monday,July 08, 2013 9:45 AM 40
Wednesday,July 10, 2013 11:00 AM 39
Th u rsday,J u ly 11, 2013 10:00 AM 26
1:45 PM 27
Friday,July 12, 2013 11:00 AM 28
12:15 PM 28
Monday,July 15, 2013 10:30 AM 27
4:00 P M 28
Tuesday,July 16, 2013 9:15 AM 21
3:15 PM 26
Wednesday,July 17, 2013 9:30 AM 28
2:15 PM 32
Th u rsday,J u ly 18, 2013 11:05 AM 23
2:30 PM 28
Friday,July 19, 2013 10:40 AM 23
3:00 PM 18
Monday,July 22, 2013 10:00 AM 22
4:00 PM 21
Tuesday,July 23, 2013 9:15 AM 28
12:30 PM 22
Wednesday,July 31, 2013 10:30 AM 18
JULY PEAK CAR COUNT 40
JULY AVERAGE CAR COUNT 26
HAMILTON STREET PARKING LOT CAR COUNTS-AUGUST 2013
Date Time No. of Cars Note
Friday, August 02, 2013 10:30 AM 28
12:45 PM 25
Monday, August 05, 2013 11:40 AM 25
3:49 PM 27
Tuesday, August 06, 2013 9:39 AM 26
3:30 PM 34
Wednesday, August 07, 2013 12:15 PM 26 and 2 school buses
5:00 PM 18
Thursday, August 08, 2013 9:05 AM 23
12:00 PM 28
Friday, August 09, 2013 9:10 AM 20
3:15 PM 27
Monday, August 12, 2013 10:50 AM 26
3:30 PM 22
Tuesday, August 13, 2013 9:30 AM 28
2:15 PM 25
Wednesday, August 14, 2013 11:40 AM 16
3:30 PM 18
Thursday, August 15, 2013 9:05 AM 10
2:55 PM 21
Friday, August 16, 2013 11:55 AM 21
3:25 PM 24
Monday, August 19, 2013 11:15 AM 26
4:45 PM 22
Tuesday, August 20, 2013 9:30 AM 21
1:15 PM 23
Wednesday, August 21, 2013 9:25 AM 24
3:45 PM 21
Thursday, August 22, 2013 11:30 AM 23
3:45 PM 22
Friday, August 23, 2013 12:30 PM 17
4:15 P M 15
Monday, August 26, 2013 10:20 AM 29
3:00 PM 27
Tuesday, August 27, 2013 11:35 AM 26
5:00 PM 21
Wednesday, August 28, 2013 9:10 AM 27
1:05 PM 25
Thursday, August 29, 2013 9:05 AM 27
2:00 PM 23
Friday, August 30, 2013 10:00 AM 26
1:00 PM 17
AUGUST PEAK CAR COUNT 34
AUGUST AVERAGE CAR COUNT 23
HAMILTON STREET PARKING LOT CAR COUNTS-SEPTEMBER 2013
Tuesday, September 03, 2013 9:00 AM 12
3:00 PM 18
Wednesday, September 04, 2013 9:30 AM 19
1:00 PM 29
Thursday, September 05, 2013 10:00 AM 22
4:00 P M 28
Friday, September 06, 2013 10:30 AM 22
4:00 P M 25
Monday, September 09, 2013 9:30 AM 19
Thursday, September 12, 2013 10:45 AM 24
4:30 PM 23
Friday, September 13, 2013 11:40 AM 23
2:00 PM 25
Monday, September 16, 2013 10:50 AM 25
3:15 PM 24
Tuesday, September 17, 2013 9:00 AM 19
5:00 PM 21
Wednesday, September 18, 2013 11:40 AM 27
4:00 P M 23
Thursday, September 19, 2013 9:45 AM 30
3:00 PM 33
Friday, September 20, 2013 11:35 AM 27
4:15 PM 24
Monday, September 23, 2013 9:00 AM 17
3:30 PM 23
Tuesday, September 24, 2013 11:30 AM 22
2:30 PM 26
Wednesday, September 25, 2013 10:15 AM 27
3:00 PM 22
Thursday, September 26, 2013 9:10 AM 18
2:30 PM 21
Friday, September 27, 2013 11:30 AM 27
3:45 PM 26
SEPTEMBER PEAK CAR COUNT 33
SEPTEMBER AVERAGE CAR COUNT 23