Loading...
HomeMy WebLinkAbout20210243 19 Washington St. Prior traffic study ■ 1 an am o e . e eve o men ro ec S arato a S ri n s NY g p g � TRAF F I C I M PACT STU DY �u�y2o13 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. � � � � � � � � � � o �, � � � � � � � � � � � . � � �� , 1 . � 35 � 13� --� �- 5 �� _ 1�� � 1�5�13�� __ 19 �` 105�77} _ � � � _ . Washing�on S�ree� *,� �, � �n �� � � � � � � � � � � � � � � � LE�END � � � � ��c������_�nn ���r� � � m � 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. � � � � � � � � � � � o � � � � �� � � � � � � � � � � � �' �� .� � � �. � � � � �� �� � ��� �� - �� � _ _ . . ��� �� �������� __� �� �� ,�,,� ,� ������� -- � , ��������������� � � � � � �' � � � � � � � � � � � � � � LE� � � � � _ � � �4 � ��C� ����)-�I'� ��AT� 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 � ) � ) 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 � � � � � � � D r"' I �` � � � � � � ;� � �, � � ..� �� � � ,� � � � � � � � � � � � � .� C� . � �.� �� � � ��z �� ��.. i � � ) � � � ���� �(�1 �1� -� � ���z�� �(11) � ����� _ �� .� Y s(��� ��i� i�1�� ,. fi � �, ,� Washirrgtc���treet � �� � � � � � � � � LE�EN D � � � � � � � �c�cx��c�x)=���s�r� � 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. � � � � � � � � � 5� � � � � � � ' � lw �w,� � ��, � _ � � � �. � ��,�_� � ������ � _� � �-. 4���3) � �� '" 4�.�4�� .�"` ° f � _- � " � I�Ya�hrn�tcrrr Stree� � � � cu � �1-�- . �, � � � � � '� � t����a o � � � � x�cx�x�cx��Pn������ � Exhibit 4: Valet Trips 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. � � � � � � � � � � � � � � � � rn ;� :+..� � � � o � � � � � � � � � � ' � �. � _ � �s �- �$o�z��� ������� �� �,� _ ��� �sa���a� �� �� ��� � ������ . : ����1.��}' �� � ���(���y . �.��(���� : �a�(aay - - 'r � I _� Wa�t�ing�vn S�r�e� � ry ry � � � ty ry c� �tk �, �3 �. p � �, r� � 'T� � LEGEfVL � � o � xxx�xxx�_�n��s�Y� � � �° 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 • Figures Rip Van Dam Redevelopment Project-Traffic Impact Study . � �. � � , ��' _ i •=. ' � . _`9' �- � �-' �' v �, •. , . f . ''r� r� , ': • _ ' 4 ` ;'� a•'' �,y T � ,f � ,'. ��� � ����,ro . y �� �� , . � �,' ��, - �= ' �,._ � . .�. , � - _ �"'� �_:= '_ � � .; _ , „ _ ,� .. �- �- �� _ . ' ♦ �� . -,� - ' {- ' �.i � �I s . ' ��` �� �� � � �R � . �a�►�' �"` �'� � � - � � - � 1 . � � � c ' � " r � - 4:t = ��1 i ' _ w� '1�0 � � •, ` � 1 � �' �����, i1 � �;���j � � ��,i —.� �� ` ,,�y �.- �� � ���..� � � � ,` 1� �� . J' . ` ., '`� �'"j�; � �. � �r� w. '�`� � ��t 14 ��� . - . _ ,,,.� -� , - . T � �� ""�,-�,,-� �,� •�-� .� ��-�-,, �"' _ . � .'f"�1 '" � � � � .. ., ��� �� , ' - - �n'�' '�'�R'#'r►'�` �ir, . �-� ' , y � . . ', `, .�.,,,�.. _,+�A��`� ��.*�'�'1'�' �,►�•fi ,,,�, � �s ` � . � �,� � � � � ���� � � � �� � ".�1 ���`, �' -� • �� � ��� ' 1;� 5 . ..., �� 1a �� `� 1 r � $� � �� j � � � � � i ��� �,� � I�w ` � 1 � � � " � � . +�. � ` �' � � ���� � � - .. � �i f. �� � � �s�J/r � _ � � � � � � � � � �� � _ �" � � � � � -�'�,� � •� .�� �� ,�\ �id �'a +'. � � � � �} _� �� �� ,'� t � N ' , �� ��v• � .' �� ' - ` �' '� , � �� Y �1}}. - ^��� i�. �� . �� r I �� � �� +� � m f � '���� � � �� ' '� � � - .� � � f �' � � ,f. ' ' j I ��' �� .a. . . ,��M ('?"'� . � ' . w � N � �I{�+ �� �... � � �' ,'1 r : .r' �' �ry+ � � „� . � � i 1 � �� �1. ' -,� , � 's�� .. ��y .�_� �� � �� s. ' ,. }� )f� �� �� �� i��+��I j� , � _ � f 7 ' i �� � x * � � � �,' ' ,� -- ''� -�� ;�F� � � .�.,e1, , _ �, ; � �,�- ���,�,� ; � � � . ,- , - -- �: - • � � ,� � � �� /J _ � _ � �, , , 4 _ i ! �' k� � • 5 � � � �• �� � � �� �'~ � ,,R � � � � � �. �� ��� � ��`�' �* v �� � , ` T • � � �� � �� � � J � � � � r . '��'i" r a� � r`, .� - ��! ��� '!�1+T � � � � r"'�' � - � r +�, � � � �' � �' ��r•T A"3� �'� �` '� � � `• . � � ' �� � � �"'� �' � ..�` �`r �- � , �` � L � � j� ,� � ,�.,'�"f.-� � c� �, � �.�` �„�.� +�+e� ' " �► � �� � �{�� � � r� � � �� � '' . ,� ' _ T� _ '�''�;. � �� . � �' �. � � f r � � � ..�� �' .. �`1 � ..�� � � , •. } ,� ,� .�. �'.� � � � 1 � - . i , �� � �y �� •a �t 4 � u �k . � F _"�! � �� �" � �• �i � �. � � � � 1 1 �. � " '� � � .� � � � � N ,� r� Y� � f n � % • � ,� � M a�—— � � . /�► , �, �' ��yy , ,� o � T � ; �' .-,. � �� - N � � � �n , �� _� r►r'�'►� ° ' �k-�.��- � �� � . -,-�,.. �`� ' � -� , , «�, � � �. � �._ F ��. , � �„ � ..�� °'�,.�.�� � • --�� -,-� � *• � � �. - * � . . ' ` • � ,� .� � . � � • - , � , ���. , . �. . o � . � � �, -. ,� - � � . .�- - � . . .. J t - � � , ,._ � �'• �- . �,5i � ,�. . � , , , _ � •. , .� � _ �+ _ ^� , � �. � �''�''� �_ `� �• ��,� " '"� " �� " �` ' � ,. � . �` ^�i. �- , � ���.., �� ,� , �� �, _ � � � p ' . � � ' �� 7�� �M' � • �c�i � "r-�'+ ' � � '� '� � � N '� � �. .�� ��� � I,�`,�` � ►:. ,�� � •,1` - �� +/-� •�""� � � - �L,� � � r'� � �"' - _ �"� � � `�} � � � � � �. . �' � � �i /.�,� � "'a-• 1 ' � !� w — � � `�l + � � ` �� N � ',( �.� �r�, �+ '� `* ' �, � • ^"f r J' \ f y' _ \ � ��� # I� ("'�'�.� � � *� ,.,. iv& r } '"I � ��, �, . '�",." „ T� � � L��� � �' � � � � �� �� ���� � �, � � `� I �r I � �� �i� I� ��. � • �r� �• � �f• V �� ��� ���� � �~ ,�� �/� � � � . V �. � �'I ", � • � � #. ��y �`'�+�4� ■ �y �� � � V J � 1-•�� �� . ' ,� � � � , r/ � �• � �Z � ` • �� * ` � � • �. � ♦ ��� 1 c� • � � �`� � � � ` .R^ , .' • - . ry"T i4 ��r � ,� �' �.'� � � . �� �J � ♦ � � � ; . i � � Rs � � s y � � ' � jr i � � T fi� � . � �• r ■: � r �`�. � ' ;►' �`'"� � � - ., ��� � 'r�'" ' '�+r �" + . � �li+ � .� / �� - �����"� � � � + �` C� '+ �,.�� - � ,�►�„� � �� ► /�/ � � + � , ► LL �. �•:a� .� � .� Artl� �I�+.��� . � � � � � � � �' � �* �r� � � �l f ��'�� ��� ��'M. , �� � _�- � ` � � .r� �,:�� �j �. , �� ��- ,� � ,� _ 1` -� , ,, � , � � . � � �� � �� l�' �i . ' � M+� f '. � 'R� s. �■;t+ r �r r � � ` �'� � � � � � � i` � a►� + r� ���; , r � ,�' � �.� ���n, �Le �� � � i �� f � ' .. Q '�r • .. �.� r i � �. s •��' #� �1 •' r A�t, /T�' � • ' ! � • R i � � _ �� � � . �� �, �� . / . - t.��� � i "� . - . ` *��` } ` � r�. �����f-�Ir ' �-�r � , ��,��, a��.����. . �r' . . �, t. , '�'^� r�,, .� �. � � � 3 i'-' � � � ' , ���s r i'� � 1 � , ;�. � ' ` r k +� � i � '�-: � (� r "+"'�' � �, 1 '�t�, '��� ��� , , � , .. � rr ' ,�! , • . - . ' � �� •�r� . � r � � , f , � � � L'r - ��� t' �.' � �rr � � y..�� ♦ � # � � r � zQ Drawing Copyright�2013 P R 0 J E C T N 0. � OFF—SITE PARKING 8c VALET ROUTE � ~ 25173 � w � 0 � DATE: 07/05/13 � RIP VAN DAM HOTEL � III wnners Circle.PO Box 5269•Albany,NY 12205-Q269 Main:(518}453�500•www.chacompanies.com S A R A TO G A S P R I N G S, N Y FI G U R E 1 a� � \\� � � � I \ � I I � ' I . .� � � W � � , �i, � � � � :;�; - � � � � � I \\� ' � w �-- I . � z r, Q: � z Q I co .�1 0 `> .� � a� co U o - 0 �j -,� � �n � I �� �� � v � ,., �� I �� ; ��� ►� . � ,_� i � � � � �_ �� \�:�� �. o_� \ �,� �� �, ►� �.� ��` \�\ �, ' (` � �\ � � , ,•w, \ . \ ;; � � � I ��, ,. � � \� \, � � �;A�� \� � ��~ � ��� _ � � � . .�� . , ,� � . . \\� � '���;� �, � o,°' \��\\ \ � � V_, ''����x'� ,b �, _ � .� ,�'�,/'�. �� c� � ' � ,� �.�. � � _ � v� ' ) � � vl I \ � I I � I N � I � I .` � �O7 I .�. � . � N �\\ ��� � � . �--_. � I � � W �;;, ,�9� � r z �� o�� �� � �,� � �, �.� �/,I -_� �� , _ I �' ,�'��S o � ., Z N _, � � ^ , . o � � ii '� � � d' oo �,- � � �_Y, � H / /� <<� I V J � � ``� � � � � � , t � � _ , � , � ,, r � , I { �� t ` ' � w ; �� � � � ` :, N � � t a • � \ � � � � I � � f N �\ �� a; i Q . � ° � II ( I � I I I 1 . I �, � i I � �= ' � �� � I ` �' " ' I � � �� ��� ° _ _� � ;^��, , . �� � .• ���o j �t 0 � c� �� '� c� —— � — � r� r. , � � � � I o _�� � � - I �, � � -�� ,`\� � � � ` � � ��-- �— \ -��. �. � �� �\J '1.� � � , � ,' �� �� �\� ---- � � - ' - +� h y - �--� --- Q � I� J �? �; i _ r� N N � Q � � ` � �C� ti: I C) �� r(` n O Z Q �� � � � � I \ 3 � � � �.� • Conce t Site Plan p Rip Van Dam Redevelopment Project-Traffic Impact Study � r �� i � � � � � � � � � � . � � � � � � ' U Of �v � i[i m .. _. .. .. ., � /� _..� . .< . N r \ �-- 3�� �_ �---'-�J_'_\ _'-'-�-'-'-�_'$VJ,��- // I �9 $tlZ�y_'_'_y_'_�\'_'_�_'_' _' '_� '_, I -�Sd�'� �� -�- I -8- _I_ ' � \ � � _ ; _ ��LI0�321)2131VM„8 � _ - --- - �m / � ... I ��.. M -� M � N - - N - � ' N T____ p ____ � I I / T�.1/f��.Tn 7�,rr \. o � � � °' � - a d. M N � c' �. � c•� / ���ua - CJ N �N N r m���� ,�rl azrn3 re / N vvv I� �I� �..222 3 . � � . .:: + > r��..��___I� ,�, ��� � r I I �I� �� I � �� � (4210�3a)2131VM,9l � � 3 e� s�z > 3 . , - -�- ,., . ..._. . . _ ,.. . . --- I-- 3 ev\ -�T3 N -� � N , N� ���-1 ._�e, _.._�� � ________ �� T— —A—— � ~ _ � � o � �� SS3��V Ol 3190 o�'i � � � m m `�' � b °' �ri � - � N � N O �7 N p� N r N 61 � O� � N 61 O� (V '. � sdd8d I � 61 65.4 I � � � c'= _ � ci .,:.e'� M �: r a ^ a M 0 M �--�--�_ .I I, ,� 'v - v 'v M a � � + M r � \ i — � — — — — � ---- � I � � - - m — — - N � � I ——j?———————————— // � n � I �I / ��m I I ( � ?J� I � �� �� 3s��? N`�",� u�i�a? I �' � � I �I ��� ��� ��� �� � � W I " i � �I W W w II UW� � � m�m � � � ��� � u u n Is � N �,I n I � _� I� y • I �� '`� � I U �� I 1� � m � �� � I , � I ' � `� I \ W �- n .I � � I ��: �z¢ � I � �,~ \� I I �; o� �� �� � i �� I �J :$ I II� � I �' �.� � � I I I � I � I I �� i � L_ � I -------- � a � � � � N r 7 I <'I' � ��� c� W - I 1�, aa �V _� 's �m �Q � �.� I N� � o � Oi pf y d '� ' �N N 1G�� � � . � I M�vv c��.: cr � ���!�ti I � m�» N _ I cI�r?? ,ri \, o . M _ fJ I "' �3 � o �� N �yJ � O � � N X O � a � � a � � � � I � i I I , • � ,, o, I \ \ � ���� �r d \ �� — — — � r� �- I •� M -- � I � � � , . — — �� � I . � a a �, J � o � � r� M O N 0 M M c[ � �T' Gi ;y/ N I ] N Q � � � N � ry Q O � \ M � 3 2 ��J y~j W�.,: .;�M N � O� F y,�< K > > rn�3 W � '��� � � > �� � � - - � 3 i II � _ ���_��� .n �. � ��� � �--�-.-, •---. _ � � � � SV3,�s�-�,s� � ���_ � -'--- ---_ - _ � \ s —s— � — \ �s�_����-SMJ.Q ./ � � —.� / �f �I � ��M3LYA,Q� � .� a�.�_�e�. J � '-�— • �_\ • � —s�. , �� . � -�_ . _____ __ ,� r --_ . �� ���'���'0�8 3 . \ T " �— — M — � . � �X ���I � � � ,., . � � I - � N � I � � �� ���� X . � . � I I ����� �� � X � � - M � ��� -�.� ;��� ./ ��g � I � � ; N�, �—--�� : e/ O N�i ��° �� � � tl � ��� _���Ua��,�� ��`�:.� ��l�d � � M ��� � ;� �� �� � � ��� � �SS3�oY q�3�y�" ' q_———�N I———�— — _a � �—__---- r ��� �T — L------ b ���, � �i � � �� � � � 0 - - - -_ � � f — _— �._ � . .. � � e ... � . .. ... . . ... ,e. ., , . � .. .... -- - � - -�-� .. .. . .. ..-'--�•�• .. . . . ...,. :�� . ... ... I� e.�\ I ---- �: � I \ � � I � — � � I ���, � � � I � � I ° ,� i I �^� ! i �h� � \J,o i � ��o�^ � ZZ��D � �" �� � �a i� W� � � � W Z� �o� �I ` I oQ � �� � �� ` �� -- � � ;W o � I �0 3 I , �n = M� N . ca - � �� � M� � � I �� � ��-- _ �� � _� ��� � � ��� � � � � �, e��� D Z�,, I �N4� � � � -�m �� �M I ,.\ N � � ^ � .� Z� �, � � . < � I I � I �� � _ . �� � �_ _- - i _ _ L. I � r� ; I � �_ ��^ ^ �' r . X �, �M �+ N M \ � /' � ��� v � ��ci a �h ti� � � � �^�X/ � X X =��� ���N O N"� � N co� 3..,�``� � Z�� I � � � ��� �^ , �� � � �'z�� 2 � � � � � � � Q��� � � ^ cn 2� Z �, � ��� � �e m� W� 2 W V�� ^ �� � I ����M� � �-- � y�'�u��� =�O � —� 2�,2C=.i�� ���QN j ��h � N e�Q� ^ J J�2C=.i�� ZV���� �U I � �� \V�N , � � �Q 2o2v�� �W� I � � �Wa^ 3� JW�jm� ZQh ''' � � Zah�j � �2U Q�� � � J��� m W JW� � � �m� Q a �� ���i` �u 3� aj � I 41 Y I m � � 1S�p�� Q� ± s � � g � �� � i i 1 ,� � � �� .. ,� � � $ , , � ,� , � �o • Traffic Counts Rip Van Dam Redevelopment Project-Traffic Impact Study � � 0 t 'i U f6 Q O � � cn G f6 Q � � f6 � C6 � � � � � +� N c� cn cn � � � 0 O O � � v U � � � � � � � � � � +� O O � m U � — t�l� � � V U f6 i O � � a--� a.�.+ V � � i � _� � � � � � � L � .— � � � � � '— Q � � � s s o � •� a--� .� � � � i � � s c� ^ t� � � � O � � � — � � S '— � ,V Q � � � � � � � c� U � � o ._ p > � a� s i — i �C a-�-+ � � � � � � m > c� � — � O .� � � ra ^ ca � � � p � > `� � � � � o � � � � � �, � rl . � � �. � � � � � � m N � � � � 0 � � � � � � � N N > � � � � � � � � O nj � � � O� � �' � � N N = � � O � � •� � � � � ' om � o a� � � � ca � � � � � i.:r�i � , � � •— � • > � � � � � � � � Q � 0 . . . . � � � O O � � � � � � � i � . � � � � � � � � O O O a�o 0 0 0 o s c� c� �' � r.� � U U U U � cn U � � � .� • • � i � +�.+ +�.+ � +�+ G� � �C � � .� � � � 0 0 0 ■p � a�i � � � � � � � � i � � a a a o � > � a + w }' � � � � cn � � � v a a a � � ~ � M M M . � � � � � . . � • � �+ N �y N ca \ � \ � �„ � V O �y N • � ,n � � � � � l� �p l� � O Q O � . � � � — . V . . . � � � � • • . . . . � • �' ul u� I� � `" � � N � . ,. O O O � O . �,, •`- 1..�1 I.1') I� � O � N � m m m �n z W 00 0, � I� N N M r-I � r � r-I r-I r-I � � O M l0 I� N r-I ' O O I� � � r-I r-I Q .� l0 .� M O O � �? ;� N ; N p n� . . � O O O O O O O . M 1.Pf N l0 O N O O � �O �? r-I r-I O M 1.A � O � r-I O O O � � � O al 11� M � I� M r-I � ;� � ` i11 p �n 00 I� 0 � l0 lD l� rl �O � �: . l� �O p � - O O O O O O O . M � � p � p p p p I� r-I r-I O u1 M � � I.l) lD �' l� rl �O � ul � � O 00 00 � p I.l� pp 1p r-I N al � ; ^ Q ��i � N � ;� � � M I\ M � � . � � � . • � = • O . O O �� O O : O O • � O � � _ M � N � M � al O � � � � O� � � ' p p ^ I� O . � � � ;; � � � � � � � , � ,� > cn � (� I..L � � � (6 (6 � �+ t� �. U � � m �C � 2 p N = �p H � � • � — � . � � ■ � .,, . . . . . . � � � � ' � � O a � � s°' '� O N O • • ' � OJ O � M . � '' � � � � � .', � � � � � • +., GJ � G = G � • �` a � � � a � � o � o • `�' � � � � � N f � � N � O � N � . O O O � O O O O O . , �, . r-I I� N u� � tD `� � , � ; � � O 00 ONO � m m m m m m �n z W � z w � , o o`r'i �° � � � o � .-. � � � � �I � Q � �I N .� � � O � � � � � � � r�-I � � � � �-�-I � �N � � � � ° N � ,�-i O O r-I 00 � M N � al � N O � 01 � O M N r-I M r-I � � r-I ` r-I Q N _ N p � . . � O O O O O O O O O O O O O O . l� r-I N � N O O N � N N N r-I N M � r-I r-I O `� rl O r-I Ll� � O O O r-I ^ 00 � r-I Q Q r-I ^ I� O O � ,�.;, r-I � rl , M � o a1 , M O � N N O � O ; tD O u� rl r-I � � i11 p u� i1'f p .��n N r-I ,,o � N r-I M I� : ^ al M � p � M � al . l� �O O � � O . � - O O O O ' O O O r-I O p p O ; r-I n1 ; O . O O O O O O O � � O O O � O I_f1 N r-I M I� l0 � � � p 11� M I.A � � � O � � O l� Il1 p� I� �O � I� l0 M M I� 01 l� lD N l0 I11 00 � � l� �O O l� �O p �t � m � M N N � N � � � � � � � -,. . Lfl �11 p u� �11 p � � r • � = • O . O O � O O . O O O O O O O O O . � l0 l0 � _ N ; M p N � ° M 00 N ; � p � p M 00 � � O � � O � m � ' � O rl `� rl � � O� � " O O O O� O O . � � � O O � � � � �� � � , i ,� > cn � (� � .' i � > cn N � � � � �; (6 � f6 � � a"' = f6 � C6 � �C a"r 2 U � = m m � � U c� = m m � � � � _ _ � � � � (6 G (6 ■ � � ni ni � � � � c • G � . . � � � � � � � , � � .: �G � �c � � o � o � ca � s; •i O N O �� o N � ' OJ a N .. d . �,`; � � � i � N � r-I i r-I • � � i � � � � i � i .£. � ,,; � � � _ � °' � � � � • � a '� Q � <t a � °' � a a� � a� � � o ' � o O o � o 0 . � � � � � � � i • ' • �. �. - �. 1 1 � 11 • • �. - �. 1 11 ' •• � � . • • • - • •• • � •� • • •• • • •• • •• • •• � • • • 6/20/2013 16:00 20 125 0 145 127 0 23 150 22 0 39 61 356 Car 19 121 0 140 122 0 22 144 22 0 39 61 345 Medium 1 3 0 4 1 0 1 2 0 0 0 0 6 Heavy 0 0 0 0 0 0 0 0 0 0 0 0 0 Bus 0 0 0 0 2 0 0 2 0 0 0 0 2 Pedal Bike(Road) 0 1 0 1 2 0 0 2 0 0 0 0 3 6/20/2013 16:15 23 102 0 125 126 0 15 141 23 0 40 63 329 Car 19 96 0 115 124 0 13 137 21 0 39 60 312 Medium 2 3 0 5 0 0 0 0 2 0 1 3 8 Heavy 2 1 0 3 0 0 1 1 0 0 0 0 4 Bus 0 2 0 2 0 0 0 0 0 0 0 0 2 Pedal Bike(Road) 0 0 0 0 2 0 1 3 0 0 0 0 3 6/20/2013 16:30 19 103 0 122 144 0 27 171 26 0 45 71 364 Car 18 102 0 120 137 0 27 164 25 0 45 70 354 Medium 1 0 0 1 1 0 0 1 1 0 0 1 3 Heavy 0 0 0 0 2 0 0 2 0 0 0 0 2 Bus 0 1 0 1 4 0 0 4 0 0 0 0 5 Pedal Bike(Road) 0 0 0 0 0 0 0 0 0 0 0 0 0 6/20/2013 16:45 24 98 0 122 131 0 33 164 31 0 37 68 354 Car 23 96 0 119 128 0 33 161 31 0 36 67 347 Medium 0 1 0 1 1 0 0 1 0 0 0 0 2 Heavy 1 0 0 1 2 0 0 2 0 0 1 1 4 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 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 Medium 0 3 0 3 2 0 0 2 0 0 0 0 5 Heavy 0 1 0 1 0 0 0 0 0 0 0 0 1 Bus 0 2 0 2 1 0 0 1 0 0 0 0 3 Pedal Bike(Road) 0 0 0 0 1 0 0 1 0 0 0 0 1 6/20/2013 17:15 14 96 0 110 141 0 18 159 24 0 39 63 332 Car 14 89 0 103 137 0 17 154 23 0 38 61 318 Medium 0 0 0 0 1 0 1 2 0 0 0 0 2 Heavy 0 1 0 1 2 0 0 2 1 0 1 2 5 Bus 0 3 0 3 1 0 0 1 0 0 0 0 4 Pedal Bike(Road) 0 3 0 3 0 0 0 0 0 0 0 0 3 6/20/2013 17:30 20 95 0 115 151 0 20 171 14 0 40 54 340 Car 19 90 0 109 147 0 20 167 14 0 39 53 329 Medium 1 3 0 4 1 0 0 1 0 0 0 0 5 Heavy 0 0 0 0 1 0 0 1 0 0 1 1 2 Bus 0 1 0 1 2 0 0 2 0 0 0 0 3 Pedal Bike(Road) 0 1 0 1 0 0 0 0 0 0 0 0 1 6/20/2013 17:45 18 90 0 108 164 0 27 191 29 0 31 60 359 Car 17 88 0 105 160 0 27 187 29 0 31 60 352 Medium 1 0 0 1 2 0 0 2 0 0 0 0 3 Heavy 0 1 0 1 0 0 0 0 0 0 0 0 1 Bus 0 1 0 1 1 0 0 1 0 0 0 0 2 Pedal Bike(Road) 0 0 0 0 1 0 0 1 0 0 0 0 1 6/22/2013 11:00 23 106 0 129 162 0 20 182 19 0 32 51 362 Car 23 104 0 127 159 0 20 179 18 0 32 50 356 Medium 0 2 0 2 0 0 0 0 0 0 0 0 2 Heavy 0 0 0 0 1 0 0 1 0 0 0 0 1 Bus 0 0 0 0 1 0 0 1 0 0 0 0 1 Pedal Bike(Road) 0 0 0 0 1 0 0 1 1 0 0 1 2 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 Medium 0 0 0 0 1 0 0 1 0 0 2 2 3 Heavy 0 0 0 0 0 0 0 0 0 0 2 2 2 Bus 0 2 0 2 0 0 0 0 0 0 0 0 2 Pedal Bike(Road) 0 0 0 0 2 0 0 2 0 0 0 0 2 6/22/2013 11:30 29 100 0 129 139 0 30 169 15 0 30 45 343 Car 28 100 0 128 133 0 30 163 15 0 28 43 334 Medium 0 0 0 0 0 0 0 0 0 0 2 2 2 Heavy 0 0 0 0 0 0 0 0 0 0 0 0 0 Bus 1 0 0 1 2 0 0 2 0 0 0 0 3 Pedal Bike(Road) 0 0 0 0 4 0 0 4 0 0 0 0 4 6/22/2013 11:45 15 99 0 114 132 0 27 159 15 0 37 52 325 Car 13 97 0 110 131 0 27 158 15 0 37 52 320 Medium 0 1 0 1 1 0 0 1 0 0 0 0 2 Heavy 1 0 0 1 0 0 0 0 0 0 0 0 1 Bus 0 0 0 0 0 0 0 0 0 0 0 0 0 Pedal Bike(Road) 1 1 0 2 0 0 0 0 0 0 0 0 2 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 Medium 0 2 0 2 3 0 1 4 1 0 1 2 8 Heavy 0 0 0 0 0 0 0 0 0 0 0 0 0 Bus 0 1 0 1 1 0 0 1 0 0 1 1 3 Pedal Bike(Road) 0 0 0 0 0 0 0 0 1 0 0 1 1 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 Medium 4 1 0 5 0 0 0 0 0 0 0 0 5 Heavy 0 0 0 0 0 0 0 0 0 0 0 0 0 Bus 0 3 0 3 1 0 0 1 0 0 0 0 4 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 �:: �' �L�4����H����.3�f�����'T'�a L�.P ����������,����� �.��.���������'*�. � : ��� �.���``����.���.�������.�����: �: ~''� i t"�'�. 'g ` � � , � � g � f a i a`,'��'. ������'�` � . �,u, �. �" � .� �����e ' s = ���� a�,�::� �� .:��:;,�: =r� �A, z . ; 3 ..y°8 .�� • �y`� �� .. � ���`�: � � � ���,���'��n� � � � ` ��- ; . . .� � � �" �.:� :��s�N�,.Y:,,:.. :::::::: s �,� w ::. �;, «�, '.; ::::.... � y.�...>,w.--._ .,.a,,�, >. .:.:.. a,«.>..r��>,_.�.., . :........ '�� �` �-^� �� ����$��I ��.���.�; ,�."' `�:.�:� ��'{c..�����u � � ,_._...�.,N ..«�.�.y �� :....: - .,.�MF..�,�-�— �•� -�� �,„�� ;; . $t`+I€�T i�a�����;�7. ��.� ��� �`�������.������cl���'� �'��?�3.�����.������� y- ��M�'�r � � � � _ ��a,;�� ����������'��-��C�����'���. ��������������F�"����.��'��.��p�������� T �: !�.�..:��I����"��°�'����.��`��`��������°`�_ ���.��°����`�����"�������� �� �� ��.��� �,� 1� ���r�%� :-,;.... �2'Y�.�'r.i L4���&.X��.i�.L���'CJ�c§�. 2��,.34-.:s�i...+�Y�.i�iY ���.�.��l'L��.���'��.�i��°�.L�1�[� �, . ��.�..ty��������ww��X-Y,��✓����I.���.�F""):.�.����r���i[�<"'"ic�����a.7������t,. �;�.���.�r����`���,���,:��'.�����'��$'��,���.���,�������'��,���.�.��f���.���'��.s�.����Y,���.� ��z�.� p�� _�,�. ��-�.: -; � � �• � � r N��. � �� �_ �. � ����� � � �-`.�' � `n-.'3 ��a � +�"''�Tr � � ''�� �� ��, �,:�-.,, � _��� �.':� � � �� �� �� ���.,,,�� �� � � ;;,`` ��. s�x -�s � � ��w �`�.. Ms:_ .,:�' ;A..:: �� � �� �.�� v� �:� ;;�. �. ��� � � � �:�N�� ��F �` � � �� �� _ � � �,w ��� ��' �°� � Y g� � �..«�,'.*+,.Y„ �"°� �e� �„�r ��e�" �' "--.r''F� �-: � ��-,� �.�°"qy f. `� �� � �� � � ._ "`�+c>a 'q,�' �`�_ ��.�..... ..�. 3 :. � � ' .F. � a � �.r z .,xn.� r��,,� ��� �.��.,.,� s ` �ac:r � � - �..9 � � x� �r ���� .,M �� :� �:��. �.�' E �d �� � '�y v� � �,� � ,�„�� ��,.-.r �r � �� �:� � :`>..•r x. � � ".,� �.Tw„,:�?' '-� ��: *�,.a -�,.,� .„ aA„�.� � � �� �� �: , � �. ��,,,�'� :,a�-' a �j �� � �,,,�� �� �� � �`""" � �""�f_ �� � �A:, � � �. _ � ����,�= .� �� �� � � � � � � � �� `� �``� . �-s= � �% �s � a�N ����,�y�z� t ;� 8���.,..,., z ..,�i, �v"�°N � d3,; ��...,..Y"� F � � M �;.....,� � ;,,,�� �:.:.� �°�"'v ^_x.F�,.� ` G<„,� ':,�� �.�:.�.,� '�,.m„�' '��.� �,.,-� :w, ��"'�. �� �'�y �� �r s .. �a�� e"...,:..� �� � ��� .. 'c�%a,v.s...-�'' ���''� � �' ' .,� -y-''�� � �� � -�- � '� �. '^�"3 ��c X � �""-� � �.-.«�;.'• bA�� '�.a� �`„,,,",� � ,aF �� �� S � .�� ��'"..��. .."� �k .,.-.,.< "s_.,� �.w.� R ..,„�: �,� � ^.,.,N� �,q �� �.,•,;r �� � �'� � ;�,w-ys y �� :�«,.,,�' .,,�.`�x�' � � �� �� � r,r �,_,a �. c,.�,r "�»..� �� '�°'".� �s � �," � � � 1 ��. `�'� �u,.�� � w.i .��T� ._.�� � � `�" � �, � `,::�� . ,� '� >� �`a. _.. . a ,�`"�;�y� .. .---� � :� �>::,, g -`�. s.. � a:.-� �. -��,� ��' :�� �,"`°°: a,.�...w,� ?�,sX �� �� y�'"�. �..,�'s _ -«��`� € ��.._., s�" F,�„:�,,m � �%� � " ��• _.�,,.. :_,,'::. �,. � ;a„�.,� �... � �`�,�� � �,.,� �� �'9 � �%� �.... � �`� �� .. .....F Ii"r�se.....r'�n �»-xu� � ��'%F �,��� x �•y � . �/ �� ��� YY,Y � V�� ...... �"°'� v- ... �,�+.,� ��y,� , - ,�r„,., �.�. �M,^ . � q „ ,,> � �••,, � �.,."; �� ^. ,A �s"', �� ' , ...... -"""`�,�� °c ��,.»�'� `�,,,r �,..,� �€ �� ..K��^ � • _� ,. � �4.£��1��d�d�������C��iAC�i[,I.� ��.���������.����� ��TC�,a 2 Y.- � �L� �� °�:.:��j X g�� e� � ` �.•�T��:.,��.' � � � .Y^" , :> <..p:^�`.=�� '.,3%i:�.Y„' .. ..��p�. '{[ ��{$� Y w S::. ��.�'������ ,F.����Li.�������c y%'�: : M j c.�. ��������.�.���m � �`�`� �K%•,.'� T-,s�"�'""T a�''" ���- .. ;�.�. `�� A� �" ���``-•.y.. � ' ��'.. ��'�.���Y�,��.6 �=..: � r��My. �.. ��^�y�n '�:< A= �yn �,, �u �>�.-`�' ' _ �a � ..,�:, ... �`���°�`�`�����e A;N� �,� '�: :� ������.I���:�°#.:...�T��. _. � � ��,"S�9�T�.�a'�������. �.�ka�I��.�r� ���k.�s�LJ���k i'y���.��tw.�..r���g�'i3�Ld�����iLr'i��3��]� ������������—���������a ���������������`����r��`�'��.,����E-����L� �,�.��I���`�`l����������y����������..���T�. ���."r�"����������`�����'�`��-� "� ���'�'���������°:�����}'�, �.���'��Y�°��F`T���������'�����`����:��`��i� ��I������sy�°����,����`�����`�"���C"�.����I������'��"�:������.t�.�����a�`��. �.�`��€���C�t�$����. �.��,.��`�"°,��°�`��.��...}�r�-�;����,.��`m��''�"�'�~�"�`��������3 I,���='�'���C�[.a��=f R.�����'x���`�'.� ����� .� �.,�..:. �..�, �r--� � � q� �� � � - � _ � � � �� � ��� � � � �� �� � � ..,���� � � �.� � F �.� � � =:.�, �� �� �� � � .: E � a ��,���Vs �� .:�:� �� �-�� � � ��� ' :a � r� � � � i` �,�� �A.,.� �� �� 'Ms. �,�. � ��' .........:� �__ � �s ,.,� y � � �� �a � � ,�� s.�� � �"� �� � v��� � �."`� .-•� �°`� k ::::::::.: , w � M � -� "�,..-`; �T... .Hsx. � - •€� � ��W .., �-�� �,N� `��_A ;,m� € �..,,�' �� .. .,�y' ,..,.,�a...�$a, �,..� � � � �' �Y� �� ��` �� � �� � w�� �E� � � � a� �,� x � N�n. -�' F,o.Tc:s. :' ,' . `G. � .�"'''°...;� � ::.,�..c' a � fr.:,•-�-i �..��. �'.`�w+�.�. x '•, .... N 3� . J�� ^��. N.# � � s�"�' �b� � �"� � � ��� •.,�.� .£ H'6. ..... `��. .. -, .....� � T3V �� ' � � E� �•� S 6 ar y � .� p"""y � "��� q....�j ..,x�..t,s�'.'� ._. � _ �_,. s : � "�. ....... . ..___ _ . � � ... -,; .::a� .��r w..a'� � �. �..�. .... ,... �.� �� ' � :� � ��� .;, i � � �,� � �.<..,... /. �� .P....,„M �,. .... _,r,`'�' . ......:� � '•.-�,«�' „`� � s� � I�� ..�. 3� �_ ...,��� i ` � � "a.v �.�'i? k ,. �� „z � �. �° .�> i � r'�� � %4`" � �. fi :""` � �` �rr%�:�F �.F� � ..,.. �.. �=�,�� �'^�� i � � �.�.. '°..,.�..a� ����"'^-..�v �J , �'� � ..,„, � � �� G..-y.' �'�"�. � .. 3:�>" «.:,.� r.� � �`}'� .. ...,:w�'P'• �$ ��� •. � �5f M1� .. &.-.f✓'� '�s^` ...,...w w„� �:.:r'r' ......,:� � .€.�,a`"�'"°'n.^ .t:`2 G`' z'`� �rw R.,w�a 3 �' � 7'�� ":. ��� a` �,_. � --�,,�..� ,,.� <tl�n , ��" .� �,� , �`°' ��.,_ � �,�. � �� tl'�y ��.� � �� � r�� ��-�p ;x � � � ,�.u.,.�x � �... �°`'��; � �.„ .�.. ,,... ; ,i` �� �N� � �rc ,,.,.. Ma�s � y':.....:.,.. z„�,.,.e«� __ � e� e,o--A"r .� .:.:: w � �ry$ �� — ��,� � .�.,r . - .::.�.�.: s .... �-..� Y �.f-,..-� e'tiT.g ....� �� .... .�;:....... s. b`�s s�,,� �� ..__.....Mr �,F"' >,�� ; �� •-^�--� e � �' � �. �:, ..< s f._ . , ��� � -..., �..a.a�� a--.„.� �_.,.�'� ....,��� ...,.a�r .. �: ..,.-� � �...x 9 �,...,.�_... �� �.�� � .`°�.� u,j �_ �,�x ��, �� �� ' ��" . ...-,.....�• .<....-r�' ;' Sf .f-. � .. 3��a L.�� ��t y rr � r 5e � �4:..r �.. .,n„nn...«%�, .�..� n'�'� .... '-'b. �� '�3 j'� �. � �:Km a � i:..�.,.^ J��r V�N�_� �'+� � Y� �� � �;• r• �= ,�. � __ ��x,,`/ ... ,.,�'-sL ;`�: �r �,�.,. .�- , f ... .. ���� . ....,. .....,a .,��`' �� N,,�'�_,� ,��"-- � $ � , � ,: , , ,•s �.„.T--_ �. . ... � ° . � : ,ro y ; � , ; � `� �--``"�� � ..,� �„�:.,,,M� � � ,��.� . �_._�___.._____.._ '�� �,�`�"� r.�� -�<w. ��� � � �, ..�,.,�................................................................................................................................................................................................................................................................................................................................................................................................................................................................ �'';i �'' �`:`;: � �1.��.d�H�^idt.$��L3Et�c����t�e�`�a LL3� �>;::::: �: �:::::: �;; ������������� �;;;;; � . � ; ��`��,�������: � :���; �, � � � ����`�I�`�"�'���.����'���: ;; � = s : ��.�����`�����; �:: - � _ - , �� �;:: . . � . . .. . . : _ �,�.� , � �:::i;"::' �_ :�. � � � �...... .,� ; �. ;. a �.t���. ...� ��.�.���`�`��. ' � ��y�. F . .V . y. �� _ �r � '��� z r- �....:... g., . "� � . �„ � - � � ;�W �..�._..,�.�, _.......�, ; � • _ � � �, �w�. :� � �,.... ��... � - :r _� : :�.. � .�... .. _�. . E � �..: ������.��a�'�,���- ��w�"���.�cn �:'::;: � `�' � �� ���, � ., .. ::::.;::: ' __�"�"•..,�.�-'� �;�` ;�:�.�... ...... ::.-:::. _,�.T�` ;::;; ���'���..���`�����: ���������������t`������������������`����.����� � �=%. ; >. �; ��.��..��'�����.��-��������`��. ��`�����������.������,�`�'�.�,�'������-��C,.��� ..�. �... �.. � ��°:��_^_ :, _�� �� �; �y�a+���r.� "��j `�' �, � -: , �� �.�.��.�.�� �.������1���.I .X ��.L�l.a�.�� 1.�.��.���.�����. ���s�..4��������a���Y���F�F����� Ct ii .`°`,.�` �.�•.,_.;;..-•.� s c, ..ar . . ��:::�: � , .�,,.,� '.� �:::,::;;:: :. £ �r � ,�.�s �::;;: ����`�,.z'���.����'��'.������> �.����'�Z'��.������.��.���.'����.�������'��'�� ��"� �� �.� � �;; �I���..3����`�������:��`��T���`�`,��`�.������������'T�������.J�'���`���. �° �� �� ��� z :� $ : � � �'``` �������P���.�����'�.����F�����,`�����"�`s�w��"�`��°����,�����"�i�'��.��������["�,�'T�.� a;; �- � �; � �<`` �`I��� � �; �; g�� � � � �� �T �; � :� � � � �� �:; � �;; � ; �� �-� ��� _ � . � � _ � ; - � - ; � - � � ; � � �; �--W - � � e� $ �ry �° �; ����� �- �� ��� � - � � �-- . � _ g _ _ � �:�� �. s� s�Y�� � I::.':�:: 2 - '::..:� .1 � �� �;�:'.:.�: � �...... y � _ ; .; � � � �� $ '¢'¢��' �....�:. �p L � 5'.''.':'� � �,, �� � Y, ;,;,.; � �.�,� �,°° ��� � ����'������.� g� .�.. . �� . i��.'��":�' � $�:':'..'': £ � F � �� � �� �� �r (�� � � � �� , � �� .,�: `�.�,� r� � � � A� � - ��� � °" ��� � �� � �� �.--.z � � � �'� .� .......�.- �.«..._. � ��''.. � . � �..........�..-�.. .......,.... t � �� e� � � �� � �� � � � � � � . �. R �� �� � �. g��� ��� � � � $.�� �. � � `�.� � � � � , �_����— � - � � ,���. � �,� �,. � � � � � �� .�� �� � ��_�, '� ��. _ F _ � � '�.." k � •'S � � �� �g ....� ��� � ��A � � .. � 8 � � � � g � � bR S ��� �� ��� � � , � � �°� � � �r 3 � s �.._ � �' _ ,�` � ;� �'°� . �*a .a � ;$$ � �� ��� �� �' �8 � � '�}�� �. -� =� &. � _ � � �� � �� �; �� � �� � `� - � ��� ,�� �x �, � -�w... ��;� ��'�� � �� _ � � �� ��� ��g � � ��- �.� -� �� - � ��� � � _ � �� � � `�° � � �5 � p _ I � ��, � � � � �. � � �`� � � � € '-� � � � � ��: �a� �� �x � ':� �� �. �. � ��: � �. � � � � ���$ °��� sr.:.� �� �� � .�� ��'� � �� 6 �.� � �. � �. � �- �, � �: � � € .. �,� � � � ��vn � �� � �.� � 3 g �• _ �'. �- ���' ;� _.� �°� � = � �,. �... ... .� � �fYyf'S�5 ; �r v . � �� � �'�' � 1'• � �3"�- � �2 g � � °^^°-�„ P '- � �a_.:-^: S � 4�� �� �` '��'" � '�� �� � � � �� , � ; � FY � �• �. _ � � � � r� ��Po �� � ��: � E� �^� ��_�'� � ¢ = � ��.�� ji % k � � �.g�, � '-� � � .,�€� - � �.� °�. � �� a s = r��������'� � � r � .�' t�'�.,s x s� �. � � '�. � x� � ��� � � �� � � � � ; . .. = _ `gg= �y�;;��� •z� F�".�`�� � f' �-� ` � �� �"� � �� �,,,. ,� ,� �,� � � � � �.£ �� �� � � � � � � � � � � -� � � �' �. � �` �� � �. ���. _ � ��� �.��""� � � �� � s,�'. ����� ���'^ _�(�� � ��--___� ��:,,.-..��� W��a����vy�,�. �� ��� � ����p f .� �'�� ��s_.. �ss � g� � � � z � �. � -�..�:..-.,....,.:.:.:..,.:.,:....�......:::..::..•...:..-:::..,,:,.:,:,:, . . . ..- ,,:,..,.,_..,.,,................::,......-:��:,-,....... ..._�.....M�..,..........,...........,....,........... ,.......,^... �:::';; � �,`:`.: CLC3L��W�i���t�L3��,����4�`��L� �`=:':: � �:;::':: � ������������� � � � �; �"�'��.���`����[: �'� �� � :�- �: � � I���'�:��"��`���������: �`>` �r ; � -�� � ; ��,�����'�`����: -� �.a,� ���� �;;`;; � � • . . �.;::: ��,��_ �� � �"� � � ;� � � �����-����.. � � �� �:::::: � �� �. � � �:::::::. �:::::::. A �� � � �;;'` ��'������,���e ; � -°� � � �'������ .� � � � � ��. ��--,.� �; � ���. ��,� �- � � ' � � .��`��'����"����: ��..������°� �����������������������������,����.� �`'> ���I�.iI��'�����--w������..�Z`��. �`���'�������.�����,``����,"���.��`�E���� � �`;; ��:��������`��`�������'�����.�.�����`�. ���.�"T+������.���""�"��I����`� �� �� �`'' ���"�`������.,����'���s' ,�.�.�������"����'���.�.���.���"���`����d�`��'��� � � �. � � ���'��������.������������I�"���T�.}�����'����`������.����3�'���.o � �; � � x ; �.���������'���..���..����',���'���C.���,`��3�:�F`�,��`��"�����,��3������������,����,��T�.� � r y� � .� y::::::: . �1�� ��:::..�.�.: �:::::::�. �. x _ �� �..:.s:::;;: ����� .. r� � %.:;:;. �: �::.: : � �=-� z. �� � �� ,��.. ���..� � �,,,..� z... :�.. �•:..:. � � _ � ���°.�` ��-"� :::::::: �.:.:: $� � ,,,�a •�:S '�,:�•.. ,:..:. g �� �� ���, •"��:,�'��< x�.�:..::::: y� ����� ^'�� �g •� �r�t x.§� � � �-' .� �3 ;�� � � �` . - ��� �;; � y;. � Y �` i::::::;: �. ``' ��-� , �, n� -� � ��3 � � � � � ��� � � a. ��" � ��. � � ��� �_ � � � � p, � �x �� ' �� �� � ��� �� � � �� � �.`�°". � , �� � f�'G�"' 3 F �y�. Y -� � _,��-`$--�� �,, ��. � � � � � � � �� �� �`� �.���_ � _ - � �. � �.. � �� � � � �tt � � 4 = i � g � � ��� � p S"aa. .�� ��� �-�'.�.' �e Y � �3 �a � .��e � � �• � (�' ��.� �� 3 � ��� <:'° ]6 i�� .. . .. . x s� a � �' zx�� � . . � . .�� �� �� � .. . . .., � �� a� y..,,� :' �.., `s x � � �� �N ��.���� -"�'a �� fi� f � ��p � � z G4 -'3 'c.3''��s.q� �� +s 6 3.. c� ��' �� h�`�`$�j. � @,�. ^ � -a.,f� g S,$ff'�e; ��: ��. ,.� � �r .. '�. �:��'� r.. lJ� '� e"��. ��� ��� � _ �; � � � � ��: � � � �� � � � �=� �� � $ _ .� �� �� L�-�� �� -�,���::�� _ � � =z:�3': � 3� � a •.y. z, , � a �� z s � ��l��� ���.... ��t '�"s� �� f p� r ��� ��,, � . � F �,� �"� � F" � �'v �' � IY�''� � � �� k� � � �ry §�� � ��r��t.�-. � � ��'""' s�_ � �,•���� � � � %� �.. '�_,� �.���� '�.. ,: ����, � � � � � <�s � r"`: � ��? �r ���-,,,=t _ � �; .. . :�,=� �.r .� y,:. ��, .,.� � � -.�,.� � „` �� � .. �.. ` �r.� '� c � # q � �� p�-� °�:.` � g` � � . ...y,...�...n��.;..r...„,.,�.:.--,..,..„�rar>...a.-:::v-.r:<�:�c•y-.w':.::.:r.w'r.'r::•::N::•:an-...:�....:.�;.;..:.-::-:•::...�:�:.r:-:x:.�.:r::r::r:.::r:..:r::.�...�.::r.:...:r..:.,,..,..:..::..:.::...n:..::::•:::..:.:::::........:.:.. s�s ..:.�.......�n..��.�a...:....,r.:::-...../ / .............. ..... ............. .. ............................ . . . ..................................................................... .... .... ............ . .... .. Q (I"� MOMCfl � Cfl� l` �001` f` � � �� � �,r� � c� �ao rn rn ti c�rn ao ao 0 0 Oo � �� � � ��a� a�� � � � � � O � Q � N — � � �� � N `� �� �� � ��� �� �c� c�oo r � � � M M�,r�� O vJ r � r Q . . . . . . . . Q Q �� � � O � � MNCfl � 001` NI` I`000000 O (� z � N O � � � Z U � � c}'n N � � °' � � � � � �00 I` O�M�CflM000000 - �- � � J � M � L.L (� (� � o � L � � OOCflCfl � Nd�� f` NOCfl� � 00 � � M �� � �MNI` NN� O � N �Nd� I` �oOd�Md�00Cfl� � 00 � Nd�NNCfl M � � � d�('7M � � Md�N MNO0000 o NMMd� MMNd� �d�0 � � ��� � � Q V Q � � N �MCfl � �OoONo0000O0000 � � � O � � � � � � � � � � � oO � � f` f` CflCflCfl00CflCfl00000 W J � M�M M O � � � � O m Li 0 L I` I`O � OMd�CflCflCflCfl00000 � � NNCfl NN�N �NNO Z � � ���� Q � � � (�,) N U � N � �00 I` M�N �NN000000 .� N � � � N � � � � � � � � _ � d�OCfl � NCflN � Cfll` I`MN �N � � V� � M � �� � �MN NN� � � � � Q � � � Q a ~ � � � NO�M N �OCfl� CflCfl000000 ►'--� � W � N O � � � � Z � � }' � NN � O �� I` d� l` I`00000 U� � J N � � a ° � � � � �NCflI` � �Cfl ��CfloONN � � I` ♦, � NMMd� MMN00��1`� � N � � � ti ��d� �L � N � I` Cfll`O d� M� l` NI`Cfld�� � 00 � � N � � � � �� N O � � JQ o � c� �N � �N � ���NO00 N` � � N N N d� L.L Q w � � a w cA O��N � OOMNMMOOOOO � N � � � � � � � Q� � � NNd�M d� �CflM� MM00000 Z J � ('7��M0 V O � � L O � � � L � Cfld�d� d� f`NI` Cfll` � I`NMOO � � MNNoO NN� �M ��� � Q n/ � � C���� �/ L.L � w }' I` CflOM Cfl001` � d� � �00000 CI� � �N � �� ��0 ^z � N � � � � � Q � � N� ��� � ���o o � � � �YY Q � � �� p � �� p Q Q > > Z LC� _ �0 �� O �O� V � U � o �V U Z - O � � ('7 � O �M� Q � w � Q a� � � }+ �"'000 000 �Q ~ z w Y �� ~ � � '^ L f�n W (n U � u, � v � � � ��C G � � r }� Q d � ai G � � � � � a � � � � Q � � M � � � � � O Q � N � � � Q � N (l) � � N � � � O � 0 � z � U � Z � � � � � � — � c� i.L cn cn � Out I n Total 295 237 532 1 3 4 0 5 5 296 245 541 46 178 7 6 1 2 0 0 0 5 0 0 47 185 7 6 Ri ht Thru Left Peds � � � � � ��0� c�00M � W �000000 NMO�- 0 (�� � � (n � 00 00 (� •� N �� � a �� �m � M M� � a a � �N O O N � �OO�M�� �O UZ ��N N � � �NO� J � ��j ��� � �00� Q� �j �CV CV �� �� (��Y - �NOI� � c�M ()U CflOOCfl � � � � � Ln Ln L z �� Z�� LN N � � � ��� NN LLJ�� ��� r � H �� ��� H y� � oO�Od� �� � OchOM �� � �N N ����� d�d� �(n� CflOOCfl d� d�"-' � � O �M M � �O � � � �J � na 61 s a �� � ul �u .2� p d 9£ ��Z 6Z L 0 0 0 0 0 � � 0 9� O�Z 8Z L 88S £�� SLZ J S 0 S Q � Z Z � 6LS ��� 89Z I��ol u I �n0 w � w L.L � � Q a � � � � Q a � � Q � � Z �O Q � � � � � zz � Q = o > cr� � � Q � � � � � � Q Ur � oc� � c�o cfloc�c�rn �c� � �,r� � �ao a� ti o ��ao 0 0 Oo �� � � ti rnc�� � � � � � O � Q � N — � � � Q � N `� � � � �� o� � c� a�oo r � � N d�N � O C� � � M Q . . . . . . . . Q Q �� � � O � MN� OCfl000OCfl000000 O (� Z � CV � � � � Z U � � c}'n N � � °' � �, � � � � � � r` oc�c�oc�00000 � N ' �N O � � � � � J �� � O L � L OCfl � NN�O� � � Cfl00 � M � � � Cfl�00Cfl� O � � ti�� � � �N 1� �d�d�d�00I` � MOO � ���� � � � � MM � M � I` � 00000 o MMMMM �('70 � � �� � Q Q Q cA � M� � Cfl�OCfl00000 � 'O O N � � � t � � � O N � � ~ �N �DONO0000 � � J � I` � O LL � 1� O O M O N M O O O O O O NNNNd� 'Md�O � �� � 4� � � � � 1` MCfld��Cfl00000 v N � � • ti� o .� N � � � � � � vs � �"'� � OCflNCfl � Cflf` OMf` �M � � � � � � ti �C�� � N � � � � �� d� .� � Q � � Q r � �"� �--+ cA O� N � �MO � 00000 F-~-� Q� � C�j� O � � � W � NNO� �d� � �00000 � J N� O O L � � Ntfl� � 01`M � � N � �� � M M M M M�O N � � M � � ��� � � Cfll`d� M ��('7 � � � d�00 � � �O ~�I` N � N� d� J � � �d� � Od� �oO� � Cfl00 Q � O M� � � I` � f` d� O � �� � � Q � w Q � � N� w cA � � � �� OMI`OMO0000 � � � O � � O \ � � � Q O O O Q Z N � (� N �d��N��N00000 � O � J � � � � C� � o °'� � � � � J � � mc�a�rnr` �c� tio� � rnoo � � � NNNN �Cfl �� ' ' � � � Q � �� � � � LL � � N � ,�X O � w � � � CflO Cfl000M �000000 � z � � +� � � �NN � O i � N� � �� � � � � � � ��,� � a�—� � � � Q Ur � N�w ��� � �_ � �YY � � � ��� � � p Q Q � m Z LC� _ Q� O�O� ��� U v `° UU Z _ � � � M���� � z Q Y� � 0 � ♦--+ a--+ O O O O O O ~ � L22 � � �Q w cwn � �~ � � � � O o cn u� � �� � Q � � a"'�� �� Q � � u� � � � � � ��� a � � � � Q � � M � � � � � O Q � N � � � Q � N � � � � � � � O � 0 � z � U � Z � � � � � � — � c� i.L cn cn � Out I n Total 202 167 369 1 3 4 0 4 4 203 174 377 34 124 5 4 1 2 0 0 0 4 0 0 35 130 5 4 Ri ht Thru Left Peds � � � 0 (�NNOO c�00M� � O �CflOOCfl �NOCfl (� � (� 0 M M a � M w a N N� � � ~ �00� � � � �CflOOCfl ~ N N�� L � �m ��� � � �I o�0�0� J � � � QD � MOOM � �J �� � O �0 '� U Q � � C �1 F-� O�O� N � � �0000 � W � � � .� � � ��� = m �Y U ��� O� y� � O�p� 0 z U� M/ � �� � O�OOO�� � = w�� NOON MN�M�' ~� � �� � � � Q�� �N N � �O � H � � � � �(�� �J � na 61 s a �� � ul �u .2� p d 9Z Z9� 6� 9 0 0 0 0 0 � � 0 9Z �9� 8� 9 S0� £�Z Z6� J � 0 � Q � Z Z � L6� ��Z 98� I��ol u I �n0 w � w L.L � � Q a � � � � Q a � � Q � � Z �O Q � � � � � zz � Q = o > cr� � � Q � � � � � � • �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 • Ca acit Ana I sis Worksheets p y v 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: � �r ,� i . � ��� � �j' �� i% �� I � i ; ,� . -� �, .�� ',� r• � , ;�. ,/ , ' ;I � ` ,� �� '�• � _ � `,1 .;�•f� �� � � � < �,,•'" / � � ... ,f� i;,.'.�''�/�`/`.,.�'� r;, ��,.%`�,��� � ,,� , _ ,.,,,' ' `���,, %�`F'�.; . C..�, , I I ,,;. ��: �r �.���X �� � � M;�. � � . ��. ,�r �r ,� �,.��,. ."��:+g �h � ��,iaF.+,� �..-'� .. .� � ,���i`. 4�� � „.. �� em�.u_�. . _ r .. i..c i�la .����� ' � � �7..���/ . I� — � �r y�( l,�r �AC,\ � <`�,,'�`Y '`'��'� � r x w ,.�r� f�'� �' �r kfti..�i� �,(�f n�}:_". �II F�� .t .,/ �j.' F f � , - �F��I{f{f/��'.:..` Ytl � . � ��,T� - -....:!� � I /\ � � :'�ff . . .. 4f3 . ..' .' .' ; ' � I 3� I � I I , . �� � �.., �.{I �Y I I . ---.14 _A__ i �.. �' � � � � � f� �� �- - ..�� �� �� _ i��` -� ..- � �--�"-�--+ � ���� � � �� +..� � �� � � � �� -- 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 � ' ` " M � � . � � � � '� O ' .. N . � � w • � � � .. .. N � ' +� � � . . � a � , � . � . � L U � � � ca � � � � � � . � . . . . • � . � ► _ .. . � , - - ' a . . � , - - - , , . 0 .. - • - - a� � . . � - . . � � � � , � . � . � � Z � 0 � (� � N M � � CD f` a0 � � � N � � � � N � � (� t U � c a� U i N • � M � � � � O � � • � a� a� � � � � � - _ � a� a� � � � � � Q Q � � � y � � } a� a� �_ � +� � � � � � '� '� � o • � L � • � V) � � � � � � Q � � N � V � � � � � Y °' v � N � � N � ` N v O � U U � � � c� � � � � i � � N N > > 0 0 'vU—i Q � � � � � N N � � � � � N N � a � � o � � � � o � � � _ � � N f� � I` � � f O�N � � � � t� t��M � � (� (� (� (�(�(� � ��N 00 N �� � 00 C�00 C� 00 (D V � ' � I` tD I`tD M � � � I` ��(D Lt� � � � � ��� } �n�� � ti � } aioaic� �c�i � } c� rir`��c�iai } titititititi } �c� � c� ooc� � c�ooc� �n � c� � � N C'7 N C'7 � C'7 (D 00 00 O O 00 00 00 00 00 00 00 �� O (D �00 I`��Lf') I` N � � � ��� � � � �� � f` f` f` f`f`f` � �� N C� N� � (D(D C� (D I` O �� 7 7 � � � � � ��� � � � � �� � 00�(D (D 00 O � L ��Lf') 00 00 (D L f6 ��� � � � p � � � � Q� .�� L� � CO M cD Lt� O � a0 I`f� N � I` M �f)N I` � � � � � � � (D I` (D 00 N � ��00 � O L > � I�(D N � QO � N f I`O tD � O tD �a0 (D � � � � � � � �00 I` 00 � � 00�� O f� � fL6 } �nc�titi c� } � �000 ri } riric�i� r` � c�c�c�c� c� � �oc�c� c� � ��cv � r` �� � ��� � oo a� o� a� r` r` r` r` r` r`�c� c� a� o o� �c�i � u�� �a � � ��� � � �� �a o000 0 �a r`oc� c� o �a c��c� o �n �. O O O O � � � � � p �N N N N 0 �n oo� � O � H H H H H H �ci oo�� o �U� N N C� C� C� �� L r �� I � I � �� � U � d� N�M d� � � N � d��� � �N tD M �I` � �C'7 C'7 C� C� C� C� � �(D� (D (D 00 � � 00�f� 00 N � � � Lt� a0�I� a0 (D � a0 a0 cD I`QO I` �O � O M� � �C'7 C'7 C"� C"� C"� C"� � 00 00� 00 00 � � (D �Lf�� � � O C/� � C'7 ��Lt� � � � Lt� (D C�a0(D 00 �00 � C� N f` O ��� � � � � � C�Lt�00 � I` � � Lt� (D Lf�C� O � � � � O O O O� O �C� � � (D� � �(D(D (D (D (D (D � �N O � N N � C� ��O � ti O L CJ CJ � � ��� � v v N N N N N N v �� � � � v � �N C� � � U � � � � � � � C��(D � C� � � � � � � 0 0 ��� � � •� � N N Q�' C� i i i i i i � > � 00 N�00 I� cD � d� f �N O a0 �I` M � �� � �O O O O O O � ��� � � N � O f�O N � � � (��(� � � � � f a0 cD a0 O �I` QO � O�f) I` ��� � � � � � N�N � I` I` � N �f�00 � N L fL6 � � �(D I� (D (D � � I` C��N 00 �� � � 00� N �N N N N N N � C�N� � C� � � � f�f�00 (D f� �� � � N � ��N � �Lt� (D I` 00 f` f` �Lt�Lt� Lt� Lf� Lf� Lf� � ��(D � (D Lf� � O ��Lf') O 00 �� > > � � ��� � > >N N N N N N � ��� � � � � � (D 00 N � (� p. O O O O O O ��°O N o °o � E Z Z Z Z Z Z � ��N N � 3� � _� � � ca �o L L L L L L L � � I� �f� � cD � a0 M cD cD� tD �Lt� tD I` �O � �C'7 C'7 C� C� C� C� � C�I`I` � � N � � (D O N 00 00 O. � � O�N � C'7 � N N d�QO O a0 �� M O N� N �C'7 C'7 C� C� C� C� � O O I` N O � � C� N(D f� � � �� � � I�I�a0 a0 I` � � QO �C�� 00 �(D I` O O f` N p�� � � � � p (��C� � C� N p N C��f� O � � � CJ CJ � C'7 C'7 C'7� C'7 v 00 � O �� O v(D(D (D (D (D (D v Lf�00� � � � v � �Lt�O 00 � L� O O� � ��� � O � �� � O N N N N N N O��� N N � O N �(D 00 O (D � � C � N N N N C� N '— � � � O � �� � O � O N O 00 � d� � O � N cD� � �� I` � �O I` �O O O O O O � N(D� � � � � � ��� 00 � �V � I� O I�I� N � � � � cD cD cD � �M � � I`�f) � �N N N N N N � ��� N 00 � � � N 00 C� � � � (a � � I�I��O �O ti _ � � � � ��� � �00 O � N N � ��� � � � � � �f`� N O 00 � N O�O C� (D �� ++ ++ � � ��� � ++ � � �� � ++N N N N N N ++ ��� N N � ++ 00 �C�00 N O Q Q Q Q Q Q O I`00 N � pp � O � � � � � �N N N C� C� N � � O� � C � O•— �� � � � � � � � U� M 00 d�I� � � U� a0 a0 M O� tD fA� M O a0 tD a0 fA C'7 C'7 C� C� C� C� fA O I`� � I` N Ul 00 00 f�00 00 00 L O � C'7 (D a0� C'7 I` � O N cD cD� Lt� �tD I` O N N � �C'7 C'7 C� C� C� C� � �00� � N � � f� �f�� C� C� � �I� a0 a0� � a0 �� � �C�I` C� �00 I` (D �� (�j ��� � � � � C��(D N I` � 00 �� �N(D LC') 00 � � � � I` C� C�C�� � �� O O N C� � �(D(D (D (D (D (D � �N C� � � N � � 00 C�N C� �f') Q Q N N N N N N Q� N N N N N Q N N N N N N Q �N N N N N Q � N��� O � O � Lf') Lf7 Lf7 Lf') (D Lf') � L O � �� � � � �L �� O p �' M Lt�cD 00 Lt� I` �' d� Lt�f� O a0 �' I` O I`�I` � �' C'7 C� C� C�C�C� �' (D O � (D 00 C� �' Lf�(D(D C� (D f� �U � a0 O a0 I� a0 N � I` �M I` tD � � O I` tD I`N O � C'7 C� C� C�C�C� � �� � C� C�N � N�O (D � O � � � � � � � � � ��� � 00 O � � �(D � O�(D N � O � (D a0 a0 a0 a0 a0 (D a0 N I` C'7 00 I` Lt� N�O 00 - - _ � � (D I`QO O I` O C� �(D 00 � (D (D (D (D(D(D f`� C� N C�� 00(D� �f') O O � ��� N � � � ��� � N N N N N N �N N N N N ��� O � � � � I � N C�C� � � C� � f6 Y � � ��""� � � �� C � f I�d� cD M d� � QO I`I`� � � � N I` QO I`I` O � O O O O O O � �I` � (D (D C� � O 00� � � C� � O � = QO N�QO M � _ � � �N QO � � � � � ��� � �� N � O� � ��O (D N � (Q U � (D O C'� (D N � � � � N N N N N N � I`� N 00 00 N � C��� C� C� � Q-cA � (D a0 a0 a0 a0 I` � Lt� �I`Lt� � � � (D (D Lt�(D N Lt� � � - - � - �� � �C�� � � � � �N N � � � � ��� (D O � � O O 00�O C� I` O � ��� � � � ��� � N N N N N N �N N N N N C��N � O N �� ��� � � � � C I N N N C� C� N �� Y L L � � Q �� �� � N 00 cD N N � � cD M cD M � � � M � tD O� a0 � C'7 C� C� C�C�C� � �� C� C� �O � ��� � 00 � �� a0 a0� a0 (D � � ��� � � N I` N I`O I` C'7 C� C� C�C�C� N 00 � C� O(D 00�� 00 � N � � Lt�(D I� I� I` I` � � O C�� C� N � � (� �N f� � � � � � ��� � N� I` ��(D � (D C�� O � 00 �� C� �C�� � � 00 � O�� O (D (D (D (D(D(D �f` � O �00 N I`(D �f') I` � � ��� � � ��� � N N N N N N �� � N �� N N� � �f') �f') � � �Lt�(D � O (D �� I N N N N C� N �O c� M � .� � � � � o � � N — — — — — — f6� 'i I�O I� cD N O 'i I` �cD I` � O 'i M N a0 O� a0 'i O O O O O O 'i �� � O C�00 'i �C�� � f� � � (6 O7 Q N C'7� I� I` a0 Q cD ��� � M Q � � M��f) � Q � � � ��� Q C�N N N C�O Q ��� � � � � C N Q �(D(D I� I` (D Q N �N N O � Q � N 00�O � Q N N N N N N Q C��(D (D �N Q 00�� f� � � fQ O �, � ��N C� � � I` f`�O 00 � � � ��� C�� f`��f` N C�N N N N �� � � ��� � � � N N N N N N �� � � �� O N 00 � � �f') � � Lt�00� �Lf') O �� � ��� N N N �. a I � Y �� � � Q � �� � �--' v M f N O M cD v cD I`f N � O v M � O�QO N I` v C'7 C� C� C�C�C� v �00 I` � N I` v N(D� (D � O ~= � � i �(�� � I` � i O �M� a0 � i O N tD N(D M L C'7 C� C� C�C�C� L 00� (D � 00(D L (D N C� N � � E � � � � �Lt�Lt� I� (D Lt� � O O O(D � � � Lt� O �(D O f` � � � � ��� � I`(D � C� Lt�Lt� � (D N(D f� � (D (/� �j U � � c� c�0000c� � c�c�c�c�c�c� � o��c�iair`�c�i � c��o�c�o ,�O � � ��� � � N N N N N N �� � � �� �Lf)(D N � � C � ��� N N � O� � �"' (Q C� c�n � M � ��� 4) ' � � � � �� � i �f cD I� O � i a0 �f M tD tD i a0 I` O I`O � i � � � ��� i �(D C� � I`O i CD CD DO � N N � L fQ CI) � �N� (D N � � M a0 I`� tD M c0 M � �M N � ca O O O O O O ca I`00 O � C�C� � �f�N f� 00 C� � � � � � (D (D (D (D(D(D � I`N I` I` (D 00 � C��� O � � � u) � ��� (D (D � � N �I`N � O � N � C��� � � � - � •— � � � O O O� � � � � � �f`f` � � C� C� C� C�C�C� � �N � � �N � O 00 O � � �f') L cn � � � ��� � � � � N N N N N N � � � � �� � O 00(D I` �f') � O � C O N N I` I` � � c LL LL LL LL LL LL ��� � � � N U � �_ � a � � N �� }� � �� � z �I i d�f N I� � d� i � M I`N � I` i � O� O M N � � C'7 C� C� C�C�C� � �� � � �� � O O� O f� 00 ~ � Q � �I�� C'7 � I` � O cD a0 I` M tD � I` M I`�N � � C'7 C� C� C�C�C� � �N � C� C�� � 00(D� O � C� � O � � � N�� (D Lt� � _ (D N a0(D N Lt� _ � 00 C�f`� O � � � � ��� � 00 C� Lt� (D N Lt� � (D�00 C� 00 O L (6 O O�O � O C� � �(D(D � (D (D (D (D(D(D f`N � (D �N 00�� �f') � N � �� � � � � � � � � � N N N N N N � � � � �� � N(D� I` � N � ' C Lt7 _ � � � � � � 00 N� I` Lt� C� � � �L - �� � � � �� N �, � __ __ � o t6 � , > U � � � � � • � � � � � 00 O�O� N M C� 00 C� O�N M C� ' 00 d� O �N M O� 00 C� O � N M � 00 C�O � N M � 00 �O� N M � �� � z O O�� � � � O O ��� � � � O O � ��� �j • O O � � �� �j � O O� � � � �j . O O�� � � �j L c� � � o 0 0 0 0 o a � o 0 0 0 0 o a o 0 0 0 0 o a . o 0 0 0 0 o a o 0 0 0 0 o a o 0 0 0 0 o a � � O . N N N N N N � N N N N N N ; N N N N N N N N N N N N � N N N N N N ; N N N N N N �� � � C/� (Q � ("� � � O I` � f�f� (� � � 0 ��� � 00 � O O O O O � M � �O I` � � � � �00 � } uiuiriuiai � oo �cic� c�i � c��6i � c�i � o0000 � uiuicyiui6i � co � ai �c�i � N � ' ' N � � N � ' N � � � � � � � � � 7 7 7 7 7 7 � V � � L- � � � I � + Q U L �� � L L L L L L � � ca N Lf� O C� � N(� N � � f��u� � ca O O O O ca N Lf� O CO ca I` � Lf� � v � L � Lf� � � � � N O Lf� O � N�d� O � O O O O � Lf� d� � d� � N � � O t6 � � � � � � � � � � � � � � N� � � � � � � � � H H H H H H �H N >� � � M I � � � � �cn �� � L L L L L L �O ��00 N I` � d O�� � C� � (h �O� d� � O O O O O d� 00 N I` d� �M� O � � (n N ��("� 00 � O � �N� f� N � Lt� C�Lt�00 M � O O O O O �� M 00 � O �Lf�CO Lf� 00 M '� N �(�� (� � � E � E (+') �� � � E E('7 � ('7 � � E M� � � � � � d � � d d � d d � � d � � � C� f� f� V C� C� p � � � � � � �� I �L U Q(6 � � i i i i i i N � d C�("� Lf� I` � d O 00 f� � N � O O(h I` d� � O O O O O d C� M Lf� I` d� �O O M I` � � � �' �Lf�C� I` Lf� O � C�N O f� O � a0 (h 00 d� d� � O O O O O �Lf� C� I` Lf� O �00 M 00 � � � �CV� � � � � �� � N � � i i i � i � �N � � � � ��� � � O � O O O O O O �� Z Z Z Z Z Z �� ��� I � I I �� �� L L L L L L �� d O("� � O ("� d N�00 C� � � O a0 N Lt� � � O O O O O d O M � O M d O 00 N Lf� � O � �00 Lf� � � 00 � �N O f� O � (h N O C� 00 � O O O O O �00 Lf� � � 00 �M N O CO 00 N p O� � � p � � � O � � O O� � � O� � O� c� C� C� c� c� c� �•— O O O O O O �� � � . � I �� o a� �� �a/� L L L L L L LL � d("�C� � O N d C�Lf�� (� � � � C�f�00 � � O O O O O d M C� � O N d�CO I` 00 � �� �("�� � C� O � Lf��� � O � O �Lt�� � � O O O O O �M d� � CO O �O� Lf� � � � � E N � � � E � E �''� � � � E E N � � � E M � � � � T d d d d d d � � � � � � � N V d d d � d d � � N � � � � � "� I o O � U O � �� �� �I♦ Ul Lf�� Lf� ("� Lf� Ul f�N 00 � O fA C� a0�Lt� d� U� O O O O O U�Lf� � Lf� M Lf� U�CO 00 � Lf� � � � W �00 N C� � C� � �(�O Lf� N � � O f�� M � O O O O O �00 N C� � CO ��O I` � M � � �� i �� i i � i � �� i � i �� � a a ' a a a a � 0 �� � �� o � (� M � � � � � . � � � � �� � o � �' a� o a� a�o �' �n c� a� �n ao �' r`�n a� � � �' o 0 0 0 0 �' rn o rn rn o �' ti �n a� �� �� � I` O O O I` � f�N 00 00 C� � C�N f� d� � � O O O O O � I` O O O I` � CO N I` �� �� � � � � � � � N� � � � � � � � Cv � � � O (A U � �� � � � I I I I I vUi N � � � � �� � n' � � O � O� _ �C� O � f� = a0�(h I` C� = O O O O O = � O �O� = 00 � M I`C� �� Q � N � ("� Lf�C� � �� C� N O � O O� N C� � O O O O O � N � M Lf�CO � O O � N C� Q� � N i � i i � CV i i � � n1 i � N i i �O � �� � � I I I I I I L � � O � �O � � Q � � N 00 � C�N � 00 f� C� C� C� � �f�(h 00 I` � O O O O O � N 00 �C�N � � I` M 00 I` r0 N � aoairic�iti � o� r` c� c�i � a»� ri6i � o0000 � ao6icric.iti � 6i � � riai � � � � � � � � � � �� a� � � � ai � � � a� O � I � � I � .�� � ■� M � o � � - - - - - - � N O � � ^\ N 'i � I` (� �N i f�00 (� � 00 'i �f�f� � M 'i O O O O O 'i � I` M�N 'i � I` I` �M � � W � � O � O O � �� � Lf� (� � �a0� Lt� � � O O O O O � d� O �O O � � 00 � Lf�� L� � � Q � � � ' � Q ' Q N N � a a � � � ' � Q N N � � � n N � � LL � � � �.O � � � � I I I >� � I �� � a �� � � � aoc� � �c� � �nr` c� ao � � ao�� c� o � o0000 � aoc� ��c� � ao � � coo � � �--� i Lf� Lf� Lf� �� i �� C� N N L (h f�(h C� I` � O O O O O i Lf� Lf� Lf�d�� i M I` M C�I` �� � � ("� N ' � � ' � (h (h ' � � � M N ' � � M M � � � N � � O � � U � � � � I I I I .�� N I � � � � �� � titic� �� �. � �' i �f� 00 O O �' a0�� C� C� i O O O O O i I` I` C��� i 00 � � CO C� �j U �"' � Lf� � � I`N � N N � C� � � a0 N� � C� � O O O O O � Lf� � �I`N � 00 N � �C� � � � i N � � � � i i N � � � � i i N � M � � i N � � � � •� N �� d d d � d d � t6 � � LL LL LL LL LL LL �N � o � � � U � I ��U � � N � OI i I` (� O �(� i N f� � (� C� �' C�f�Lt� d� � i O O O O O i I` M O�M i CO I` Lf� �� �(n � z � � I` C� � �O � (")(� f� Lf� � � N�Lt� d� N � O O O O O � I` C� ��O � N � Lf� �N � ^ � � � i � �N = i i = � i � i N = _ � � ��N = � � � � N L U � � � � � � � � � (6� ' .L � 7 7 7 � � 7 � (6 M � � i �� � � a� a�'i � � � . � - ' � o o � ��' � z • O�O � N M � O�O� N M � ' G� O�N M � � O �N M a1 � O � N M a1 �O � N M a1 �� a""� O� � � � � O�� � � � � O ��� r � � O � ��� � ' O � � �� � . O� � � � � U � o 0 0 0 o a � o 0 0 0 o a o 0 0 0 o Q . o 0 0 0 o Q o 0 0 0 o Q o 0 0 0 o a �.�? ON N N N N � N N N N N � N N N N N N N N N N , N N N N N , N N N N N �� � (� � • � � � (n � � � M f� � O M� � f I` �O f � � �M� O � � � O � � O O� . . . . . . . . . . . . . . . . . . . . . . . . �O (D O �(D � O �O� � M�O� O M O� � CO f O�f N N N N � r r r r � � � C (� � � U �� L O V . . N N I` O N I` . � M f O� f . O N� O O � . �L (Q � � �N N O �N � � O �O� � � ��O� O � O� � •� � � � � �� � � � U � . . . . . � � • • • • � � > � � � � L > �'_' t�6 � �C/� ' f O M O f M � a0 d� � O a0� N O� O O N O f`�� O f� � � M � . . . . . . . . . . . . . . . . . . . . . . . . � ��O � � C�N (D O C'7(D 00 � �O 00 lf� �I`00 O � 00 �' � C"� C"� C"� C"� � � � �� C"� � C"� � r � f � � O . . i i i i . . i i . �N � � � � � O V O O '�U� � � � U ! cD O O O cD O � M 00 O O M O � I� C�O� C� f`�I` O f� I` Q� � (D a0 O � a0 (D N C� O (D C'7 f` O 00 O f� 00 �I`O� O � O� � (V � � (V � � � � �� � � � � r � r � � � • • • • � � • � � � �- � � y--� � � � O � L � � '� � � ! O N O O O O � M� 00 O C'7 00 � 00 N O� N O cD Lt� O O � L� a0 �C'7 O a0 C'7 �N N O �N � O O O� O f I`CO O f CO � � � � � � � � � � � � � � � �� • • • • • � � � O O C � •— � � � C L •— � _+� � � � M C4 f O M f � C4 lt� (D O (D C� � � I`O� f` O M a0 O O a0 � O � C'7 �O O C'7 O � �� � O �� � � � �O� lf� � CO r� O CO � � � > N C'7 N C'7 � � � � � t6 � � � � � � � � � O � � ~ U � � � L � � � � � � � � I�(D O Lt� (D � �N 00 O �00 � 00 �O� � M O�� O C� �f) p � a0 ��O a0 � N C'7 O O N O (D O f�O(D f� f�� O f � � • � � � . i i i . . i i . �' �, i � � .0 � �L � � � L � � L � � O � � � � � � W � � d�� I` O �I` O N �O O � �O�O� O � � � � � O�� � � � I`I` (D O f`(D O N N O O N O oO I` O O I` O 00 O� O O O� � � � N �N � � � � � � O � �� � � � � O � L � � � � ■� 'L � � U � ' � r r ap O �a0 O CO �O O O7 f O M O � M O � I` O O I` � }� N� O O N O � � O O� O C'7 CO O� O M O� � N N O�N � � �I♦ N � N N N � � � � � � � � � W � � � � �� c �o � a� � � � � � A� � � L c �V N DO � O N� 00 I� I�O 00 I` �cD C� O � C� (D (D 00 O(D 00 � � W . . . . . a0 O � O 00� � � �O� � C'7 I`r O M f N CO M O N M >+� � � �� � r r � � � � � . . o . . Q � � � I1/ � L.1_ 'w � � V� � � � �-�+ � O .� � M � ■� � �f� � O �� I` 00 I�O I` I` C�M f` O C� f` � � � O�� '� � � r �� � � �� � � ��� � ��f � f f � � � 0�� � � w` N • • � N �N • � � � • � N r N • � � � � W - ' � � � rn L � � N � c �... � c6 � � .o � � � � a� � O Q � � ao� aooaoao coti �oco � �c�� o � � � aoc� o�c� � � � C�� C� � C'7 C'7 � � f�O� f� N CO�M O N �M O� N C.4 O O�C.4 � � � � . . . . . � � �� � �= Q � E L � � � � U � � c c � � '�� (� � ' — ti� aootiao titiroti � c�ao� oc� � � oc� o�c� �� _ . . . •— �N 00 O �00 � N N O� N ��r O � f I` CO f O I`� � r � • • N N N N • i i i i • C� � M � • i i i i � t6 i ►� � � � � . Q�Q U � � � � .� �, � o � � � Q� � � � o � � U Q � � I`N tD O I`tD M I� I`O M I` O O�Lt� O O � � C� � O�� � U (n I`C� N O f`N (D C'7 �O(D O� �I`� O � � � � O� O�O� �— � I � � � �� i i i i i � � � � f � f � L (�' . . . . . � � � � W z � �� � � � U O �r (Q •— � Lj� � U � 'L � t6 Q � � � � � � �� >+� a� c.�� � >+� a� � � � >+� a� ��� >+� a� � � � >+� a� � a� � oa �= � �oa �= � � oa �= � �oa �= � � oa �= � � � � � � �a a �� � �a a �� � 0 a a �� � �a a �� � �a a �� � � o o � > � E > > � E > > � E � > � E � > � E � � � }' Z �� � a� �� � a� �� � a� �� � a� �� � a� c� (� ca � � � � �� � � � � � � � �� � .a� � (!� � cn v�i i i i i i i�� � � �cD M cD Lt� � a0 I` �� � I`M� N �� � � � � (D I`(D 00 � �I`(D N � � N � I`O � O tD� a0 �� � � � � � 00 I`00 �00� � O �(D (D (D (D � � O C�C� ��� N � ��(D I` I` � � � �� � 00�O � �f` f` f` f` � f` �C�N �O O � � � v v � � �� v � � v O O O O v f` O N C� v(D� C� O � � � � �C'7 C'7 C'7 C'7 � � N N N �Lt�00 �� � � � � 0 0 Lf')00 � � � N N C� C� � U �� L O V �L � � ._ � i i i i i i � ��d� M N � � � tD� � M�� tD �� � � � � � 00�00 �f�00 � � � � ��� � � � d� O O N � �M� N �� � � � � � N C�00 ��C� O O L � ��n c� ti ti � � � �ti � ��o c�i �c�c�c� c� � a�ao c��n �o c��n � a`�i a� � � � � �� � oo a�o � �r` r` r`r` � c� �ri ai� �ai o �c�i� cn > > > � � �� � � � �0000 � r` o�c� �oc� c� � � � O O O O� � � � O � N N N �N O � � �, L Z Z Z Z Z Z�n� o � � N N C� C� � � > �' (Q � �(/� � � � O �cD f M N � a0 a0 �cD � O�� tD �� � � � � � ��C� �O� C� � (/�N ��(D O I` � QO � M N � �tD M � �� � � � � (D ��C� ��N � � � � ��n c� I` I` O �rj � �c� O �c�� N Q c� c� c� c� p O �n c�c� p oo c� c� �c'� O L C�.1 C�j � � �� v 00�� � v f` f` f` f` v � C'7(D f` v�C'7 � (D C � � � �� � O O O O f` O�C� �� 00 � O O O O O Oc� c� c� c� D� NNN Da�oo �nti '�cn �000� � N N C� C� �� � L L � � Q� � � � ��/ ��-+ L.1_ .L L L L L L L �I�QO cD M � I` � M� � ��M �f) �� � � � � � ��C� ��� � � Q� � � � d� �M � ��� M �� � � � � (D �O� ��� 00 (D � � ��(D (D I` � (D � �� � O C�00 N �(D (D (D (D � N �N 00 �f�f� f� N O tL6 � � � � �� � 00�� � �f` f` f` f` � 00 N�f` ��N � � � � ++ ++ � � �� ++ � ++O O O O ++ (D O�C'7 ++(D� � (D � Q Q Q Q C� C� C� C� Q� N N N �(D I` C� � �?� � � � � � � ��00 O � .. � fA LA (� � � �N N C� C� �C/� �� o � � o o � +� +� +r +r +r +r � •— U� �p M I� I� U� � d� tD a0 fA �O a0 tD fA� � � � fA f� ��C� fA Op� N � 2� � � �rj Lt� a0 I` � I` � N� � t�O O a0 �� � � � � p C�(D� � Op� (D 00 � �(D (D I` �� N �� pp C�f` N (D (D (D (D � 00�� �� C� C� ,� � � � � � �� � f��� � �f` f` f` f` � �;O�� � (rj I` � (D �C a a � � �� Q � Q O O O O Q � O�C7 Q M� I` N L � C'7 C'7 C'7 C'7 � N N N p(D 00 I` O�� N N N CC� � � � � C � � T ~ U � � �' f N a0 M �' � a0 d�� �' Lt�a0 � O �' Lt� Lt� Lt�Lt� �' �I`� C� �' N � Lf� C� �' � � � a0 I` C� � � M a0� � �I` O �f) � � � �� � 00�N O � C� � � � � � � � � (D (D (D(D � N�� (D � C� � � O O O (D (D I` I` C� O C�C� C�� N N _ („) � ��� �� � � f` f` f`f` O�� � N � � I` � � ��� � � O O O O O O C� N (D I` (D � � � C� C� C�C� N N N N (D �� (D � � 00 � � � � C N N C� C� 'L '— � � � O L � � � � � � � = f � d� M = M f��QO = N� � � _ � � �� � I`C�� � C � � � � U E � � I` I` C� � cD �p�I` � I`M � � � � � �� � 00 C�C� O � (D C� 00 f� � L (D (D (D(D O 00 I` � � Lf� 00 C'7 � (D (D I` I` � � aj N� � O� O � � � � � � � (r)�Lt� �� � � f` f` f`f` f`f`� Lf') � 00 � � � � � ��� � � O O O O �O C� N � N � � Q� C� C� C�C� �N N N � O � N � � f� � � � � O N N C� C� �' uj U � � � � � U � � � � a0 M I� cD � N �O M � I`N O I` � � � �� � ��N � � C� 00 � (D � t6 I` M I`� O� � � � � �� 00 N I` � � � N O (n � c� titiri � . . . � • � c� c� c�c� � c�oo � � a� c� a� � `�' c� c� titi � o�� ai� o � � �' � ���n ooa� � � r`r`r`r` c�ir`aic� c�c�ic�ti c6 a�i � ��� � � o00o a�oc� c� o �ntia� Q� C� C� C�C� �N N N � O 00 N � f� � C� � �� N N C� C� � � � "� � � � � O � �L � � 'i O I� � a0 'i � I`�a0 'i tD� M O 'i � � �� 'i N N N � 'i � CD O C� � � N (D I` C� Q cD d�QO� Q I`O � � Q � � �� Q N�� � Q � � � f� � � Q (D (D I` I` Q � O O O Q f`� � � a (D (D (D(D a (D N C� O a C� 00 � � � � ^\ � ��� 00� O � f` f` f`f` O�00 f` N � I` � � � � «, � ��� � � O O O O �O C� N O C� I` 00 N � � C'� C'� C'�C'� �N N N O � Lt� � C � � f` 00 C� � V � � N N C� C� (6 C � � � � � � r � � O (�' � C Vr N � � u�i > - � X � � � v f N a0 a0 v d� I`N� v �N M a0 v � � �� v I`�I` N v � � O O O L � N i � (D (D C,� i a0 M N� i I`� I` tD i � � �� i C��� O i O 00 � � � � C � � (D (D I` I` � � �O� � (D C'7 f` O � (D (D (D(D � O�C� � � C� (D C� N � � (Q � � � � ��� � ooa� o � � r` r`r`r` � ooric�r` � � c�ti� — � c � � � ��� � � O O O O �N N N (D I` � O � � � � � (D 00 C� � � � .� N N C� C� � � � � � L � O � J � � (� � � � E L L (� i d� d� cD � i � I`�� i N� � tD i � � �� i 00 N C� � i � f� 00 � `� � c� � � � � c0 I` M�� c0 �� a0 � c0 � � �� � �ti� 00 � ti N N O c � � � � (D I` I` � N �O� � �C'7 � � � (D (D (D(D � - i . � � � ��� � 00� O � � O O O O � 00 O C� N � 00 (D 00 O O O � (n LL LL LL LL C� C� C�C� LL �N N N LL N (D � N V � O � N N C� CC� � (Q �(6 � � t6 � � •� � y--� � L (Q Q, G i O f N I` i O O�M i �M � �f) � � � �� � C��N 00 � � � f� N �� � � � (D � � � � �M a0 � �N N N � � � �� � (D�(D 00 � (D N O (D � ❑ � Lt� (D I` I` � C� �O 00 � �C'7 � � � (D (D (D(D � (D C�� � � � � f� (D � C � Q � _ � ��� = 00� O � = f` f` f`f` � �C�00 � � Lt� I` � � � U A\ � � � ��� � � � � O O O O � 00 O N N � � 00 (D N — �LJ �I � � � � C� C� C�C� � �N N N � � (D O N �— � � N N C� CC� � ~ � �� � z � � L _ r � L C � � O � � r ' � fA � Lj� U •L _ � � ,^ � L C�O � N M d� O �N M C�O� N M C� O � N M C� O�N M �O � N M j �(p LL J � � O� � � � O � ��� O�� � � O � � �� O ��� � O� � � � O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O � � � � � N N N N N N N N N N N N N N N N N N N N � N N N N N , N N N N N = �O � � � -' , O L � . . � � � � z � � , ' � � � � � • - � � � � I U� u � � Li� Li� N � O � N O O 00 � Lf� � Lf� 00 I` N O C� C� � M O f` f` 00 O I` 00 N N � L � O � C� Lf� Lf� O � f` f` C� � N � Lf� C� C� r M Lt� C� C� I` CO CO � M � C� Lf� N � � O O � � (y r r r r r T T T T T r r r r r r � U O � a � � � � � � .� � � � L � 00 � O f` � � Lf� � M � N � � Lf� 00 Lf� f` Lf� C� a0 � � N r M Lt� I` 00 O O � 00 LS� LS� � Lf� � N Lf� O M C� O M O 00 � � � C� � O Lf� � C� M � � N M N f` 00 Lf� � M � C� 00 d� O O Lt� Lt� LS� N 00 � 00 CO � O C� C� � f` O f` Lf� �L � f` 00 O � f` M M � � M � f` C� C� � N C� 00 C� Lf� � M I` M Lt� I` N M d� d� 00 LS� M N Lf� � C� O N Lf� � M O N � L _ _ _ _ _ _ _ .. .. .. .. .. .. .. .. .. _ _ _ _ _ _ _ _ _ _ N Q � � (") � � � Lf� M � N C� � N f` N M O I` O C� � M 00 � � LS� � LS� � M I` I` C� � Lf� C� � C� � � N � � f` � I` LL � Q� M C� Lf� O � a0 a0 O O � C� � � r M 00 C� I` M Lt� N I` I` � 00 N C� 00 � I` f` � C� N C� Lf� � N O Lf� 00 � � r � � } O C� � N � N C� O � � C� C� I` 00 O C� C� I` d� O O � 00 M LS� d� O Lf� � Lf� QO � � f` Lf� f` Lf� N N O � N N C� � N � � � Lf� Lf� C� C� f` f` f` 00 00 00 00 � 00 00 00 00 � � � � O O O N N M M M � � � � � � � � � � � � � N � � N N N N N N N N N N N N N N N N N N N N N N N M M M M M M M M M M M M M M M M M M M M M � � � � H � � N � O � � � � 00 � O M d7 r M f` � Lf� 00 M 00 M Lf� � I` � � Lf� � � � O 00 O I` C� d7 00 M O 00 O � � � � O � 00 � O 00 f` f` Lf� � Lf� Lf� C� C� N � C� C� LS� LS� � M � d� I` O � M � Lf� C� Lf� � (q � N N N r r r r T T T T T T r r r � � � � � � � � U � � � � � a � c� � L � � • 0 � � f� � � � M a0 f� N � f� � � � � 00 u� N r N r M I` � � � � N M I` N N � � M M M o0 00 � N � � � M � � � O C� C� Lf� C� f` M N a0 a0 a0 M � r (V r M Lt7 Lt7 N M � CO O � M C� � � � f` M N � Lf� M 00 00 f` O � � O O •� � L � N O � C� � O C� M O N 00 Lf� Li� 00 M I` Lt� N O 00 d� � N M N � � M M O f` Lf� � 00 C� Lf� � 00 � O � � C� j 'L � L � � � 00 �M � � 00 O M f` O O N M Lf� M N M Lf� f` f` � �� C� d� 00 N C� 00 d� d� d� d� I` I` � � QO f` f` C� Lf� Lf� � � � } C� C� f` f` 00 00 00 � � � O O O O O O O O O O O O � � � r N M M M M M M M M M M N N N N N N N � � � � � � � � � � � � N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N N 0 � f/� �•�— N � N t � � > H � � � � � L � � � � � � O� Q Q � � � � � � � � � � � � � � � � � � � � � � � � � � � � Q Q Q � •�..� W �/1 � � � � � � � � � � � � � � � � � � � � � � Q Q Q Q Q � � � � � � � � � VJ � � M t � _ � �..� � (6 O o � � � � � � N t6 N �N U L L �� � • � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � �A' �A' O • � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � W �y/ � L � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � � f` f` f` f` f` f` f` f` f` f` f` f` f` f` f� f� f� f� f� f� f� f� f� f� f� I` I` I` I` I` I` I` I` I` I` I` I` I` I` f` f` f` f` f` � N U Q� O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O O � V L } M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M M � — (� � N a� a� � � � � � � �� � � � � � u� .o > � � � � U � U � � Lf� Li� N � O � N O O 00 � Lf� � Lf� 00 I` N O C� C� � M O f` f` 00 O I` 00 N N � N � ~ O � C� Lf� Lf� O � f` f` C� � N � Lf� C� C� r M Lt� C� C� I` CO CO � M � C� Lf� N � � O O � � � � � (y r r r r r T T T T T T r r r r r �� � � � � U � � � � � � � � � V � U � i N .� � � a� G� .. L �o � L � Lf� O M � N � C� f` N Lf� O � � Li� M Lt� N � N � 00 00 M d� � � � M M O � � C� Lf� C� C� Lf� C� 00 O f` � O � � � � N � � � � � � � � f` f` O f` � O � C� M N r Lt� O � M I` O LS� M LS� N 00 I` � � � O 00 M � N N � C� � � � Li� � •— N � 00 O � � � Lf� C� f` � O M M M M � M M M � � � Lf� f` a0 � O � Lt� I` d� O O N N N N N � � O � � � N � � � � } f` 00 00 00 00 00 00 00 00 � � � � � � � � � � � � � � � � O O O O O r r � � � � � � � � � � � � N � N }� N T T T T T T T r r r r r r r r r r r r � (� � � � � � ■� � � � > � � Q � � � � � O N N � I` � � � � O � � � M N O Lf� � 00 � O O Lf� 00 I` Li� � O C� d� d� d� CO C� � 0 � r� � � M N M N N � O O O � � � O O O O O O O O r N N N N M � C� C� C� C� C� C� C� � L � �, � � � � � � � � � � � � � � � � � � � � Q � � L t6 V �,� O+ � � o � O D U a U , � � c� � o u� � �' �' o � (n i � f` 00 � O � � Lf� N M � � � 00 � O I` I` I` � I` 00 CO M LS� CO LS� � N Lf� O Lf� � 00 � C� � M � Lf� 00 M a0 � U � V � � f` Lf� 00 � � f` a0 C� f` C� � � � L!7 O r M M d7 M C� M N LS7 M O M � N 00 I` � 00 � M N N 00 � � Lf� � f` � ._ � � � Lf� C� Lf� � M N � � � � M N � � � � � � O O � O � � � r O O O O r N M LS� LS� CO I` 00 � � O � � M � � '� � � � � � � � � � � � � � � � � � � � � � � M � � � � � � � � � � � � � � � � � � � Lf� Lf� Lf� Lf� � � � ' L� N r r r r r r r r r r r r r r r r r r r r r r r r r r T T T T T T r r r r r r r r r r r r Q� .� O � � � — 5 � � .� ~ � � � � o C � a0 � O M d7 r M f` � Lf� 00 M 00 M Lf� � I` � � Lf� � � � O 00 O I` C� d7 00 M O 00 � ��..1 G � � � O � 00 � O 00 f` f` Lf� � Lf� Lf� C� C� N � C� C� Lt� LS� � M � d� I` O � M � Lf� C� Lf� N � (A � � � N N N r r r r T T T T T T r r r 1 1 1 1 1 1 N O � Q LL O Q v �A' � �A' L � D � � � � i '� W �� H .� N � z� ' v� � � ' ^� i C� f` C� Lf� O � � O a0 � � M 00 � d7 r d7 N I` M Lt7 N I` CO M M N C� 00 Lf� I` � QO f` M N N f` � 00 00 C� M M t � O � (�� � M � Lf� C� � � � N N � Lf� Lf� Lf� C� C� C� Lf� C� C� f` f` 00 a0 � O � � Lt� C� I` I` I` I` I` I` I` CO � � M M M M M � Q-� � �� • } � � � � � � C� C� C� C� C� C� C� C� C� C� C� C� C� C� C� C� C� C� f� f� I` I` I` I` I` I` I` I` I` I` I` I` I` f` f` f` f` f` (6 � U � �L� N � � � � �� � � � � � � � � � �� a� � � �� C� C� C� C� O O O O O O O O O O O � � r � � � r � � � � N N N N N N N N N N N M M M M M M M � O � � � � O O O O � � � � � � � � � � � � � r � � � r � � � � r r � r r r � � r � � � � � � � � � � t � }� L L }� L L }� L L }� L L � � � �z . �� � o c=a � � � �� � �� � o � � � � �� � �a�i � o c=c a�i �a a >'a � � �a�i � o c=a � �a a >'a � � � � a�i H �o - a�noz � � � a � � � av,oz � � � a � � � av,oz � � � a � � � av,oz � � � a � � � � � o � � _ _ (I) �U �N QO M � �M QO� O� �ti O� f` }cD I`ti f� }� �� � }� �� O � �� �� r � �� r O O O � H H H � � � U �� �N �� Lt� �O �(D O �O �N f` �� �a0 QO a0 00 �C'7 00� � �(D O(D 1` Q L � �f` t0 N �� M � � �� r � �� r .� � L � U ��/ L�y � � 'i� cD f f` 'i a0 �� tfl 'i N �N � LL a0 �� O LL I` O O O� LL� QO� N � � I` QO I` OO � f`00 00 00 N N o0 �� Lt� Lt�(D Lt� � C'7 C'7 N �� � �� r � �� r ]y.., t6 � �(/� �� �� M d� t0 �� I`O Lt� �� N C� N �O �cD a0 N N �I` N� N �� a0� N �N H cD I`I` f� �(D O� N �O �00 M .� � C'7 �� � � O O O O L � �� r �� r C � O O ��� � L �O N I� M �� a0(D M �� �� � � L �� �a0 t0 �M QO� M �� �(D M Q� ?j(D QO I` f` �C'7 C'7� M �� �� O � �� � �� � �� � �— � � y--� > � � �� N cD � �� �� O �� N C`7 t0 L~ �I` O� � �N �N tfl �I` Lt�� f` ~=L �cD a0 I` f� �O C'�� � �f� f�C� C� �� C'7 C'7 C'7 M 00 O O C� �; E r r r r r r L� �� Q� Q•�! � � =O M d� OO �� �N O �� �� f` O C �� N(D t0 p N QO(D O p I` �C`7 � �� �cD I`(D t0 �N �N f� �O 00� � � C'7 C'7� M 00 �� C� � � � �� r •— � _+� L � � � �Q� � � =M �I� � =M �� O �� �N � �L - �C'7 �Lt� t0 �a0 C''�� N �Lt� �� d'� � � fJ�Lt� Lt�Lt� Lt� L/�� �� � �� C'7� O � O C� �Lt� � f` 0p 00 00 � �, � �� � ��.., � U . � L � �� • ,� � � O O � U � � � � � O � �� • � N M M � N M M , � N M M �� � � �= � � � �= � � � �= � �.� ' � � � O ' � � � O ' � � � O v� ��� H ��� H ��� H � o � 1 1 1 � 1 1 1 � 1 1 1 L� . O �N . O � N . O � N ��' � �� � � � � � � C � ��� ��� ��� � � aaa aaa aaa � � o� �� �� � o � � u�u� u� I� d�� O M N N M � M t �� � O �� (D� �� � O � � (D O O � I`N O N �� f` f` O cA U � C'7 N � � a0� N I` I`(D N 00 M }' �(� O a0 a0 C'7 (D a0 �� C'7 (D � �' N� � � �N N(D �O 00 N Lt� L � � �a0 QO (D �� (D(D I`I` 00 00 f� � f`� � N (D N �� O C'7 � C'7 M � �C� f� � f�� �O O f� N O N �� �� � N �� �� C'7� � O Lt� C�N � f� Lf�(D f�00 O� N 00 � 'L � � � (V� � � �� �� �� � N r � (V� � �� � r r C,) � � � � � � � � � � � � �� t6 � Q� }' �O d� � a0 cD �� I�a0 � M N }' a0� I` O I`I` O C'7 C'7 C'7 C'7 O M }' �� � (D �� �N �C� C� � M �� � � �O I` a0 QO N (D Lt� Lt�a0 O � t0 � �O C`7 C`7 �C`7 C`7� �� C'7 C'7 N ��cD I` (D QO� �00 00 C� � f` Lt� (,/) . � . . � cq �� � I` �(D I`I` 00� � � 00 (D(D � � �O f`C'� N N N C'� � �� N � 00 N �(D (D� N f� t0 cA�' �f` (D N �� N N �00 f` � f` �(D (D � (D f� O� N f� (D C� � �� ('7� � � �� �� �� � N r C'7� � � �� � N r L C O � A� � Q f cD O f d� �d� �O N N � 'L �� I` (D C''�C''� N O �� (D � O� � � 'i � 'i C�C� N (D O I` 00� �� � � N �� LL �� O N �N �00 �00 � (D C� LL �(� � � C''�(D N a0 I`� � � O LL O� � a0 I`� 00 N �f` N � C� � �a0 � I` �� I`(D 00 00 00 � f� �f` Lt� C'7 N 00 (D O 00 C'7 � � 00 00� O 00 O f� C�C� C�N O (D N �� �� � N �O N N C'7 f` (D � t0 f`C� � 00 �� �00 N lf� � C� M � � (V� � � �� �� �� � N r N� � �� � N r � L �� C � M •�� � � N d� I� O �M d�d� I�tD I` O O� � (D(D QO (D O(D �a0 �N I` O O � �� � � �O 00� �00 (D (D M �O (V � I�O � N �N (D 00 C�� � C'7 N � �� M (D �O C'7 I` �(D O � � � I`N I` O �� p� �� � 00 C� � � � �a0 QO I` �� �(D 00 I` f` � f� � �f` O C'7 N� �f` f`N 00 � C� � �� � � (D 00 �� f�N C� � 00 � � � �C'7 � N �� �� N� C'7 � � C�� � 00 �� (D 00 O O O 00 O (V� � � �� �� �� � � r N� � �� � � r L� N � c �... � cv � � �.� � � •��/� � � 00 O cD cD I�f �N �� N O f` � (D(D QO a0 QO(D C'7 I` C'7 I` C'7 a0 t0 � �� � � O� �00 �� 00 � Lt� � � V♦ Q � I�N QO � (D� �� I`N � � 00 � �N � N I`I` (D� N N � a0 O� � �� � � I`� I`O C�00 (D � t0 >� ?j �a0 I` I` Lt�(D (D 00 00 00 00 00 f� �j C'7 Lt� Lt� f` Lt�C'7 Lt�� (D 00 (D C'7 t0 ?j f`O (D � Lf�� Lf�f� O C� � N Lt� ��-L-' � � C'�C'� C'� N �� �� N C'� C'� � � N� O � (D(D f�� �� � f� � � c� � � � � �� �� �� � � r N� � �� � � r � � � N � (� � � �L � L � � U � I�� N I� d�I� M O N N O tD tfl � �� O N (D� C'7 a0 �� � I` � � (D I` � QO �� O(D �� N � M � C � � I�O � � (D I` (D N O O O C� � � M� � a0 QO� �� a0 I` N � N � �N I` � �I` N C� �� � N C� � 2� � a0 a0 QO (D Lt�Lt� Lt�I` 00 00 � 00 f� � �� f` � �Lt� �00 Lf�f` 00 (D C� � �(D Lf� f` Lf')(D �Lf� O O � f` M �O � � O C'7 C'7 � �� �� N C'7 C'7 f` M f`O � f� (D(D (D 00 O� N � O � (V� � � �� �� �� � � r �� � �� � � r V � W � �� � � (Q W � �� � � t6 � (n = I�M QO cD �I� �I� M� � tD O� � M O � O �� (D N �� O N N � N C� QO � �(D �C� �O � f` C� � �N I` (D �C� �I` I`C� � � t0 O �N � N �I` Lt�(D �a0 � O t0 p I`� � I` �O �C� �O � � M � � � a0 I` I` � �� �(D (D(D f` f` t0 � f`C'7 (D � N C'7 (D 00 N 00 � � N � �C� (D C� 00� �O N 00 N N Lt� � � O� C'7 r C'7 r �r N C'7 � f` � f`O O � (D(D (D 00 00 00 � � C� O � � (V� � � �� �� �� � � r �� � � � �� O � � � Q �.0 � � _ �� I� M O f I�N d�� O � f` _ �� (D N �I` C'7 C'7 I`N N � O� � �� O C� C�� �N N N C� C� N � � � � OI � �� O C'7 C'7(D �00 �O 00 � Lt� � N� QO O QO a0 N I` �N a0 (D � � O O N � �I` O O �� � � � ��' z � fA QO I` (D � C'�C� �C� �� (D 00 Lt� Ln O O C'� � f`N 00 f` �O � C'� � �f`� � N �O �� f�lf� 00 C� � c�L/� Q _ r N(D C'7 N O� �� N� � � Lt� �N 00 � C�� �� �f� � (D 00 � � � CV� � � �� �� �� � � � �� � L C �r - �.O � Lj� - �U � 'L � (v Q � a� � �c� � � � � � � a� a� � � , a� a� � a� � � � • � � . � c� o � � � N N N N M M M M r M M � N N � N M M M M �M M � � N �y N N �y M M �y r M M L� � z �� � �� � �� � � � � � � � � � � � � � � � � ��� � � � � (� � � � � � � � � � � � � ++ � � � � � � � � � � � � � ++ , � � � � � � ++ U L � O � O ' ' ' ' ' ' � O � � � t� p • ��v O � � � � �� � �~ ��v O � � � � �� � � ~ � ��v O � �� � �� � � ~ �� cn � av�ozo� � �a� � � av�ozo � � � a �� � a�nozo ��� a � � � �n � 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 Smith Travel Research's Trend Report is a publication of Smith Travel Research and is intended solely for use by paid subscribers. Reproduction or distribution of the Trend Report,in whole or part, without written permission of Smith Travel Research is prohibited and subject to legal action. Site licenses are available.Ownership,distribution and use of the Trend Report and its contents are subject to the terms set forth in the contract you have entered into with Smith Travel Research. Source 2013 Smith Travel Research,Inc. 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 Smith Travel Research's Trend Report is a publication of Smith Travel Research and is intended solely for use by paid subscribers. Reproduction or distribution of the Trend Report,in whole or part,without written permission of Smith Travel Research is prohibited and subject to legal action. Site licenses are available.Ownership,distribution and use of the Trend Report and its contents are subject to the terms set forth in the contract you have entered into with Smith Travel Research. Source 2013 Smith Travel Research,Inc. ❑ � � - � z � a� o � a� � U N a �, � • • • • • • �, � L Q Q � • • • • • • Q U � � (Q • • • • • • � L � a • • • • • • �' � � � O Q � • • • • • • � � � U LL • • • • • • � � � � ' � • • • • • • � � � � Q • • • • • • � � C N (6 Z • • • • • • � � � � Q • • • • • • � � L � � (n • • • • • • � O L Q Q Q • • • • • • O � � � � • • • • • • L Q L � � � � � � � � � Q � � � � • • • • • • � � � � a • • • • • • � a� � � � • • • • • • a � o � IL • • • • • • ca � � � � — � • • • • • • � v � � � � p • • • • • • >, N a � L � Z • • • • • • � � � Q � > x � U Q • • • • • •�'�� � '� C (n • • • • • •���� �� � T T �L Q • • • • • • Q�j��� � � ��� N � tn � • • • • • • v.>,> o '�� a� c���a � 7 • • • • • • L� V � � �� � � O > � • • • • • • �6 � � � � � � (6�� '�� Q • • • • • •��� � �� �--��--� O � L6 � � • • • • • • Q �Z� Q� I� • • • • • •���U a� � � c � a�o � N ' � • • • • • • o •00� � � U = N C � �� O V� Q� �U � L N N N�O��� � � E��N���00 C t� O N N � �� N N fD � � ������ � L _ �O�0�O O� G1 O��p�� Q�N N�N�N p� O� �- �C �- . � � � � � � � � a�a�a� �� L� d������ � � � �O�O O�p � � �4 O�O O��� L O Q CV N N C�1�N N �� � �- L C �- Q- C._ aQ���Q�a �� � �� � � � a a � � �� � � � > � � � � _ � � �n �U � o � ��� � � � a� � V (Q � U (Q (Q (Q �U U� QUUU �� a��� a� a� a� � o L L � Q Q� � � � Q� Q Q Q Q Q Q (6� ������ �� �'_ � �� � �L Q �Q Uoc�c�c�c�c� � Q-o a�o a�o a�o a�o a�o � v�i 1�I N N N N N N T� ������ � � � L I � � � � Q�� � O � ����� � � Z Z Z Z Z � � � � � � � � � ,�� M � ����� � � � � L L L L L � � � N - c�c�c�c�c� � � U � z ����� (6� N o 0 0 0 o a� � ������ �� �.., � (L6 (L6 (L6 (L6 (L6 Q� C � ������ � � � >•"= a �� � � � �� � i � � � � O U � a� 0 � o� a� � � � o �� � � � � �� � � N � � Q� ` �L � Q W � � � � � � � f/� � �4 � �Q ,� � V! N � L(� � �� � ��� � �� �� O � O c0 (�6 � O•L �' C d� [6 �[6 � Q � a � �� � �� �� f^ e� �c� � (Q(n (6 v, � Z a� �� � � �� Q� } pl �'��cn c� ~� � z � �� L � � � �� (n � N C���(f� L � Q� L (Q � �� (Q C� V �� �� � � ��~ �� >, N N O � � � � � � � � � � � c6 � 222�2U >O �� � dj � � z ��C'7��fD fD lS7 � (Q � i � H Q����c'7 O �- � �� �V����c��S (n [�6 ■ • • i �-� nite � � 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