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Home My WebLink About20210243 19 Washington St. Development Site Plan Traffic Study (2) � �Cr�ic�h�can � .��:��;�� May 17, 2021 �`�_'' Mr. Michael Ingersoll The LA Group 40 Long Alley Saratoga Springs, New York 12866 RE: Traffic Assessment, 19 Washington Street Re-Development, Washington Street, City of Saratoga Springs,Saratoga County, New York; CM Project 121-147 Dear Mr. Ingersoll: An updated Traffic Assessment has been completed for the proposed 19 Washington Street Re-Development project located in the northwest quadrant of the Broadway/Washington Street intersection in the City of Saratoga Springs.The current proposal consists of the construction of 90 new residential apartment units and 31 new hotel rooms. It is noted that the City of Saratoga Springs reviewed and approved a separate proposal on this site called the Rip Van Dam Hotel Redevelopment Project(RVD Project).This previous proposal included the construction of a 176-room hotel with a 200-seat banquet hall.The original approval for the RVD Project was based on the Traffic ImpactStudy prepared by CHA last revised October 2013(included under Attachment A). This updated evaluation is based on information provided in the "Layout & Materials Plan," prepared by The LA Group dated March 18, 2021 included under Attachment B. This letter provides a trip generation estimate and comparison to the previously approved RVD Project and includes an assessment of the proposed site driveways on Washington Street. 1.0 Project Description and Existing Conditions r� - � The project seeks to connect multiple buildings along ` �,�.' �r ;"`�'�+'�'._h'"�. ,� � � the Broadway frontage and develop or redevelop the .�, �i�:- � = � ;F. _.�� land behind the main buildings. The Rip Van Dam and �,: .. i � ,_�� Starbucks occupied buildings will be restored to �y 4.1 `"~ _ ' �� redevelop 15,273 square-feet (SF) into commercial, , ;�1 - _ � - - � � T�J� . ��',1s "� � `�' __ hotel rooms, and apartments on the first floor and ., - ��_ _ �.:,.� �_� -.__ .� basement. The new building being constructed with ■ ��' ��' � ' � �� '�� ' � f'f �•� � � r-�� - �� . . d � the primary frontage on Washington Street will include � A L�.. ' �� -� �,: �� , residential apartment units and hotel rooms. The new �- �� i � �� _ + - ,� Q building will include garage parking for approximately � _- .__ - � � , : - 101 vehicles within lower level and first floor level � - _ �' _ �� decks which will have separate driveways on ----�,. � - i � �� -- , - . :r _- �__ �� ,� —�_ Washington Street. It is noted that these two new �� - ° ; - �� - _ � -- - y �, �- , driveways will replace three existing driveways �, �= _ _;_,. �-- i �� :� �� 4 ' currently located on Washington Street which is � — � � ; - � - consistent with access management principles. The � � �, - u'-�j � project location is shown on Figure 1. Figure 1-Project Location � �' k�� ; Washington Street is a two-lane city street classified as an urban minor collector that is approximately 40-feet wide.On-street parking is provided on the south side of the street(2-hour,9:00 a.m.to 6:00 p.m.). In addition, on-street parking is provided on the north side of the street on weekends. There is a signed loading zone located on the north side of the street adjacent to the Starbucks. Washington Street travels in an east-west direction within the City of Saratoga Springs from Rowland Street to Broadway.The posted city speed limit is 30-mph. Land uses along the roadway generally consist of commercial and residential uses. Universal Cr�i�htr�n Ma��r�in� E�-�c�ir7eertn�, LLF � 2 Winn�rs C:irc{e� A{b�ny, NY 122U5 J 5]�i.446.t]:�y6 � www.cr�-��kl�.c�r�r� Mr.Michael ingersoll Ma y 17,2021 Page 2 of 6 Preservation Hall is located next to the proposed development to the west while the Bethesda Episcopal Church is located on the opposite side of the street. 2.0 Traffic Assessment Trip generation determines the quantity of traffic expected to travel to/from a given site. The Institute of Transportation Engineers(ITE) Trip Generation is the industry standard used for estimating trip generation for proposed land uses based on data collected at similar uses.As stated above, a trip generation comparison has been conducted for the proposed mixed-use development. It is noted that the trip generation summary provided by CHA for the RVD Project used Trip Generation, 9`h edition which was the most current version of the resource at the time of the submission.The RVD Project trip generation was estimated using land use code (LUC) 310 for a Hotel and assumed 72% occupancy, a 10% credit for self-parking/transit use, and increased traffic associated with the valet operations. It is noted that the RVD Project development plan evaluated the weekday PM peak hour and the midday Saturday peak hour.The AM peak hour trip generation for the previous site has been developed based on the original methodology for comparison purposes since the new development plan will typically generate more traffic during the AM and PM peak hours of commuter traffic due to the amount of residential units to be constructed. The trip generation estimate for the 19 Washington Street Re-Development Project is based on Trip Generation, 10`h edition and was estimated using LUC 221 for Mid-Rise Multi-Family Housing and LUC 310 for a Hotel. It is noted that the proposed project is located within the City of Saratoga Springs which would be considered a "dense multi-use urban" setting; however,due to limited data points provided by ITE associated with this type of setting for these land use codes, the trip generation estimate is based on a "general urban/suburban" setting.This indicates that the trip generation estimate is likely conservative since developments located within more urban settings generate less traffic when compared to typical suburban sites. Table 1 summarizes the trip generation estimate of the previously approved RVD Project development plan and the current project proposal for the weekday AM and PM peak hours which coincide with peak conditions of the adjacent street network. Table 1—Trip Generation Summary Land Use Size LUC AM Peak Hour PM Peak Hour Enter Exit Total Enter Exit Total RVD Project Hotel(127 Occupied Rooms) 176 units 310 77 77 154 80 80 160 19 Washington St. Apartments 90 Units 221 8 23 31 24 16 40 Re-Development Hotel 31 Rooms 310 6 4 10 9 10 19 Project Total Updated Proposal 14 27 41 33 26 59 Difference in New Trips �� -63 -50 -113 -47 -54 -101 The proposed project is expected to generate 41 new vehicle trips during the AM peak hour and 59 new vehicle trips during the PM peak hour.This indicates that the revised site will generate approximately 113 fewer trips during the AM peak hour and 101 fewer trips during the PM peak hour when compared to the RVD Project development plan. The magnitude of the new vehicle trips generated by the site is less than the New York State Department of Transportation (NYSDOT) and ITE threshold of 100 site generated vehicles on any one intersection approach for needing off-site intersection analysis.This guidance was developed as a tool to identify locations where the magnitude of traffic generated has the potential to impact operations at off site intersections and screen out locations from requiring detailed analysis that do not reach the 100-vehicle threshold and are unlikely to require mitigation. The anticipated traffic volumes for the 19 Washington Street Re-Development Project will � �Cn�r�ighton � lY4°:all�I:��iI�Y�I Mr.Michael ingersoll May 17,2021 Page 3 of 6 be below the 100-vehicle threshold indicating that detailed intersection analysis is not needed and that the site generated traffic will be accommodated by the existing roadway network. A review of intersection operations and vehicle queuing provided in the Traffic ImpactStudy conducted for the RVD Project indicates that site specific improvements were not necessary for that approved project. This suggests that off-site intersection improvements would not be required for the updated project plan since it will generate significantly fewer peak hour trips. 3.0 Site Access Assessment Access to the at-grade parking lot (with 51 parking spaces) will be provided via one driveway (East Parking Lot Driveway) located on Washington Street approximately 190-feet west of the stop-bar associated with the signalized Broadway intersection. Residents and patrons will be able turn left and right into the parking lot; however, left-turn movements exiting the lot will be restricted as shown on Figure 2. A similar driveway (West Parking Lot Driveway)to the underground parking lot (with 50 parking spaces)will be provided immediately west of the at-grade parking lot driveway.The site plan shows an approximate 55-foot long loading zone in front of the proposed building located just east of the parking lot driveways. It is noted that vehicles and delivery trucks within the loading zone may temporarily limit sight lines looking left for motorists trying to turn right from either of the parking lot driveways; however, this condition is similar to other driveways located in urban settings. It is noted that this condition is similar to an existing driveway associated with this parcel and the adjacent loading zone located in front of Starbucks. Figure 2—Parleing Lot i ' ? lo �, o�o z4 0 26 0��zs o Drivevuay Layout o � I � &I O 8 GVESTpiOPUFF �II �- - � � I' O q I 'I � � ¢ � 41 O St O�OI O O �B 99 4� 41 92 43 � E%ISTING � I BIIIL�ING - I . O - � (RIPVPN�MAI —. � � I __........ ... ❑ �� B iVP. I Q q p I � I 1� l� �a.i a�iKHcia� I ' ' o ._� � EYISTING -- I � � 1I BVIL�ING - � I `�OfFICE6�lON "�.•_� +� 1�1 9i � Ifi- 9] �Jb�:Q 50 51 RooM --�� I �� TRASH6 �__ �REG CLING � ! � �I � BIIIL�ING ".�� „ � - ' �� STtR6ViIf5� �� I�` .�� . . n /� il L�.. i� - -i L7��}� C I �—� _1 r% Q �"l If �—�r — `� LI�LLCJ_' m '�RdPE E__—. � � �fiF/� r -� _ — �. ��- ---+- -=—+ ' �- -�= - - �- , - . , �,/ � — � _ � ...= � �1 _ � _ _ � � �. � i � ��il� �; � -_ � - - Proposed Loading Zone " Existing Loading Zone WA5HINGTON STREET . Sight Line and Loading Zone Review It is noted that sight lines for motorist entering and exiting the parking lot driveways should be maintained to the extent possible. A review of the Manual on Uniform Traffic Control Devices—2009(MUTCD) indicates that there should be a minimum 20-foot"No Parking Zone" provided between an intersection and on-street parking in order to provide adequate sight lines which is based on the Uniform Vehicle Code (UVC). A review of the site driveway indicates that there is an approximate 13-foot "No Parking Zone" from the end of the East Parking Lot Driveway. It is recommended that this be increased to 20-feet as per the MUTCD. Figure 3 shows the unobstructed sight line from the East Parking Lot Driveway if the"No Parking Zone"is extended. It is noted that sight lines that pass through the adjacent loading zone could be temporarily impacted by a vehicle � �Cn�r�ighton � lY4°:all�I:��iI�Y�I Mr.Michael ingersoll May 17,2021 Page 4 of 6 or delivery truck if it was stopped in that area. It is noted that these conditions are consistent with other urban areas and it is anticipated that motorist will edge forward to see around any sight line obstructions. � i ___ Fogure 3—Lo�ding Zone g,.� i ¢ Modific�tiorus 4 _ � �$.� r.ccessie� '�--�-� ¢ � PPAKING I � � � m —�_}I l+ 1�y 4-0 O AB- 47 4E �:: d9 50 59 TMSH 8 $�I' ��_�� II t�]�Ir____ I �1 � �ROOMUNG � �I - I �� EXISnNG C� �i 1 � 4 . � ��,_ -.�� , � 0 _ EST�� I�,-- ,� � 1 n �'�,_� !� _ � - ��_�� -- � � , � , I� � � r � �_ �-- , - u - - -- -� - -;- w ��--+ � � � � � — -� �_1_ �; �, , , � I �, � � ' - --._ � � ��_.,��_�` — ---- -- —- -- , -- _ � '�-- . Resident Hotel Patron Expanded Commercial Si�ht Li�e waSHiN�TOrv SrREET Loading Zone Loading Zone A review of the sight plan indicates that the main entrance to the 19 Washington Street Re-Development Project is located in front of the proposed loading zone; however, a secondary access into the new building is proposed further to the east.This secondary access is designated as a service area access for loading and trash removal. It is recommended that a smaller loading area for apartment residents and hotel patrons be provided immediately adjacent to the main building entrance and be limited to 15-minute parking similar to what is provided in front of The Saratoga Hilton. A larger commercial loading area should begin east of the passenger car loading area that would extend into the existing loading zone currently provided in front of Starbucks. This new expanded commercial loading area could be used by delivery vehicles and garbage trucks associated with the proposed re- development project and Starbucks. It is noted that this commercial loading zone will have adequate access to the secondary service access and would not block sight lines associated with the parking lot driveways for an extended period of time since it is located further to the east. Parking Lot Drivewav Recommendations The proposed parking lot driveways are side-by-side which is h �� y � � � � necessary to provide separate access to both parking lots. It is �i �r, � ; �,-`�`'�':: noted that vehicle paths exiting the parking lots will not overlap '„, � "� � since left-turns are restricted. It is also noted that vehicles will �� ' '�' `� have limited sight distance to pedestrians as they approach the �""�"� �� -� sidewalk when exiting the parking lots due to the structure of the buildings;however,this condition is similar to the existing parking garage access provided at 70 Railroad Avenue as shown on Picture 1. It is recommended that the following conditions be .-�'`� implemented in order to minimize driver and pedestrian conflicts at the parking lot driveway intersections on Washington Street: P��ture 1—�o Ra�iroadaver,Ue Park��,�a��e55 • Provide ground mounted "Stop" signs (MUTCD Sign R1-1)on the southbound approaches of both parking lot driveways. , _ _ __ • Install "No Left-Turn"signs in conjunction with both "Stop" signs(MUTCD Sign R3-2). • Install a ground mounted"No-Left-Turn"sign(MUTCD Sign R3-2)on the opposite side � � of Washington Street to reinforce this turn restriction. � • Ensure that the parking ramp to sidewalk transition does not exceed six percent. �' R,, ' �3� � �Cn�r�ighton � lY4°:all�I:��iI�Y�I Mr.Michael ingersoll May 17,2021 Page 5 of 6 • Provide "In-Street Pedestrian Crossing "signs (MUTCD R1-6) to alert motorists as they enter and srnre ' exit the parking lots of possible pedestrian conflicts similar to those provided at the Woodland �Aw Avenue Parking Garage (See Picture 2) • Provide curb ramps from the sidewalks prior to the driveways so that pedestrians are aware that ,o they are crossing a driveway. A sidewalk treatment should be extended across the driveways to at provide a visual cue to drivers as they exit the parking lots.A similar treatment is provided at the �� Price Chopper parking garage on Railroad Avenue(See Picture 3). eRos w'A�K, -- , J _ -_ ,---- ,�_._. , __ �.,� � ��ic�r � - `I �' - k-a + , 1 � � �'� � .��} - — �� 1Sy � � � � � • a� c. i:� 1 i _ L c'�� f.� S H �� Picture 2—Pedestrian Sign at Woodlawn Avenue Parking Gara�e Picture 3—Price Chopper Parkin�Garage P�d�strian Tr�atment 4.0 Conclusions The project seeks to connect multiple buildings along the Broadway frontage and develop or redevelop the land behind the main buildings.The new building being constructed with the primary frontage on Washington Street will include 90 new residential apartment units and 31 new hotel rooms. The new building will include garage parking for approximately 101 vehicles within lower level and first floor level decks which will have separate driveways on Washington Street. It is noted that these two new driveways will replace three existing driveways currently located on Washington Street which is consistent with access management principles.The following is noted regarding the proposed project: • The proposed development is expected to generate a total of 41 new vehicle trips during the AM peak hour and 59 new vehicle trips during the PM peak hour. This indicates that the site will generate approximately 113 fewer trips during the AM peak hour and 101 fewer trips during the PM peak hour when compared to the RVD Project development plan. This magnitude of traffic does not warrant detailed evaluation of off-site intersections based on NYSDOT and ITE guidelines and the site will be adequately served by the existing roadway network. • A review of intersection operations and vehicle queuing conducted for the RVD Project indicates that site specific improvements were not necessary for that approved project. This suggests that off-site intersection improvements would not be required for the updated project plan since it will generate significantly fewer peak hour trips. • Loading Zone Recommendations: o It is recommended that the hatched area that restricts parking adjacent to the East Parking Lot Driveway be increased to 20-feet as per the MUTCD to maintain clear lines of sight looking left. o A smaller loading area for apartment residents and hotel patrons should be provided immediately adjacent to the main building entrance and be limited to 15-minute parking. o A larger commercial loading area should begin east of the passenger car loading area that would extend into the existing loading zone currently provided in front of Starbucks. This new expanded commercial loading area could be used by delivery vehicles and garbage trucks associated with the proposed re-development project and Starbucks. • Parking Lot Driveway Recommendations: o Provide ground mounted"Stop"signs on the southbound approaches of both parking lot driveway o Install "No Left-Turn" signs in conjunction with both "Stop" signs. o Install a ground mounted "No-Left-Turn" sign on the opposite side of Washington Street. � �Cn�r�ighton � lY4°:all�I:��iI�Y�I Mr.Michael ingersoll May 17,2021 Page 6 of 6 o Ensure that the parking ramp to sidewalk transition does not exceed six percent. o Provide "In-Street Pedestrian Crossing" signs (MUTCD R1-6) to alert motorists as they enter and exit the parking lots of possible pedestrian conflicts. o Provide curb ramps from the sidewalks prior to the driveways so that pedestrians are aware that they are crossing a driveway. A sidewalk treatment should be extended across the driveways to provide a visual cue to drivers as they exit the parking lots. Please feel free to call our office if you have any questions or comments regarding the above evaluation. Respectfully submitted, Creighton Manning Engineering,LLP �``�=``�� l/��=.. f Mark Nadolny Assoeiate � Attachments N:\Projects\2021\121-147 LA Group-19 Washington St Saratoga\Working\Traffic\Reports\121147_Traffic Assessment_20210517.docx � �Cn�r�ighton � lY4°:all�I:��iI�Y�I Attachment A RVD Project Traffic Impact Study 19 Washington Street Re-Development City of Saratoga Springs, New York Rip Van Dam Hotel Redevelopment Proj ect Saratoga Springs, NY TRAFFIC IMPACT STUDY July 2013 Revised October 2013 Prepared for: Presidian Saratoga Hospitality Group, LLC 353 Broadway Saratoga Springs, NY 12866 Prepared by: 3 Winners Circle Albany, NY 12205 CHA File: 25173 TABLE OF CONTENTS I. INTRODUCTION...........................................................................................................................1 II. EXISTING CONDITIONS................................................................................................................1 A. STREET NETWORK ................................................................................................................1 B. TRANSITAND PEDESTRIAN FACILITIES...................................................................................1 C. TRAFFIC VOLUMES................................................................................................................2 D. VEHICLE QUEUES..................................................................................................................3 E. PARKING...............................................................................................................................3 1. On-Street Parking...........................................................................................................3 2. Off-Street Parking...........................................................................................................3 III. NO-BUILD TRAFFIC VOLUMES .....................................................................................................4 IV. PROPOSED CONDITIONS .............................................................................................................5 A. PARKING...............................................................................................................................5 1. Hotel & Events ...............................................................................................................5 2. Employees......................................................................................................................6 B. 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 B: Site Layout Plan Appendix C: Traffic Counts Appendix D: Level of Service Criteria Appendix E: Capacity Analysis Worksheets Appendix F: Supporting Documentation C, �/T 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 ValetTrips....................................................................................................................................10 5 2015 Build Traffic Volumes...........................................................................................................11 C, �/T 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 al low 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. �. TRANSI'T 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 C, �/T 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. 1'RAFFIC 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. a, u �o ti 4 b � 0 0 � � � .� ti n � ,�-i nNi � n � I 35 130 26 � 5 152 �" 165(132) - 19 105(77) _ _ r � w Washington Street N O �A y r.i m ti .� ti � � � � � y LEGEND � ry O � XXX(XXX)=PM (SAT) � '-�^ � Exhibit 1: 2013 Existing Traffic Volumes C, �/T 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 Ave rage 5 1 4 1 Maximum 12 9 10 7 Queue provided in numberof 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. P.�TtI{ING 1. On-Street Parking 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). 2. C�ff-Street P�t�kin� 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. C, �/T 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 restaurants and retail 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. m � ar � a b N � N � 0 � L 7 rl 7.15 � �'�1 � d� ,� r� � r� d� I ' 3� ,,, r,� 133 31 - � 5 165 — 158(135) -• 19 107(79} �_ . Washington 5treet � N N l.'� . I , 1 � N � �"� �1 ti � 14 � � � d LEGEND � � B � x?C?((?(}CX]=PM (SATJ � � � Exhibit 2: 2015 No-Build Traffic Volumes C, �/T Rip Van Dam Redevelopment Project-Traffic Impact Study Page 4 IV. PROPOSED CONDITIONS A. PARKING l. 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% in year three. The STR report is included in Appendix 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 since they would not be traveling with luggage like the hotel guests. The use of the valet service will 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. C, �/T 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 Since it is not anticipated that the banquet facility will host daytime business conferences,the parking 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. Emplayees 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. C, �/T 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 same time, so they will not be competing with each other for public parking supply. 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. B. TRIP GENERATI�D�I 1. Hotel An estimation of trip generation for the proposed hotel was conducted using the data published in Trip Generation, 9r"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) C, �/T 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%for self-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. 2. �anquet 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. C, �/T Rip Van Dam Redevelopment Project-Traffic Impact Study Page 8 C. VALET OPERATION� 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 Washington 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%z to 6 %z 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 number of walking trips necessary, having some staff at each the hotel and the parking garage. D. SITE TRIP DIS°TRIBUTION 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. C, �/T Rip Van Dam Redevelopment Project-Traffic Impact Study Page 9 a � � Q b pm n � L �" � i ~ .... 'ti � Uj � W �-�a rv I �. ia{ia) i(�) I 3z(�.$) S(a) 1(1) (1� — 21(22j 7(11) 7(11) 8(1�) 1(1) 1{1)— Ii � ; Washington Streef � I � v� 3 '; b � LEGEND � N o � xXX�XXX)_�nn(SAT� � °p � 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. � u m 4 a o '� � � � � '� i"' w i . �i � � 3��s�) � 41{43) 41(43) � �II 3 Washington Street I a� � � ro y � b a LEGEND � � Xf(X(XXX)=PM(SAT} °� � Exhibit 4: Valet Trips C, �/T Rip Van Dam Redevelopment Project-Traffic Impact Study Page 10 E. FUTURE BUILD VQLUME� 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. � u rs 4 � � o a' � a � �- •'.'. r�5 +. � o d '~-I N � w � w 0�0 d � I 48 — 180(210) 32(45) �138 180(210) 31 - - 65 i�3 � ° as(54` 268(135}-- 19 3�4(269� -- �76(215� —� 108(80}� - � � � Washingfon Street a � n a r� o� �n .� w � � � o b bLEGEND � o 0 � XXX(XkX�=PM(SA7) r" �- � Exhibit 5: 2015 Build Traffic Volumes F. TFtUCi�ACCOMODATIONS 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 C, �/T 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 B. 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. �. 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. C, �/T 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 Engineering 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 11:00PM-7:00AM 1 Housekeepers 7:00 AM—3:30 PM 11 13 15 Valet 7:00 AM—3:00 PM 3 4 5 3:OOPM -11:OOPM 2 3 4 11:00PM-7:00AM 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:OOPM 12 14 15 5:00 PM —11:00 PM 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 described in the Parking section,there will be no designated employee parking for the facility. Like most other businesses Downtown, employees will utilize public parking,walk or use transit. H. PEDESTRII�N ACCC�MMODATIONS 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. C, �/T 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. C, �/T 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 B 16.1 B 18.4 B 19.2 Broadway&Washington Street SB B 11.5 B 12.4 B 12.0 OVERALL B 17.9 B 18.9 B 19.4 EB B 12.6 B 15.9 B 18.0 WB B 12.2 B 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 B 19.5 B 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 EB C 30.6 C 29.6 C 34.1 N B B 16.7 B 19.8 C 20.9 Broadway&Washington Street SB B 12.3 B 13.3 B 13.3 OVERALL B 17.1 B 18.6 C 20.2 Washington Street& Exit Driveway SB - - - - B 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 C, �/T 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 g5tn percentile queue length during the Weekday PM peak hour conditions is summarized below in Table 7. Table 7: Queue Length Summary—Weekday PM Peak Hour Intersection Approach EXISTING No-Build Build (2013) (2015) (2015) Broadway&Washington Street NB 195 226 242 Queue provided is 95`"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. C, �/T 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, 9`"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%z to 6%z 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). C, �/T 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 B 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 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. 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. C, �/T Rip Van Dam Redevelopment Project-Traffic Impact Study Page 18 Attachment B Site Plan 19 Washington Street Re-Development City of Saratoga Springs, New York � ,-- _� _.i The LA GROUP �� '�- ,_-� � LentlscapeArchi[e<ture@EngineeringP.C. �,, . �� __1 0 �� ___' ..�, .x,--_�_ � P p6.PniPoso.P6u. 'f y SEE ENLARGEMENT 2 ON SHEET L-2.2 � � 1 -., r 40 Long Alley p 518 587 8100 � �� Saratoga Springs F 518 587-0180 ��- � / � \ � NY 12866 ww thelag�avP rom r r' — CONCRETERETAINING � �� - L-- I unautFo alt t add�tontotYis ` -• __ WALL BY 4RCHITECT �_ � � '� rruMr -- L . �` �Y MAINTENANCEAND _ . - �O" _�I � d�cu��e 'I�' r5ecio��z09orine TM��NE�_. _ _ � _ _ . i � _ Newvor�.s reeouo�on�a,�. STaFFACCESS pROPt— �. �� I „—-_ _., _ ._ __ ______ _ _ _ _ ______i I � s;me�.�,a�o�pzoi� i J c �I Iti �� . . . ., � v��x��tor _ _ - ' exisrwcsui�oiNc '1 353 Broadway � � - i (noE�PHiHorE�� . � — — �E I' � �� Acquisitions, LLC — - . ~ �I,i SEE ENLARGEMENT 1 ON SHEET L-22 _ 353 BfoadWay � - CONCRETE PAVEMENT �� , I i SaYatoga Spring5,NY 12866 � i i i � , .. . � io' �� O � �� . - ?� _ ,��...- - . .. .. _ - - --I-- - - - - - --=i ill 8 9 �a 1� 12 13 14 — I _ _ __ il PROPOSEASCMENT� � - i � CONSERVATORV I � i �r, I I �5 .� (AOELPHIHOTEL) i i I �. '. � � O7 16 ', I. ,I I ',',.i I � SEE SHEET L-2.1 FOR', ° BASEIdENT LEVEL PARKING�. O �� IyI - -- - ' LAYOl1T � .��/j� � I' , LdYLL�'2 i - - - -- �II - - - - - - i I .I � �S �e � - - �� i i-.� w� O 19 20 .21 22 23 24 25 26 27 `LB 29 30 �III, ��,.I � 3 � � I ..III I ': � UNNERSAL PRESERVATION HALL '� "' 18'TYP. ' ' I o I I,__ __ _ . �I O �TYP ', GUESTDROP-OFF II II I I I O � � II 31 32 33� 34 35 36 37 38 39 40 41 42 43 EXISTING �I � I � MAINTENANCEANDSTAFFI � BUILDING ��I - - I � ACCESS.. � �i IRIP VAN DAM) � � � � 9 NP. � � � ❑ I�� I I ��I I I � 4 ACCESSIBLE ---- -- - EXISTING --- - �� 6'1 PARKING � �l � BUILDING � I (ADMINISTRATION ' I � O O�O O O O O � m II I I 44 45 46- 47 48 49 50 5� OFFICES) TRASH& _ _ _ __ _ �� i i i -i RECVCLING I � ROOW EXISTING . .-_� � I BUILDING I I , (STARBUCKS) � ��, � fi� d 4 � 4 � �I �—�-�� - -- -- - o,e�Y r�,e — — — — — — — — � �,—�� _ ��—�#; —�- �- �� r �r '��R�e�rv+ — o '�� +�� i o - ` � 19 WaShingtOfl � �� - � — — _ �' � , � }� � ,, � � � � ' -_ � ' �1�`� i i — ----_ ._, --- - - "'"""�-" `�`� 19 Washington Saratoga Springs,NY 12866 WASHWGTON STREET �� SEE ENLARGEMENT 1 ON SHEET L-2.1 Vr jcR No: 20�0049 Oesiyn: CMI LAYOUT NOTES LEGEND 2° ,° ° 5 '° 'S 2° �`�w� �s^^ `�`°' �sM w�e: s/ia/�on s«i�: i°=�o� �. ALL LWE AND GRADE WFORMATION SHi1LL BE LAI�OUT BY A NEW YORK STATE 8. CONTRACTOR SHALL COORDINATE LOCATION OF ALL UTILITIES(LWES.�UCTS,CON�UITS, ---- PROPERTY LINE J TRAFFIC SIGN� SCale'1"=20' Rev: Descriptien: oatz: REGISTERED SURVEYOR ENGAGED BYTHE CONTRACTOR. SLEEVES,FOOTINGS,ETC.)WITH LOCATIONS OF PROPOSED LANDSCAPE ELEMENTS � �-�.� - (WALLS,FENCE FOOTINGS,TREE ROOTBALLS,PROPOSED LIGHTING FOOTINGS,ETC.). � 12 2. ALL NE4V�NORK SHALL BE STAKED OUT PRIOR TO CONSTRUCTION.THE OWNER'S CONTRACTOR SHALL REPORT ANY DISCREPANCIES TO OWNER'S REPRESENTATNE PRIOR ASPHALT PAVEMENT L-G.0 REPRESENTATNE SHALL 8E NOTIFIED OF ANY DISCREPANCIES.FIELD 4DJUSTMENTS TO CONTINUING WORK. IdUST BE APPROVED BYTHE ONMER'S REPRESENTATNE PRIORTO CONSTRUCTION. � CONCRETE PA�/E�AENT Lfi.i ��I'� PAVERS Z 9. ALL EXISTING UTILITIES ARE SH04VN IN THEIR RELATIVE POSITION.CONTRACTOR IS ��4 3. ALLLINESANDDIMENSIONSAREP4RALLELORPERPEN�ICULARTOTHELINESFROM RESPONSIBLEFORVERIFYINGTHEVERTICAL&HORIZONTALPOSITIONOFEXISTING ��I HEATEDCONCRETEPAVEMENT L�6.0 4VHICH THEV ARE MEASURED UNLESS OTHER'�NISE NOTED. UTILITIES PRIOR TO CONSTRUCTION. 4. DIMENSIONS TO CURBS ARE FROM FACE OR BOTTOM OF CURB TO FACE OR BOTTOM OF 10. ALL PROPOSED OR RELOCATED SIGNS WITHIN THE CITV RIGHT OF WAV SHALL HAVE FlNAL -------- EXPANSION JOINT �6 z SEAT VVALL �� CURB. LOC4TION APPROVED BY THE DEPARTMENT OF PUBLIC SAFETY BEFORE INSTALLATION. o.a��vi�,g rr/e 6"CURB � 5. FlELD ADJUSTMENTS MUST BE APPROVED BYTHE OWNER'S REPRESENTATIVE AND IF L-6.� NECESSARYAPPROPRIATEMUNICIPALOFFICIALS. ;��(� 7 �y �� 8"GRANITECURB e ': �+ TREEGRATE L62 Pl`d.Tllllllg BO`c�Sd tY XX.XXX I a �ut O, 6. ALL LAYOUTS FOR PIALKS AND PATHS SHALL BE ADEQUATELY STAKED BY THE �� L-6A i<.� AppYOVaI L y "� CONTRACTOR4NDAPPROVEDBYTHEO\NNER'SREPRESENTATNEPRIORTO Materials Plan CONSTRUCTION. = TRANSITION CURB e approved under authority of a resolution adopted L-6.0 by the Planning 8oard of Ihe Ciry of Saratoga Springs. 7. ALL PROPOSED WALKS,PAVEMENTS,LIGHTS AND SITE IM1IPRONEMENTS SHALL BE STAKED 7 IN THE FIEL�FOR APPROVAL BY THE OLVNER'S REPRESENTATNE PRIOR TO --------------- FWSH CURB Lf.O oraw�ng No. CONSTRUCTION. HISTORICSTREETLIGHT fi � Chairperson "�' L-6.1 L-6.1 � ACCESSIBLEPARKINGSPACE L-6.1 �ateSlgned�. L-�.O