Loading...
HomeMy WebLinkAbout20230216 118, 121-125 Woodlawn Special use Permit Final Comment from DEMEMORANDUM To: City of Saratoga Springs, Office of Engineering Date: November 15, 2023 From: Dale T. (Skip) Francis, PE, Client Manager & Site Plan Reviewer Mark Nadolny, Traffic Reviewer RE: Woodlawn Club at 118 Woodlawn Avenue – Technical Review #3 City PB# 20230425 CM Project: 123-045, Task Order 01 Documents Received for Review During our most recent review effort, the following information was made available to Creighton Manning Engineering (CM): 1.Response to Supplemental Comments Letter, prepared by VHB, dated 11/1/2023 (9 pages). Technical Review Comments Based on our technical review of the Project documents available for review, we offer the following additional technical comments for the City’s consideration during the municipal review process. Any previous items that have been satisfactorily addressed by the Applicant’s Team have been removed from the numbering sequence within this memo. Any remaining comments that were addressed in the latest response letter retain their original number for consistency of reference. The Applicant’s most recent responses are shown in italics text. CM’s supplemental comments to these items are shown in bold text. Qualitative Traffic Assessment Report Comment 7: The crash assessment of the Van Dam Street/Woodlawn Avenue intersection determined that there is a pattern of right-angle crashes at this location. It was noted that 10 of the 12 right-angle crashes involved a northbound vehicle on Woodlawn Avenue and a westbound vehicle on Van Dam Street; however, these were classified as driver error. The detailed MV-104 reports should be reviewed to determine if reduced sight lines from queued vehicles on Van Dam Street contribute to this crash pattern. The MV-104 reports should also be reviewed to determine what types of accidents the “other” crashes should be classified as. Mitigation should be considered at this location if the proposed development intends to increase traffic. Were any injury or fatal crashes reported at this intersection? VHB 1st Response: The crash review provided in the Traffic Assessment looked at crashes for the latest three years prior to the onset of the COVID pandemic (March of 2020). The Department of Motor Vehicles (DMV) website states that they keep accident reports for only four years from the date of the accident, except for rare instances that are described in Vehicle and Traffic Law Section 201(i). The 12 right-angle crashes occurred on or before June 17, 2019. Therefore, the corresponding MV-104 records are older than the four-year record keeping limit and are no longer available. As noted, the Woodlawn Avenue at Van Dam Street intersection experienced a total of 12 right angle crashes over a three year period. This equates to an average of four right angle crashes per year indicating that although there is a pattern identified, the occurrence of crashes annually remains relatively low. Additional review of the crash data revealed that the right-angle crashes primarily occurred during the Memorandum – Technical Review #2 PB# 20230425 Woodlawn Club at 118 Woodlawn Avenue Page 2 daylight with clear weather conditions and on dry roadway surface conditions. The contributing factors listed for the crashes included failure to yield the right-of-way, driver inexperience, traffic control devices disregarded, and driver inattention. A table showing the detailed crash data for the 12 right-angle crashes is included in Attachment A. Review of the information available for the three “other” crashes (direction of travel, number of vehicles per crash, pre-crash conditions, and contributing factors), indicates that two of the three “other” crashes were likely rear-end collisions involving three vehicles. One occurred in the eastbound direction, and one occurred in the westbound direction. Based on the available data, the third ”other” crash is unknown. No fatalities were reported at this intersection during the three-year study period. Six crashes at this intersection, including four right-angle and two rear-end, resulted in injuries, equating to an average of two injury crashes per year. There were also 14 crashes resulting in property damage and two crashes that were non-reportable (no injury and less than $1,000 in property damage). The proposed project will increase traffic at the Woodlawn Avenue at Van Dam Street intersection, although the magnitude of traffic generated will be relatively low and vehicles will also access the site to and from the north on Woodlawn Avenue and via Long Alley where the secondary parking lot exists; therefore, safety related mitigation is not proposed at this intersection as a result of this project. However, due to the identified pattern of right angle crashes at the intersection, the applicant would support the City with potential safety related improvements at this intersection such as the installation of a supplemental stop sign on the west side of the roadway and/or intersection warning signs (per the Manual of Traffic Control Devices (MUTCD)) to provide additional visual warning for the need to stop at the intersection. CM 1st Response: Regardless of what the Department of Motor Vehicle (DMV) website states, the MV-104 reports for the three years reported is available if requested from the New York State Department of Transportation (NYSDOT). The Applicant should request this information to determine the main contributing factor for the 12 right angle crashes via the detailed descriptions provided in the MV-104s. While it is acknowledged that the development will not substantially increase the total number of trips entering this intersection, it will increase traffic on the side streets by approximately 60% when compared to No-Build conditions. The majority of crashes reported at this intersection involve motorists exiting the minor street approaches and increasing traffic volumes to these movements may contribute to the existing crash pattern already identified. VHB 2nd Response: Per further discussions with CM, it was agreed that the information available in the crash summaries provided by NYSDOT, field observations of existing travel conditions, and engineering judgement, provided adequate details of the crashes that illustrated an existing pattern of right angle crashes at the intersection that have resulted in property damage. Based on existing travel conditions and engineering judgement, the crashes are likely influenced by the existing eastbound queue on Van Dam Street from the adjacent traffic signal. Although the traffic generated by the site will be low, as noted in VHB’s initial response above, the Applicant would support the City with potential safety related improvements at this intersection. In addition to the potential for the installation of supplemental stop signs, other measures such as pavement markings to expand the area in which eastbound vehicles on Van Dam Street queue outside of the intersection to increase the sight line, or more extreme measures to restrict movements at the intersection could be considered. CM 2nd Response: Comment noted. The City can consider the other alternatives noted above to address this existing issue. Memorandum – Technical Review #2 PB# 20230425 Woodlawn Club at 118 Woodlawn Avenue Page 3 Comment 9: The qualitative traffic assessment acknowledges that existing traffic will often extend back on Van Dam Street from NY Route 50 and impact operations at the Woodlawn Avenue intersection. A review of traffic count data in the project area suggests that the weekday afternoon and Saturday midday peak periods represent worst-case conditions that would overlap with peaking characteristics of the proposed use. Provide a detailed analysis at the Woodlawn Avenue and NY Route 50/Broadway intersections on Van Dam Street to document traffic operations with and without full build-out and maximum occupancy of the site. VHB 1st Response: Detailed capacity analyses for the Woodlawn Avenue at Van Dam Street intersection were completed for the weekday PM and Saturday midday peak hours. Trips were estimated and distributed to the Woodlawn Avenue at Vand Dam Street intersection using the following methodology: Using the worst-case condition of maximum occupancy of the building (75 people) and 34 vehicles noted in the response to Comment 8. Assume all 34 vehicles enter and exit the site during a single peak hour (68 trips) The majority of site-generated traffic (75%) accesses the site through the Woodlawn Avenue at Van Dam Street intersection based on the existing travel patterns at the intersection during the two peak hours. Note this is a conservatively high estimate of the trip distribution at this intersection due to the secondary parking lot located on Long Alley and options through the grid network to enter and exit the site from the north. The results of the analysis are summarized in Table 1 and included in Attachment B. The analysis shows that the Van Dam Street left-turn movements currently operate at LOS A conditions during the weekday PM and Saturday midday peak hours. These levels of service will be maintained with the construction of the proposed project. The Woodlawn Avenue northbound and southbound approaches currently operate at LOS B and LOS C, respectively, during the weekday PM and Saturday midday peak hours. With project construction, the northbound and southbound approaches will both operate at LOS C with a 1.4 to 3.0 second increase in delay. No mitigation is recommended. (Tabel 1 not included) As noted in the Qualitative Traffic Assessment, the eastbound Van Dam Street approach to the traffic signal controlled Van Dam Street at Broadway/NY Route 50 intersection consistently blocks Woodlawn Avenue which is supported by the presence of the “Do Not Block Intersection” sign on Van Dam Street eastbound at Woodlawn Avenue. Based on the trip generation and distribution methodology described above, the addition of two vehicles during the weekday PM peak hour (one vehicle everything 30 minutes) and nine vehicles during the Saturday midday peak hour (one vehicle every six to seven minutes) will not impact operations at the Van Dam Street at Broadway/NY Route 50 intersection; therefore, a detailed analysis was not completed. CM 1st Response: A detailed assessment of the Woodlawn Avenue and NY Route 50/Broadway intersections on Van Dam Street was specifically requested in the previous comment letter since these intersections are located 325-feet apart. It is acknowledged that new traffic from the proposed development will not substantially impact operations of the NY Route 50/Broadway/Van Dam Street intersection. The traffic analysis provided at the Van Dam Street/Woodlawn Avenue intersection assumes that mainline traffic on Van Dam Street is freely moving; however, as previously acknowledged, the eastbound queue from the adjacent signalized intersection extends back and impacts operations of the unsignalized intersection. Vehicle delay at the Van Dam Street/Woodlawn Avenue intersection should be provided from the SimTraffic simulation software in order to account for existing queuing issues that impact operations at this unsignalized intersection. In addition, a review of the No-Build and Build traffic volumes provided in the HCM reports show different trip distributions/assignments for the PM and Saturday peak hours. Please explain. Memorandum – Technical Review #2 PB# 20230425 Woodlawn Club at 118 Woodlawn Avenue Page 4 VHB 2nd Response: VHB’s evaluation noted that the eastbound Van Dam Street approach to NY Route 50 queues back beyond the Woodlawn Avenue side street approach and that field observations indicated that drivers on Van Dam Street generally adhere to the “Do Not Block Intersection” sign allowing space for Woodlawn Avenue traffic to enter or exit from Woodlawn Avenue. In subsequent conversations with CM, and an email dated October 31, 2023, it was acknowledged that a SimTraffic simulation would illustrate the conditions already reported and no additional detailed analyses are needed. The trip distribution pattern for the two peak hours was based on the existing volumes at the intersection which are slightly different during the weekday PM and Saturday midday peak hours. CM 2nd Response: As discussed in a follow-up conversation, a full detailed analysis of the NY Route 50/Broadway/Van Dam Street intersection is not required since the City is not interested in pursuing an all-way stop condition at the Van Dam Street/Woodlawn Avenue intersection. As noted above, the City can consider other alternatives to address this existing issue. It is anticipated that project visitors will use the City’s grid street network to access the site if long vehicle delay is experienced at this intersection during peak traffic conditions. 11 Provide a gap analysis to determine if traffic on Woodlawn Avenue has adequate gaps to cross Van Dam Street adjacent to the project site. VHB 1st Response: The good levels of service shown in Table 1 (LOS B/C) indicate that there are sufficient gaps in the existing traffic on Van Dam Street to allow drivers to cross Van Dam Street at Woodlawn Avenue. To respond to the comment, the peak hour TMC videos were reviewed to document the number and length of gaps on Van Dam Street at Woodlawn Avenue during the weekday PM and Saturday midday peak hours. Information published in the American Association of State Highway and Transportation Officials (AASHTO) A Policy on Geometric Design on Highways and Streets, 7th Edition, identifies the minimum gap needed to cross a two-lane roadway as 6.5 seconds while a left-turn movement needs 7.5 seconds. Table 2 summarizes the gap data based on number and length of gaps during the two peak hours. Table 2 shows that there are enough gaps of sufficient length to accommodate the through and left-turn movements anticipate during the worst-case maximum occupancy condition. (Table 2 not included) CM 1st Response: As noted above, vehicle delay on the side streets is likely higher when accounting for queuing associated with the adjacent traffic signal. In addition, Table 2 indicates that there is a total of 89 gaps during the PM peak hour and 160 gaps during the Saturday peak hour. Are these gaps in both directions? Accounting for impacts that vehicles making right-turns from Woodlawn Avenue may have on the operation of these single lane side street approaches, it is not clear if there are sufficient gaps. VHB 2nd Response: As noted in Table 2, the gaps shown are representative of “Crossing Maneuvers” and “Left-turn Movements” and therefore, account for the crossing of two lanes of travel on Van Dam Street and include gaps in both directions. The gaps were documented using existing traffic volumes so account for the existing traffic on Woodlawn Avenue turning onto or crossing Van Dam Street. The gaps observed are in addition to gaps that are already serving existing traffic and further confirm that eastbound vehicles on Van Dam Street are adhering to the “Do Not Block Intersection” sign and leaving a gap in traffic to allow for flow of traffic to and from the Woodlawn Avenue side street approaches. Regarding the vehicle delay, the analysis summarized in Table 1 illustrates that the additional traffic associated with the project results in minor increases in average vehicle delays. If vehicles experience additional delays by maneuvering through the intersection more slowly when Memorandum – Technical Review #2 PB# 20230425 Woodlawn Club at 118 Woodlawn Avenue Page 5 accounting for the vehicle queues, ample capacity exists at the intersection to maintain acceptable operations as average vehicle delays are shown to be 18 seconds or less on the side street approaches. CM 2nd Response: Response noted. No additional analysis is requested. 15 Is adequate sight distance provided at the Woodlawn driveway intersection for the parking lot? Will on- street parking need to be restricted near the driveway to ensure adequate sight lines? VHB 1st Response: The parking lot with access to Woodlawn Avenue is an existing parking lot. Review of Google Earth historical imagery shows that this parcel has been an active parking lot for at least 20 years with no parking restrictions on Woodlawn Avenue adjacent to the parking lot access. The City of Saratoga Springs has numerous parking lots with access to local roads with on-street parking. Generally, on-street parking is not restricted adjacent to the parking lot/parking garage driveways. The City could choose to restrict on-street parking immediately adjacent to the Woodlawn Avenue parking lot; however, on-street parking restrictions are not recommended as part of the proposed project. CM 1st Response: It is acknowledged that this parking lot has been in existence for over 20 years; however, historical imagery does not show very much activity. The proposed development will increase the use and occupancy; therefore, the City of Saratoga Springs could consider restricting parking immediately adjacent to the lot like it has done on other newer developments as shown below on Railroad Avenue. VHB 2nd Response: It is likely that historical imagery was not taken at times when the church that previously occupied the site was active with a service or event. The City could choose to restrict on-street parking but the restrictions are not recommended as part of the proposed project. It is noted that the character of Woodlawn Avenue is different than the much more commercialized area shown in the image presented by CM on Railroad Avenue that illustrates access to a parking garage versus a parking lot to be utilized by a private club with varying level of activity. CM 2nd Response: Response noted. The City may consider restricting on-street parking immediately adjacent to the parking lot driveway to improve sight lines; however, this is not critical to provide adequate access to the parking lot. Closing No additional traffic related comments are provided. End of Memorandum