Proposed Hotel and Restaurant Development

Transcription

1 Traffic Impact Study Proposed Hotel and Restaurant Development Marbledale Road Tuckahoe, NY PREPARED FOR BILLWIN DEVELOPMENT AFFILIATES, LLC 365 WHITE PLAINS ROAD EASTCHESTER, NY PREPARED BY Engineering Surveying and Landscape Architecture, P.C. 50 Main Street, Suite 360 White Plains, NY November 2014

2 Table of Contents Executive Summary... iii Introduction... 1 Project Description... 1 Study Methodology... 3 Existing Conditions... 4 Study Roadways and Intersections... 4 Existing Traffic Data Future Conditions Background Traffic Growth Trip Distribution and Assignment Traffic Operations Method of Capacity Analysis Signalized Intersection Capacity Analysis Unsignalized Intersection Capacity Analysis Shared Parking Analysis i Table of Contents

3 List of Tables Table No. Title Page Table 1 Trip Generation Summary Table 2 Trip Distribution Summary Table 3 Signalized Intersection Capacity Analysis Table 4 Unsignalized Intersection Capacity Analysis Table 5 Code-Based Shared Parking Analysis Table 6 Demand Based Shared Parking Analysis List of Figures Table No. Title Page Figure 1 Site Location Map... 2 Figure 2 Site Location Map... 5 Figure 3 Study Area Locations... 6 Figure 4 Existing AM Peak Hour Traffic Volumes Figure 5 Existing PM Peak Hour Traffic Volumes Figure 6 No Build Project AM Peak Hour Traffic Increments Figure 7 No Build Project PM Peak Hour Traffic Increments Figure 8 No Build Total AM Peak Hour Traffic Volumes Figure 9 No Build Total PM Peak Hour Traffic Volumes Figure 10 Trip Distribution Figure 11 Net AM Peak Hour Project Trips Figure 12 Net PM Peak Hour Project Trips Figure 13 Build Condition AM Peak Hour Traffic Volumes Figure 14 Build Condition PM Peak Hour Traffic Volumes ii Table of Contents

4 Executive Summary VHB Engineering, Surveying and Landscape Architecture, P.C. (VHB) was been retained to conduct a traffic impact study documenting the potential traffic and parking impacts associated with the construction of a proposed hotel and restaurant development on a 3.44-acre parcel on Marbledale Road in Tuckahoe, NY. The subject site is currently undeveloped. It has street frontage on the west side of Marbledale Road opposite Jackson Avenue, runs behind two existing commercial buildings and has additional street frontage to the north of Jackson Avenue. This traffic impact study quantifies both the existing traffic conditions along area roadways surrounding the site and the projected future traffic and parking conditions expected with and without the proposed development of the site. This document provides a detailed description of the study methodology, analysis, and key findings. The proposed project will consist of constructing a 91,000 sf, 163 room, Marriot Springhill Suites, a 6,400 sf restaurant, and a shared 208 space parking lot. As proposed, the site will have three driveways on Marbledale Road. Two driveways will primarily provide access to the hotel. The first driveway will be constructed to the south of the intersection of Marbledale Road with Jackson Avenue and the second driveway will be constructed directly across from the intersection with Jackson Avenue. The third driveway will primarily provide access to the restaurant and will be constructed to the north of the intersection with Jackson Avenue. All three driveways will operate under stop-sign control. To assess existing traffic conditions in the vicinity of the site, weekday morning and evening peak-hour manual turning movement traffic volumes and pedestrian counts were recorded at one unsignalized and three signalized intersections in early November These existing traffic volumes were then conservatively projected three years into the future to evaluate traffic conditions upon completion of the project. Independent of the proposed development, background traffic growth was conservatively added to the existing traffic volumes along with traffic volumes from other local projects expected to be completed in the near future to establish the future traffic volume conditions without the proposed development. The traffic volumes anticipated to be generated by the proposed hotel and restaurant development were forecasted using industry standard methodology in accordance with guidelines set forth by the New York State Department of Transportation (NYSDOT). Based on these projections, and assuming that approximately 10% of hotel guests will visit the restaurant, the proposed development is projected to generate 155 (88 enter, 67 exit) new vehicle trips during the weekday morning peak hour and 190 (109 enter, 81 exit) new vehicle trips during the weekday evening peak hour. These site-generated traffic volumes were assigned to the area roadways based on a review of current area roadways and current traffic patterns in the vicinity of the site to forecast the future traffic conditions with the proposed development. This analysis conservatively assumed that almost 60% of project traffic would travel to or from the south on Marbledale Road. Capacity analyses were conducted to assess the quality of traffic flow in the study area under existing conditions and future conditions with and without the construction of the proposed development. Based on these capacity analyses, overall Level-of Service C or better peakhour conditions are projected to prevail at all studied intersections with or without the project. iii Executive Summary

5 Increases in overall delay associated with project traffic will be less than 4 seconds at any intersection. Parking analyses were conducted based on Village Code requirements and industry parking data which indicated that the proposed 208 parking spaces will be adequate to accommodate parking activity at the development. It is therefore the finding of this study that the construction of the proposed hotel and restaurant development will not have a significant adverse impact on area traffic operating conditions and the proposed site driveways will have adequate capacity to serve the projected development traffic. Furthermore, the projected parking demand will be accommodated in the 208 spaces provided. iv Executive Summary

6 1 Introduction VHB was been retained to conduct a traffic impact and access study documenting the potential traffic and parking impacts associated with the construction of a proposed hotel and restaurant development on Marbledale Road in Tuckahoe, NY. The traffic impact study quantifies both the existing traffic conditions along area roadways surrounding the site and the projected future traffic conditions expected with and without the proposed redevelopment of the site. It also evaluates the adequacy of the proposed parking. This document provides a detailed description of the study methodology, analysis, and key findings. Project Description The proposed development site, depicted on Figure 1, is an approximately 3.44-acre parcel located on the west side of Marbledale Road opposite the intersection of Marbledale Road with Jackson Avenue in Tuckahoe, NY. Marbledale Road is a two-lane (one lane in each direction) major collector roadway which is subject to the posted Village Speed Limit of 30 mph. The site is currently undeveloped. It has street frontage opposite Jackson Avenue, runs behind two existing commercial buildings and has additional street frontage to the north of Jackson Avenue. The proposed development of the site will consist of constructing a 91,000 sf, 163-room, Marriot Springhill Suites, a 6,400 sf restaurant, and a shared 208-space parking lot. Under the proposed access plan, the site will have three driveways on Marbledale Road. Two driveways will primarily provide access to the hotel. The first driveway will be constructed to the south of the intersection of Marbledale Road with Jackson Avenue and the second driveway will be constructed directly across from the intersection with Jackson Avenue. The third driveway will primarily provide access to the restaurant and will be constructed to the north of Jackson Avenue. The driveways will each operate under stop-sign control. 1 Introduction

7 Figure 1 Site Location Map SITE LOCATION N 2 Introduction

8 Study Methodology The focus of this study was to evaluate the traffic flows and operating conditions on the roadways and intersections projected to be used by motorists traveling to and from the proposed development and to quantify the potential traffic impacts on these roadways and intersections. The project study area consists of the signalized intersections of Marbledale Road with Fisher Avenue, Marbledale Road with Main Street and Winter Hill Road, and Winter Hill Road with Midland Avenue, as well as the unsignalized intersection of Marbledale Road with Jackson Avenue. The greatest cumulative impacts of project-related traffic are likely to occur during the weekday morning and evening peak hours, when traffic consists primarily of commuters. As such, traffic operating conditions at the study intersections were analyzed during these two peak periods. 3 Introduction

9 2 Existing Conditions Evaluation of the traffic impacts associated with the proposed development requires a thorough understanding of the existing roadway system in the vicinity of the site. The existing conditions observed in the study area include an inventory of roadway and intersection geometry, traffic control devices, traffic signal timings, and the collection of traffic and pedestrian volumes. This information is provided in the following section. Study Roadways and Intersections Marbledale Road is a north/south, two-lane (one lane in each direction), unstriped collector roadway which is characterized by commercial use. Main Street is an east/west principal arterial roadway, with two lanes (one lane in each direction) and commercial use to the west of its intersection with Marbledale Road. It is one-lane westbound with residential use to the east of the intersection. Winter Hill Road is a north/south two-lane (one lane in each direction) local road with primarily residential and educational uses. All roadways are subject to the Village-wide posted speed limit of 30 mph. Figure 2 shows the project site location and Figure 3 shows the locations of the study intersections. 4 Existing Conditions

10 Figure 2 Site Location Map PROJECT SITE N 5 Existing Conditions

11 Figure 3 Study Area Locations N 6 Existing Conditions

12 Marbledale Road with Fisher Avenue This four-legged intersection is controlled by a pre-timed, two-phase traffic signal. All four approaches have one lane in each direction. Sidewalks and crosswalks are provided at all approaches. Parking is available on Marbledale Road and eastbound Fisher Avenue. The land use in the vicinity of this intersection is primarily residential. 7 Existing Conditions

13 Marbledale Road with Jackson Avenue This three-legged intersection is stop controlled on the Jackson Avenue approach and free flow on Marbledale Road. Jackson Avenue meets Marbledale Road at an angle. The roads are unstriped and serve traffic in both directions. There is a crosswalk provided at the north approach of Marbledale Road and the Jackson Avenue approach. Sidewalks are provided on the east side of Marbledale Road and the north side of Jackson Avenue. Parking is available along Marbledale Road. The area is characterized by commercial use. 8 Existing Conditions

14 Marbledale Road with Main Street and Winter Hill Road This four-legged intersection is controlled by a multi-phase, semi-actuated signal. The eastbound Main Street approach has one lane in each direction with a 60 foot left turn pocket and a crosswalk. The westbound Main Street approach is one-way, actuated, and has parking on the north side. Winter Hill Road has one lane in each direction. The Marbledale Road approach is unstriped, actuated, and has a crosswalk and parking on each side. Sidewalks are provided on all sides of all roads except the south side of Midland Avenue and the east side of Winter Hill Road. The land use in the surrounding area is primarily commercial and recreational. 9 Existing Conditions

15 Winter Hill Road with Midland Avenue This four-legged intersection is controlled by a pre-timed two-phase traffic signal. Midland Avenue and the northbound Winter Hill Road approach have one lane in each direction. The southbound Winter Hill approach has a through lane and a left-turn pocket. There are crosswalks provided at the eastbound Midland Avenue and northbound Winter Hill Road approaches. Parking is available on the east side of northbound Winter Hill Road. There are sidewalks along northbound Winter Hill Road, the west side of southbound Winter Hill Avenue, and the south side of Midland Avenue. The surrounding area is primarily residential. 10 Existing Conditions

16 Existing Traffic Data To assess existing traffic conditions in the vicinity of the site, peak-hour manual turning movement traffic volumes and pedestrian counts were recorded at the Marbledale Road/Fisher Avenue, Marbledale Road/Jackson Avenue, Marbledale Road/Main Street/Winter Hill Road, and Winter Hill Road/Midland Avenue intersections in early November The counts were recorded during the typical weekday morning (7:00 AM to 9:00 AM) and evening (4:00 PM to 6:00 PM) peak traffic periods. The peak hours are 7:30 8:30 AM and 4:45 5:45 PM for the weekday morning and evening periods, respectively. The peak hour traffic volumes are depicted in Figure 4 and Figure Existing Conditions

17 Figure 4 Existing AM Peak-Hour Traffic Volumes 12 Existing Conditions

18 Figure 5 Existing PM Peak Hour Traffic Volumes 13 Existing Conditions

19 3 Future Conditions The project is anticipated to be completed and occupied by the end of To provide a conservative analysis, the existing traffic volumes in the study area were projected to the year 2017 using an annual growth factor. Traffic from other projects anticipated to be completed in the area were then added to these traffic volumes to yield the No-Build traffic volumes, independent of the proposed development. The projected traffic volumes on the roadway network under Build conditions were assumed to include the anticipated hotel and restaurant site-generated traffic volumes in addition to the background traffic growth and other project traffic. Background Traffic Growth Traffic growth is typically a function of the expected land development, economic activity and changes in demographics in the region. To estimate the rate at which traffic can be expected to grow during the study period, both historical growth and planned area developments were reviewed and carefully considered. Based on discussions with officials from the Village of Tuckahoe, it was determined that four significant residential and commercial developments are planned within the vicinity of the proposed project: Elide Manor Apartments located on Jackson Avenue, The Glenmark located on Main Street, 100 Main Street located on Main Street, and Crestwood located on Columbus Avenue. It was conservatively assumed that these developments will be fully occupied when the proposed hotel and restaurant development is completed. Additional information regarding the traffic volumes associated with the developments is included in the Appendix. A one-percent per year traffic growth rate was utilized to account for general increases in population and background growth not associated with the nearby developments. This annual growth rate was applied to the existing traffic count data over a three-year period, for a total increase of three percent. The projected traffic volumes generated by the proposed residential developments, depicted in Figure 6 and Figure 7 were added to these volumes to forecast the No-Build traffic volumes, which are depicted on Figure 8 and Figure Future Conditions

20 Figure 6 No Build Project AM Peak Hour Traffic Increments 15 Future Conditions

21 Figure 7 No Build Project PM Peak Hour Traffic Increments 16 Future Conditions

22 Figure 8 No Build Total AM Peak Hour Traffic Volumes 17 Future Conditions

23 Figure 9 No Build Total PM Peak Hour Traffic Volumes 18 Future Conditions

24 Site-Generated Traffic The anticipated project site-generated trips were projected based on guidelines set forth by NYSDOT and data provided by the 9 th Edition of the Institute of Transportation Engineers (ITE) Trip Generation Manual. This widely used reference manual provides trip generation rates for various land uses based on traffic count data collected at similar sites. Land Use 312 (Business Hotel) was selected for analysis of the proposed 163-room hotel. Land Use 932 (High-Turnover Restaurant) was selected for a conservative analysis of the proposed 6,400 sf restaurant. An entry and exit reduction was applied to the project trip generation to account for shared activity between the hotel and restaurant. This is a modest reduction in vehicle trips of 8 vehicles per hour in the weekday morning peak hour and 10 vehicles per hour in the weekday evening peak hour, which translates to approximately 10 percent of hotel guests who might eat at the restaurant. A summary of the trip generation projections for the proposed development is presented in Table 1. As indicated in this table, the proposed hotel development is projected to potentially generate 86 trips during the weekday morning peak hour and 92 trips during the weekday evening peak hour. The proposed restaurant development is projected to potentially generate 85 trips during the weekday morning peak hour and 118 trips during the weekday evening peak hour. Combined, and accounting for the reduction in trips associated with hotel guest use of the restaurant, the entire development is projected to generate 155 (88 enter, 67 exit) net new vehicle trips during the weekday morning peak hour and 190 (109 enter, 81 exit) net new vehicle trips during the weekday evening peak hour. Table 1 Trip Generation Summary Hotel Time Period Hotel (163 rooms) 1 Internal Trip Reduction 2 Restaurant (6,400 sf) 3 Restaurant Internal Trip Reduction 2 Gross Site Trips Net New Trips Weekday AM 4 Enter Exit Total Weekday PM 4 Enter Exit Total Based on ITE Land Use Code (LUC) 312 (Business Hotel). Analyses in this report were based on a 163 room business hotel with 91% occupancy, 20% more than the ITE suggested occupancy of 76% for an All-Suites Hotel. 2 Assumes a 10% Internal Trip Rate based on typical regional traffic engineering practices. 3 Based on ITE Land Use Code (LUC) 932 (High Turnover Restaurant). Analyses in this report were based on a 6,400 sf restaurant. 4 Traffic volumes expressed in vehicles per hour 19 Future Conditions

25 Trip Distribution and Assignment The directional distribution of arriving and departing traffic is typically a function of population densities, existing travel patterns adjacent to the site, and the efficiency and limitations of the existing roadway system. A review of the surrounding roadway network and adjacent roadway volumes were used to estimate the directional distribution of traffic for the proposed development. The development will have three driveways on west side of Marbledale Road: one to the south of Jackson Avenue, one at the intersection of Jackson Avenue with Marbledale Road, and one to the north of Jackson Avenue. The projected directional distribution of primary trips to and from the proposed development is summarized in Table 2 and depicted on Figure 10. Table 2 Trip Distribution Summary To/From the Travel Route Percentage of Primary Trips Assigned to Individual Route North Marbledale Road 39% South Marbledale Road 57% East Jackson Avenue 4% Total All Routes 100% Source: VHB The new primary trips generated by the proposed hotel and restaurant development were assigned to the area roadways based on the trip distribution pattern presented in the table above. To be conservative, all hotel traffic was projected to use the driveway across from Jackson Avenue and all restaurant traffic was projected to use the north-most driveway. No trips were assigned to the south-most driveway on Marbledale Road. To be conservative, 57% of traffic was directed through the intersection of Marbledale Road with Main Street and Winter Hill Road. The resulting net site-generated traffic volumes are depicted on Figure 11 and Figure 12. These net site-generated traffic volumes were added to the No-Build peak hour traffic volume networks to establish the peak hour traffic volume networks, which are depicted on Figure 13 and Figure Future Conditions

26 Figure 10 Trip Distribution 21 Future Conditions

27 Figure 11 Net AM Peak Hour Project Trips 22 Future Conditions

28 Figure 12 Net PM Peak Hour Project Trips 23 Future Conditions

29 Figure 13 Build Condition AM Peak Hour Traffic Volumes 24 Future Conditions

30 Figure 14 Build Condition PM Peak Hour Traffic Volumes 25 Future Conditions

31 4 Traffic Operations To assess the quality of traffic flow in the study area during the peak periods, intersection capacity analyses were conducted for existing, No-Build (without the proposed development), and Build (with the proposed development) traffic volume conditions. The following section summarizes the methods of capacity analyses used in this study and documents the results. Method of Capacity Analysis The intersection capacity analyses were conducted based on the evaluation criteria contained in the 2000 Highway Capacity Manual 1 (HCM). As documented in the HCM, intersection performance is influenced by a number of factors, including: traffic demand; lane configurations; lane widths; turning restrictions; roadway grades; speeds; and signal phasing and timing settings for signalized intersections. The existing physical roadway characteristics and signal phasing and timing settings at the signalized study intersection were determined by collecting field measurements. Synchro 8 software was used to model the study intersections based on the parameters mentioned above. Synchro 8 software is widely used by traffic engineering professionals, is approved for use by NYSDOT, and is consistent with the procedures in the HCM. Capacity analyses results are reported using a variety of performance measures, including Level of Service (LOS). The level of service designation is an index based on the average control delay experienced by a vehicle traveling through the intersection. Similar to a report card, LOS designations are letter based, ranging from A to F, with LOS A representing the best operating condition (lowest vehicle delays) and LOS F representing the worst operating condition (highest vehicle delays). LOS is reported differently for signalized and unsignalized intersections. For signalized intersections, the analysis considers the operation of all traffic entering the intersection, and the LOS can be reported for individual turning movements and for the intersection as a whole. For unsignalized intersections, the most critical lane group delay on each approach is typically reported and the overall intersection LOS is not calculated. For unsignalized intersections with stop-control on the side street approaches, the analysis also assumes that through and right-turning movements on the main street are unimpeded by side street traffic. As such, LOS is reported only for left-turns from the main street and for all movements from the side street. 1 Highway Capacity Manual 2000; Transportation Research Board, National Research Council, Washington, DC (2000). 26 Traffic Operations

32 Signalized Intersection Capacity Analysis The capacity analyses indicate that the signalized intersection of Marbledale Road and Fisher Avenue currently operates at LOS B during the weekday morning and evening peak periods. This intersection is expected to continue to operate at the same level-of-service during the peak periods under the future conditions evaluated with or without the construction of the proposed development. Overall increases in peak-hour delay at this intersection associated with the proposed development are projected to be less than 2 seconds. The signalized intersection of Marbledale Road with Main Street and Winter Hill Road currently operates at LOS C during the weekday morning and evening peak hours and is expected to continue to operate at the same level-of-service during both peak periods under the future conditions evaluated with and without the construction of the development. Overall increases in peak-hour delay at this intersection associated with the proposed development are projected to be less than 4 seconds. The intersection of Winter Hill Road with Midland Avenue currently operates at LOS C during the weekday morning peak period and is expected to continue to do so under the future conditions with or without the proposed development. During the evening peak period, the intersection currently operates at LOS B, is expected to continue to do so under the future conditions without the proposed development but will cross the threshold into Level-of-Service C when traffic is added from the proposed development. However, overall increases in peak-hour delay at this intersection associated with the proposed development are projected to be 0.5 seconds or less. The analysis results indicate that the additional traffic generated by the proposed development will not significantly increase the overall average vehicle delay experienced at the analyzed intersections. The increase in total intersection delays resulting from the project will average less than four seconds per vehicle in the weekday morning and evening peak hour. The results of the intersection capacity analyses are summarized in Table 3. Synchro output reports of the signalized intersection capacity analyses are included in the Appendix. 27 Traffic Operations

33 Table 3 Signalized Intersection Capacity Analysis Existing Conditions 2015 No-Build Conditions 2015 Build Conditions Location / Movement LOS 1 Delay 2 v/c 3 LOS Delay v/c LOS Delay v/c Marbledale Road at Fisher Avenue Weekday Morning Peak Hour - EB Fisher Avenue B B B WB Fisher Avenue B B B NB Marbledale Road C C C SB Marbledale Road B B B Overall B B B Weekday Evening Peak Hour - EB Fisher Avenue B B B WB Fisher Avenue B B B NB Marbledale Road C C C SB Marbledale Road B B B Overall B B B Marbledale Road at Main Street/ Winter Hill Road Weekday Morning Peak Hour - EB Main Street Left Turn Lane B C C EB Main Street Through Lane C C C WB Main Street D D D NB Winter Hill Road B C C SB Marbledale Road D D D Overall C C C Weekday Evening Peak Hour - EB Main Street Left Turn Lane B C C EB Main Street Through Lane C C C WB Main Street D D D NB Winter Hill Road C C C SB Marbledale Road D D D Overall C C C Winter Hill Road at Midland Avenue Weekday Morning Peak Hour - EB Midland Avenue C C C WB Midland Avenue B B B NB Winter Hill Road B C C SB Winter Hill Road Left Turn Lane C C C SB Winter Hill Road Through Lane C C C Overall C C C Weekday Evening Peak Hour - EB Midland Avenue B B B WB Midland Avenue B B B NB Winter Hill Road B B C SB Winter Hill Road Left Turn Lane C C C SB Winter Hill Road Through Lane C C C Overall B B C Source: VHB using Synchro 8.0 software. 1 Overall intersection level of service 2 Average vehicle delay in seconds per vehicle 3 Volume-to-capacity ratio 28 Traffic Operations

34 Unsignalized Intersection Capacity Analysis Unsignalized intersection capacity analyses were performed to evaluate the performance of two of the proposed site driveways at their respective unsignalized intersections. Based on this capacity analysis, the new driveway to the north of the intersection of Marbledale Road with Jackson Avenue will operate at LOS B during the weekday morning and evening peak periods. The driveway at the intersection of Marbledale Road with Jackson Avenue will operate at LOS B during both peak periods as well. The Jackson Avenue and Marbledale Road approaches currently operate at LOS B and A respectively and are expected to continue to do so under the future condition with and without the proposed development. The results of these analyses are summarized in Table 4. Synchro reports of the unsignalized intersection capacity analysis are included in the Appendix. Table 4 Unsignalized Intersection Capacity Analysis Existing Conditions 2015 No-Build Conditions 2015 Build Conditions Location / Movement Dem 1 Delay 2 LOS 3 Dem Delay LOS Dem Delay LOS Marbledale Avenue at Jackson Avenue Weekday Morning Peak Hour - NB Marbledale Road N/A N/A A - SB Marbledale Road A A A - EB Site Driveway N/A N/A N/A N/A N/A N/A B - WB Jackson Avenue B B B Weekday Evening Peak Hour - NB Marbledale Road N/A N/A A - SB Marbledale Road A A A - EB Site Driveway N/A N/A N/A N/A N/A N/A B - WB Jackson Avenue B B B Marbledale Avenue at Site Driveway Weekday Morning Peak Hour - NB Marbledale Road N/A N/A N/A N/A N/A N/A A - SB Marbledale Road N/A N/A N/A N/A N/A N/A N/A - EB Site Driveway N/A N/A N/A N/A N/A N/A B Weekday Evening Peak Hour - NB Marbledale Road N/A N/A N/A N/A N/A N/A A - SB Marbledale Road N/A N/A N/A N/A N/A N/A N/A - EB Site Driveway N/A N/A N/A N/A N/A N/A B Source: VHB using Synchro 8.0 software. 1 Approach demand in vehicles per hour 2 Average control delay of the approach in seconds per vehicle 3 Level of service of the approach 29 Traffic Operations

35 Shared Parking Analysis A shared parking analysis was completed based on the Village Code parking requirements and on conservative values 2 from the Institute of Transportation Engineers. The results of these analyses, which are summarized in Table 5 and Table 6 below, indicate that, since hotel parking peaks overnight while restaurant parking peaks in the middle of the day at lunchtime and in the evening at dinnertime, the combined peak parking demand is approximately 10% less than the sum of the peak parking demands. With Code-based shared parking, only 189 parking spaces would need to be provided but, per Section of Village Code, "where two or more different uses occur on a single lot, the total amount of parking facilities to be provided shall be the sum of the requirements for each individual use on the lot" unless the Zoning Board of Appeals approves "the joint use of parking space by two or more establishments on the same lot". With demand-based shared parking, 213 parking spaces would need to be provided. It is proposed to provide 208 parking spaces (in compliance with Village Code). Since the values calculated based on ITE rates were greater than those of most hotels (85th percentile) and were for the busiest hours of the busiest days of the busiest months of the year, it is expected that the projected parking demand will be accommodated in the 208 spaces provided. Table 5 Code-Based Shared Parking Analysis Building Use Size Peak Parking (Individual Peaks) Weekend PM (12 AM) Ratio Spaces % Present Cars Hotel 163 Rooms % 163 Restaurant 4,500 sf % 26 Total Table 6 Demand Based Shared Parking Analysis Building Use Size Peak Parking (Individual Peaks) Weekend (12 PM) Ratio Spaces % Present Cars Hotel 148 Occupied Rooms % 82 (91% Occ.) Restaurant 6,400 sf % 131 Total Occupancy assumed to be 20% greater than average observed, 85 percentile value used, demand increased to reflect the busiest hours of the busiest days of the busiest months of the year. 30 Traffic Operations

36 Appendix Traffic Count Data Development of Traffic Volume Networks Background Growth Tables Background Projects Traffic Volume Calculation Sheets Intersection Capacity Analysis Existing Conditions No Build Conditions Build Conditions Shared Parking Analysis Code-Based Shared Parking Analysis Demand-Based Shared Parking Analysis

37 Traffic Count Data

38 Study Name Marbledale Rd At Winterhill Rd/Main st Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Eastbound St. Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM

39 Study Name Marbledale Rd At Winterhill Rd/Main st Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Eastbound St. Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Pk Hr % Trucks 18 2% PM Pk Hr % Trucks 0 0%

40 Study Name Marbledale Rd At Winterhill Rd/Main st Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Eastbound St. Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Pk Hr % Trucks 64 6% PM Pk Hr % Trucks 25 2%

41 Study Name Marbledale Rd At Jackson Ave Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Southbound Westbound Northbound Start Time Left Thru U-Turn Left Right U-Turn Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM :00 PM

42 Study Name Marbledale Rd At Jackson Ave Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Southbound Westbound Northbound Start Time Left Thru U-Turn Left Right U-Turn Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Pk Hr % Trucks 1 0% PM Pk Hr % Trucks 0 0%

43 Study Name Marbledale Rd At Jackson Ave Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Southbound Westbound Northbound Start Time Left Thru U-Turn Left Right U-Turn Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Pk Hr % Trucks 24 8% PM Pk Hr % Trucks 4 1%

44 Study Name Marbledale Rd At Fisher Ave Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Eastbound St. Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM

45 Study Name Marbledale Rd At Fisher Ave Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Eastbound St. Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Pk Hr % Trucks 23 3% PM Pk Hr % Trucks 1 0%

46 Study Name Marbledale Rd At Fisher Ave Start Date 10/09/2014 Start Time 7:00 AM Site Code Southbound St. Westbound St. Northbound St. Eastbound St. Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:00 AM :15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :00 PM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Pk Hr % Trucks 30 3% PM Pk Hr % Trucks 14 1%

47 Study Name Winter Hill Rd At Midland Ave Start Date 11/05/2014 Start Time 7:15 AM Site Code Winter Hill Rd Midland Avenue Winter Hill Rd Midland Avenue Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM

48 Study Name Winter Hill Rd At Midland Ave Start Date 11/05/2014 Start Time 7:15 AM Site Code Winter Hill Rd Midland Avenue Winter Hill Rd Midland Avenue Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM

49 Study Name Winter Hill Rd At Midland Ave Start Date 11/05/2014 Start Time 7:15 AM Site Code Winter Hill Rd Midland Avenue Winter Hill Rd Midland Avenue Southbound Westbound Northbound Eastbound Start Time Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn Left Thru Right U-Turn 7:15 AM :30 AM :45 AM :00 AM :15 AM :30 AM :45 AM :15 PM :30 PM :45 PM :00 PM :15 PM :30 PM :45 PM AM Peak Hour Totals 5% PM Peak Hour %

50 Development of Traffic Volume Networks Background Growth Tables Background Projects Traffic Volume Calculation Sheets

51 Turning Movement Count Existing AM 60 Minute Counts DATE TIME INTID NBL NBT NBR SBL2 SBL SBT SBR EBL EBT EBR WBL WBT WBR NEL NET NER NWL NWR NWR2 SWL SWT SWR 10/30/ /30/ /30/ /30/

52 Turning Movement Count 1 percent per year growth for 3 years ( ) 1.03 Grown AM 60 Minute Counts DATE TIME INTID NBL NBT NBR SBL2 SBL SBT SBR EBL EBT EBR WBL WBT WBR NEL NET NER NWL NWR NWR2 SWL SWT SWR 10/30/ /30/ /30/ /30/

53 Turning Movement Count Existing PM 60 Minute Counts DATE TIME INTID NBL NBT NBR SBL2 SBL SBT SBR EBL EBT EBR WBL WBT WBR NEL NET NER NWL NWR NWR2 SWL SWT SWR 10/30/ /30/ /30/ /30/

54 Turning Movement Count 1 percent per year growth for 3 years ( ) 1.03 Grown PM 60 Minute Counts DATE TIME INTID NBL NBT NBR SBL2 SBL SBT SBR EBL EBT EBR WBL WBT WBR NEL NET NER NWL NWR NWR2 SWL SWT SWR 10/30/ /30/ /30/ /30/

55 JACKSON AVENUE SITE ELIDE MANOR APARTMENTS PRIMARY VOLUMES PEAK WEEKDAY AM HOUR DATE: 09/10/2013 JMC PROJECT: FIGURE: 06 MAIN STREET NEW STREET FRANKLIN STREET MARBLEDALE ROAD

56 JACKSON AVENUE SITE ELIDE MANOR APARTMENTS PRIMARY VOLUMES PEAK WEEKDAY PM HOUR DATE: 09/10/2013 JMC PROJECT: FIGURE: 07 MAIN STREET NEW STREET FRANKLIN STREET MARBLEDALE ROAD

57 N BRONX RIVER PARKWAY METRO NORTH OAKLAND AVENUE HIGHVIEW THOMPSON STREET 1 LINCOLN AVENUE Bronx River Crestwood Train Station CRESCENT PLACE FISHER AVENUE MARBLEDALE ROAD 3 1 COLUMBUS AVENUE DANTE AVENUE Project Site Boundary Schematic Not To Scale COLUMBUS AVENUE Figure 6 Project Generated Traffic Volumes AM Peak Hour (7:45-8:45 AM)

58 N BRONX RIVER PARKWAY METRO NORTH 1 OAKLAND AVENUE HIGHVIEW LINCOLN AVENUE THOMPSON STREET Bronx River Crestwood Train Station CRESCENT PLACE FISHER AVENUE MARBLEDALE ROAD 1 3 COLUMBUS AVENUE DANTE AVENUE Project Site Boundary Schematic Not To Scale COLUMBUS AVENUE Figure 7 Project Generated Traffic Volumes PM Peak Hour (4:30-5:30 PM)

59 MIDLAND PLACE WASHINGTON STREET DEPOT SQUARE COLUMBUS AVENUE SOUTH HIGH STREET MARBLEDALE ROAD MAIN STREET MAIN STREET 3 WASHINGTON STREET MAIN STREET MIDLAND PLACE WINTER HILL ROAD 17 MAIN STREET LAKE AVE. OAK AVE. SAGAMORE RD. WESTVIEW ST. LEONARD RD. DEPOT SQ. COLUMBUS AVE. GRANT ST. FAIRVIEW ST. MAIN ST. HARRISON ST. UNDERHILL ST. GARFIELD ST. GOVERNORS RD. CAMERON PL. TERRACE PL. VAN DUZEN PL. UNDERHILL ST. MAIN ST. JEFFERSON PL. UNION PL. WALLACE ST. WASHINGTON ST. S. HIGH ST. MIDLAND PL. N. HIGH ST. MIDLAND AVE. FOREST ST. MARBLE PL. MARBLEDALE RD. N MAIN ST. PARK AVE. 1 Project Site Intersections to be Analyzed Thru movement continues to Winter Hill Road FEET SCALE UNION PLACE THE GLENMARK Village of Tuckahoe Figure B-8 Proposed Project Generated Traffic Volumes AM Peak Traffic Volumes (8:30-9:30 AM)

60 MIDLAND PLACE WASHINGTON STREET DEPOT SQUARE COLUMBUS AVENUE SOUTH HIGH STREET MARBLEDALE ROAD MAIN STREET MAIN STREET 4 WASHINGTON STREET MAIN STREET MIDLAND PLACE WINTER HILL ROAD 23 MAIN STREET LAKE AVE. OAK AVE. SAGAMORE RD. WESTVIEW ST. LEONARD RD. DEPOT SQ. COLUMBUS AVE. GRANT ST. FAIRVIEW ST. MAIN ST. HARRISON ST. UNDERHILL ST. GARFIELD ST. GOVERNORS RD. CAMERON PL. TERRACE PL. VAN DUZEN PL. UNDERHILL ST. MAIN ST. JEFFERSON PL. UNION PL. WALLACE ST. WASHINGTON ST. S. HIGH ST. MIDLAND PL. N. HIGH ST. MIDLAND AVE. FOREST ST. MARBLE PL. MARBLEDALE RD. N MAIN ST. PARK AVE. 1 Project Site Intersections to be Analyzed Thru movement continues to Winter Hill Road FEET SCALE UNION PLACE THE GLENMARK Village of Tuckahoe Figure B-9 Proposed Project Generated Traffic Volumes PM Peak Traffic Volumes (5:00-6:00 PM)

61 Addendum B: Traffic Impact Study A. INTRODUCTION The Applicant prepared a complete Traffic Impact Study (TIS) describing Existing Conditions, No Build Conditions, trip generation and distribution pattern from new traffic, Build Conditions, parking and site circulation characteristics for a proposed development of approximately 129 dwelling units and approximately 1,500 square feet of commercial space. That TIS is included in this EAF. When the Applicant modified the development program to include 121 dwelling units and 3,500 square feet of commercial space, the results of this traffic analysis did not change significantly. It was assumed that the minor amount of commercial development would not generate new trips not otherwise present in the Village of Tuckahoe at this time. The current Revised Project includes 108 dwelling units and 3,500 square feet of commercial space. Instead of generating approximately 67 AM peak hour trips with 121 dwelling units, the Revised Project would generate approximately 59 AM peak hour trips. Similarly, the 121 dwelling units generated approximately 81 PM peak hour trips, while the Revised Project would generate approximately 72 PM peak hour trips. Since the peak hour trips for the Revised Project are less than what was previously analyzed, all of the suggested improvements identified for the larger project would continue to be sufficient for the smaller project in achieving acceptable operating conditions at intersections analyzed. B-0 06/01/12