SBUMC Medical Facilities and Parking Project Page 13-1 CHAPTER 13: TRAFFIC AND TRANSPORTATION Introduction This chapter addresses the potential impacts of the Proposed Project with respect to traffic, parking, transit and pedestrians. The transportation study area is generally bounded by Nicolls Road (or County Road ( CR ) 97) to the west, Health Sciences Drive (East Loop Road) to the east, New York State ( NYS ) Route 25A (North Country Road) to the north, and NYS Route 347 (Nesconset Highway) to the south. Methodology Detailed intersection capacity analyses were conducted at the six signalized intersections in the study area using the analytical procedures described in the Highway Capacity Manual ( HCM ), 2, published by the Transportation Research Board, National Research Council, Washington, D.C. Highway Capacity Software ( HCS ), Version 4.1f implements the procedures defined in the HCM 2 and was used to model the intersections within the study area. The analysis of traffic conditions follows a series of prescribed steps, including: Traffic data collection at analysis intersections and automatic traffic recorder ( ATR ) locations; Definition of traffic levels of service ( LOS ) and significant impacts; Analysis of the Existing (21) Conditions and the determination of traffic levels of service in the study area; Application of an annual growth rate and identification of future development in the area to determine the Future No-Build (218) Condition traffic volumes; Analysis of the Future No-Build (218) Condition to determine traffic LOS in the study area; Projection of vehicular diversions and trips generated by the Proposed Project; Application of projected trips to develop the Future Build (218) Condition traffic volumes; Analysis of the Future Build (218) Condition to determine future traffic levels of service and identify significant traffic impacts; and Presentation of mitigation analyses (if necessary). The following future scenarios were analyzed:
SBUMC Medical Facilities and Parking Project Page 13-2 Future No-Build Condition Based on existing background conditions projected to 218 Build Year including traffic generated by pending and approved projects in the study area and changes in roadway geometry, traffic controls, parking, transit, and pedestrian conditions. Future Build Condition Based on No-Build Condition plus traffic generated by the Proposed Project and changes in the traffic network, parking, transit and pedestrian conditions as a result of the Proposed Project. Level of Service Definitions Signalized Intersections. The LOS of a signalized intersection is defined in terms of control delay per vehicle (seconds per vehicle). Control delay is the portion of total delay experienced by a motorist that is attributable to the traffic signal. It is composed of initial deceleration delay, queue move-up time, stopped delay, and final acceleration delay. For signalized intersections, LOS A describes operations with minimal delays, up to 1 seconds per vehicle, while LOS F describes operations with delays in excess of 8 seconds per vehicle. Under LOS F, excessive delays and longer queues are common as a result of over-saturated conditions (i.e., demand rates exceeding the capacity). Delays experienced at LOS A, B, C or mid-d (below 45 seconds per vehicle) are generally considered acceptable operating conditions. Conversely, LOS E and F are generally considered unacceptable operating conditions. The LOS criteria for signalized intersections, as defined in the HCM, are provided in Table 13-1. Table 13-1: Signalized Intersection LOS Criteria Control Delay Per Vehicle LOS (Seconds Per Vehicle) A to 1 B > 1 and 2 C > 2 and 35 D > 35 and 55 E > 55 and 8 F > 8 Source: Highway Capacity Manual (HCM), 2.
SBUMC Medical Facilities and Parking Project Page 13-3 Existing Conditions Traffic Existing Conditions Roadway Network. The major north-south roadway in the transportation study area is Nicolls Road. Nicolls Road is a principal arterial comprised of two travel lanes and a shoulder in each direction, separated by a raised median divider. In lieu of the full median, exclusive leftturn lanes are provided at key intersection approaches. The other local north-south roadway is Health Sciences Drive, which connects the East Campus (or SBUMC campus/ Project Site) with Nicolls Road and the West (or Main) Campus. Health Sciences Drive has two travel lanes in each direction, separated by median. Exclusive left-turn lanes are provided at key points of access to the SBUMC campus. The major east-west roadways in the transportation study area are NYS Route 25A and NYS Route 347. NYS Route 347 is a principal arterial that is located approximately 1.5 miles south of the campus. NYS Route 347 is composed of two to three travel lanes in the eastbound direction and three travel lanes in the westbound direction. In most sections of NYS Route 347 shoulders are provided on both sides. Exclusive left-turn and/or right-turn lanes are provided at key intersection approaches. NYS Route 25A is a minor arterial that is located less than one mile north of the East Campus. NYS Route 25A is composed of one travel lane and a shoulder lane in each direction, separated by a median left-turn lane. The other east-west local roadways include the Emergency Entrance and Edmund D. Pellegrino/Patriots Roads, which provide key access to buildings, and parking facilities of the SBUMC campus. A total of six signalized intersections within the study area were selected for traffic analysis to assess the impacts of the Proposed Project. All of the analyzed intersections are signalized and are presented in Figure 13-1 and include: Nicolls Road and NYS Route 25A Nicolls Road and Entrance Drive (Main Entrance) Nicolls Road and South Drive/Health Sciences Drive (South Entrance) Nicolls Road and NYS Route 347 Health Sciences Drive and Emergency Entrance/Hospital Access Road (Site Entrance North) Health Sciences Drive and Edmund D. Pellegrino Road (South Site Entrance) Data Collection. ATR counts were collected at six locations for a continuous 7-day period from December 6, 21 to December 13, 21. The ATR count data are summarized in 15-minute intervals in Technical Appendix B, Traffic and Transportation. The six selected ATR count locations are listed below and shown in Figure 13-1.
Sycamore Cir Tudor Dr Salem Dr N Country Rd (NY 25A) Circle Rd!( 1 Nicolls Rd (CR 97) Bennetts Rd Andrea Dr Fox Hollow Rd Briar Path Lower Sheep Pasture Rd Legend Gnarled Hollow Rd!( # ATR Locations Gallo Ct Lynx Ln Traffic Analysis Intersections Project Site Quail Ln Development Parcel Fox Rd Engineering Dr Marburger Dr Entrance Dr Circle Rd South Dr!( 2!( 5 Hastings Dr Health Sciences Dr!( 3!( 4 Washington Ave Seabrook Ln Pond Path Campus Dr Patriots Rd N Belle Mead Rd Hargrove Dr Spencer Ln Mark Tree Rd Nicolls Rd (CR 97) Stony Brook Rd Oxhead Rd Stony Brook Rd Pembrooke Dr Skylark Ln Shadetree Ln Hallock Rd Glenridge Ave 1 inch = 1,75 feet Knolls Dr [ Pheasant Ct 1, 2, 4, Bowen Pl Feet Sources: Census TIGER 2 data, ESRI; NY Statewide Digital Orthoimagery Program, 27. Stratton Ln!( 6 Nesconset Hwy (NY 347) Lily Dr Brayton Ct S Mark Tree Rd Province Dr Stony Brook University Medical Center Medical Facilities and Parking Project Lucille Dr Betty Ann Dr Hawkins Rd Traffic Analysis Intersections The Louis Berger Group, Inc. Figure 13-1
SBUMC Medical Facilities and Parking Project Page 13-5 Northbound Nicolls Road south of South Drive/Health Sciences Drive (South Entrance) Southbound Nicolls Road north of Entrance Drive (Main Entrance) Northbound Health Sciences Drive south of Edmund D. Pellegrino Road/Patriots Road Southbound Health Sciences Drive north of Emergency Entrance Eastbound NYS Route 25A west of Nicolls Road Westbound NYS Route 25A east of Nicolls Road Manual turning movement counts, including two vehicle classification categories (i.e., automobiles and heavy vehicles), were conducted at the six critical intersections on one typical, mid-week day (Tuesday, December 7, 21) during the a.m. (7: a.m. to 1: a.m.), midday (11: a.m. to 2: p.m.) and p.m. (4: p.m. to 7: p.m.) peak periods. Sample vehicle classification counts (i.e., automobiles, light trucks, median trucks, heavy trucks, and buses) were conducted at these intersections during the peak periods. The manual turning movement count and vehicle classification count data were collected concurrently with the ATR counts. The peak-hour factors ( PHF ) and heavy vehicle percentages for each of the intersection approaches were calculated for each weekday peak hour. The manual traffic counts were recorded in 15-minute intervals during each peak period. The manual turning movement count data are summarized in Technical Appendix B. A physical inventory of each key intersection was performed. Field reconnaissance surveys were conducted at these intersections to establish the existing physical characteristics including roadway and lane widths, the number of travel lanes, crosswalk widths, curb parking regulations, lane utilization (turn prohibitions), bus stop locations, fire hydrant locations, and signal timing/phasing data. The intersection signal timing data were collected in the field at the six signalized intersections during each of the peak periods (i.e., weekday a.m., midday, and p.m.) to reflect actual traffic operations. The official traffic signal timing data were obtained from NYSDOT and the Suffolk County Department of Public Works ( SCDPW ) and are provided in Technical Appendix B. All traffic signals within the study area are actuated during weekday a.m., midday, and p.m. peak periods. Travel time, speed, and delay data were collected within the project study area on the major roadways. The surveys were conducted on a mid-week day (December 7, 21) from 7: a.m. to 1: a.m., 11: a.m. to 2: p.m., and 4: p.m. to 7: p.m. Existing Traffic Volume Development. The ATR and turning movement volumes were used to define the critical peak hour for each analysis period within the study area. The peak hours identified within the study area are:
SBUMC Medical Facilities and Parking Project Page 13-6 Weekday A.M. Peak Hour: 7:45 a.m. 8:45 a.m. Weekday Midday Peak Hour: 12: p.m. 1: p.m. Weekday P.M. Peak Hour: 4:3 p.m. 5:3 p.m. The collected ATR traffic volumes and adjacent critical intersection volumes were utilized to balance the traffic volume network within the study area during each peak hour period. The peak hour within each peak period was determined by summing the cumulative total of the four highest consecutive 15-minute intervals for all key intersections. The balanced Existing Conditions traffic volumes developed for the weekday a.m., midday, and p.m. peak hours are presented in Figures 13-2 through 13-4. Traffic Analysis. The six critical intersections were analyzed for daily peak operating conditions using HCS Version 4.1f. Traffic volumes, pedestrian crosswalk volumes, signal timing, intersection geometry (e.g., lane utilization, lane widths, parking regulations, etc.), parking maneuver data, and bus stop activity data collected in the field were used in the analysis. The results of the signalized analyses for the a.m., midday, and p.m. peak hours are summarized in Table 13-2 and a copy of the individual HCS worksheets are included in Technical Appendix B. Based upon these results, all intersection movements analyzed operate at an acceptable LOS D or better in the existing condition during the peak periods with the exception of the following three intersections. Nicolls Road and NYS Route 25A The eastbound through movement, westbound left-turn movements, and the overall intersection operate at LOS E during the p.m. peak hour. Nicolls Road and Entrance Drive The eastbound left-turn movement operates at LOS E with 68.3 seconds of delay during the p.m. peak hour. However, the overall intersection operates at LOS C during the p.m. peak hour. Nicolls Road and NYS Route 347 During the a.m. peak hour, the eastbound NYS Route 347 left turn, the westbound through, and the southbound Nicolls Road left-turn movements operate at LOS F, while the northbound left-turn, northbound through, and southbound through movements operate at LOS E. The overall intersection operates at LOS F during the a.m. peak hour. During the midday peak hour, the eastbound NYS Route 347 left-turn, the southbound Nicolls Road left-turn, and the southbound through movements operate at LOS E. The overall intersection operates at LOS D during the midday peak hour. During the p.m. peak hour, the eastbound left-turn, the southbound left-turn, and the southbound through movements operate at LOS F, while the eastbound through, the westbound left-turn, the westbound through, and the northbound left-turn movements operate at LOS E. The overall intersection operates at LOS F during the p.m. peak hour.
Health Sciences Drive Health Sciences Drive Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes 21 Zoning Existing Map Conditions AM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-2
Health Sciences Drive Health Sciences Drive Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes 21 Zoning Existing Map Conditions Midday Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-3
Health Sciences Drive Health Sciences Drive Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes 21 Zoning Existing Map Conditions PM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-4
SBUMC Medical Facilities and Parking Project Page 13-1 Intersection & Approaches Table 13-2: Existing Conditions Level of Service for Signalized Intersections Lane Group A.M. Peak Hour Midday Peak Hour P.M. Peak Hour (7:45 8:45 a.m.) (12: 1: p.m.) (4:3 5:3 p.m.) (1) (2) (3) (1) (2) (3) (1) (2) (3) V/C V/C V/C Ratio Delay LOS Ratio Delay LOS Ratio Delay LOS 1. Nicolls Road and NYS Route 25A Eastbound (Route 25A) T.81 37.9 D.73 32.9 C 1.2 78.1 E Westbound (Route 25A) L.94 42. D.84 37. D 1. 76.5 E Westbound (Route 25A) T.44 5.5 A.31 5.8 A.33 7.6 A Northbound (Nicolls Road) L.75 34.7 C.68 36.3 D.84 47.4 D Intersection 29.5 C 29. C 55.8 E 2. Nicolls Road and Entrance Drive Eastbound (Entrance Drive) L.11 44.8 D.62 41.1 D.84 68.3 E Eastbound (Entrance Drive) T.37 5.3 D.22 35.1 D.11 4.3 D Westbound (Entrance Drive) L.8 44.6 D.7 33.3 C.35 42.4 D Westbound (Entrance Drive) T.26 48.6 D.15 34.6 C.16 4.7 D Northbound (Nicolls Road) L.56 35.7 D.5 35.5 D.7 51.1 D Northbound (Nicolls Road) T.46 22.7 C.34 14.9 B.39 16.2 B Southbound (Nicolls Road) L.44 28.3 C.47 35.2 D.33 43.3 D Southbound (Nicolls Road) T.27 15.7 B.39 15.3 B.34 15.7 B Intersection 25.7 C 22. C 27.9 C 3. Nicolls Road and South Drive/Health Sciences Drive Eastbound (South Drive) L.5 47.1 D.37 32.5 C.67 46.5 D Eastbound (South Drive) T.72 49.5 D.35 33.1 C.57 5.3 D Westbound (Health Sciences Drive) L.49 36.2 D.83 45.4 D.95 49.8 D Westbound (Health Sciences Drive) T.6 28.1 C.22 32.1 C.29 32.1 C Northbound (Nicolls Road) L.57 33.3 C.6 34.2 C.74 52.7 D Northbound (Nicolls Road) T.66 25.4 C.69 28.4 C.68 31.1 C Southbound (Nicolls Road) L.12 44.9 D.9 29.8 C.1 41.6 D Southbound (Nicolls Road) T.54 35.7 D.57 26.1 C.89 41.1 D Intersection 32.7 C 32.2 C 42.3 D Source: The Louis Berger Group, Inc. 211 Notes: (1) V/C = Volume to Capacity Ratio L = Left-Turn Movement (2) Delay is Measured in Seconds Per Vehicle T = Through Movement (3) LOS = Level of Service R = Right-Turn Movement Shaded Areas Represent LOS E or F
SBUMC Medical Facilities and Parking Project Page 13-11 Intersection & Approaches Table 13-2 (Continued): Existing Conditions Level of Service for Signalized Intersections Lane Group A.M. Peak Hour Midday Peak Hour P.M. Peak Hour (7:45 8:45 a.m.) (12: 1: p.m.) (4:3 5:3 p.m.) (1) (2) (3) (1) (2) (3) (1) (2) (3) V/C V/C V/C Ratio Delay LOS Ratio Delay LOS Ratio Delay LOS 4. Nicolls Road and NYS Route 347 Eastbound (Route 347) L 1. 98.8 F.71 6.5 E 1.3 136. F Eastbound (Route 347) T.53 39.9 D.68 42.9 D.92 67.1 E Westbound (Route 347) L.13 5.5 D.13 45.1 D.39 73.5 E Westbound (Route 347) T 1.11 17.6 F.93 51.2 D.94 7. E Northbound (Nicolls Road) L.71 55.2 E.67 51.1 D.72 66.7 E Northbound (Nicolls Road) T 1.1 72.4 E.7 52.2 D.55 51.7 D Southbound (Nicolls Road) L 1.8 147. F.74 6.7 E.93 86.8 E Southbound (Nicolls Road) T.7 56. E.89 71.7 E.94 71.7 E Intersection 8.1 F 53.2 D 72. E 5. Health Sciences Drive and Emergency Entrance Eastbound (Emergency Entrance) L.14 24.9 C.9 16.4 B.13 17.3 B Eastbound (Emergency Entrance) R.43 27.3 C.32 18. B.75 27.8 C Northbound (Health Sciences Drive) L.83 15.2 B.36 1.4 B.38 11.8 B Northbound (Health Sciences Drive) T.24 5.8 A.1 9.2 A.7 9.7 A Southbound (Health Sciences Drive) T.2 2. B.16 16.7 B.52 2.6 C Intersection 13.8 B 13.5 B 2.7 C 6. Health Sciences Drive and Edmund Pellegrino/Patriots Roads Eastbound (Edmund Pellegrino Road) LT.4 16.1 B.6 15.2 B.25 22.8 C Eastbound (Edmund Pellegrino Road) R.3 16. B.9 1.1 B.27 14.4 B Westbound (Patriots Road) LT.6 16.1 B.28 23.6 C.49 25. C Northbound (Health Sciences Drive) L.3 7.2 A.12 7.4 A.6 4.5 A Northbound (Health Sciences Drive) T.6 9. A.19 7.7 A.12 3.5 A Southbound (Health Sciences Drive) L.17 6.8 A.5 1.5 B.1 6.9 A Southbound (Health Sciences Drive) TR.21 6.5 A.23 11.4 B.53 9.8 A Intersection 8.5 A 1.4 B 1.3 B Source: The Louis Berger Group, Inc. 211 Notes: (1) V/C = Volume to Capacity Ratio L = Left-Turn Movement (2) Delay is Measured in Seconds Per Vehicle T = Through Movement (3) LOS = Level of Service R = Right-Turn Movement Shaded Areas Represent LOS E or F Parking Existing Conditions Parking Data Collection. A parking feasibility study (the parking feasibility study ) was completed in 211 for the East Campus. 1 The study area, consisting of existing and under construction, off-street parking facilities, is generally bounded by Shirley Kenny Drive to the 1 Feasibility Study and Options Analysis Prepared for Stony Brook University Medical Center for East Campus Parking SUNY at Stony Brook, prepared by Cameron Engineering & Associates, LLP, November 11, 211.
SBUMC Medical Facilities and Parking Project Page 13-12 north, Health Sciences Drive to the east, Health Sciences Drive/South Drive to the south, and Nicolls Road to the west. In the parking feasibility study the East Campus was divided into sections according to their association with specific areas of the campus: Medical Center ( MC ), Health Sciences Center ( HSC ), and Ambulatory Surgery Center Pavilion ( ASC ). Other areas of the East Campus that were not accounted for served non-sbu populations or are controlled by another landowner. Figure 13-5 illustrates the different areas of the East Campus where parking data were collected as well as the maximum number of available parking spaces. The physical inventories of available parking were collected for three days during a typical week: (1) Wednesday, the busiest day of the week on the East Campus; (2) Thursday, an average volume day on the East Campus; and (3) Friday, the least busy day on the East Campus. The parking feasibility study was first conducted to determine if the volume of parking on each day varies enough that rescheduling activities from busy days to less busy days could alleviate the parking shortage while parking planning and construction occurs. The counts were conducted from December 8 to December 1, 21, at hourly intervals from 9: a.m. to 4: p.m. The results of the parking feasibility study confirmed what previous studies had indicated, that there is a parking deficiency of approximately 513 spaces during peak occupancy. The peak observed parking demand was 4,869 spaces out of 4,897 spaces, or an occupancy rate of 99.4 percent. The 99.4 percent occupancy rate yields a calculated deficiency of 513 spaces, based on typical traffic engineering practice regarding the design of parking facilities for regular users and periodic visitors of large-scale facilities: Parking intended for staff or regular visitors who know their way around (and who may have assigned parking spaces) should be designed with an approximately 5 to 1 percent extra capacity (the extra capacity refers to the number of spaces above the peak demand, so that there are enough empty spaces for people to find without making unduly slow, circuitous searches). The percentage of extra spaces is based on typical traffic engineering and planning practice. Parking intended for persons who do not visit regularly and may be completely unfamiliar with the campus, requires that greater additional capacity be provided in the design of 1 to 15 percent in order to avoid overly slow searches for a vacant space. This percentage of extra spaces is likewise based on typical traffic engineering and planning practice.
Stony Brook University Medical Center Medical Facilities and Parking Project Parking Analysis Areas and AMBULTORY SURGERY CENTER MEDICAL CENTER GARAGE HSC GARAGE Source: Cameron Engineering & Associates, LLP, Feasibility Study and Options Analysis Prepared for Stony Brook University Medical Center for East Campus Parking SUNY at Stony Brook, November, 211. Zoning Map Parking Capacity Figure 3 The Louis Berger Group, Inc. Figure 13-5
SBUMC Medical Facilities and Parking Project Page 13-14 Since the staff and regular visitor extra capacity percentage is 5 to 1 percent, and the less frequent visitor extra capacity percentage is 1 to 15 percent, an overall extra capacity of 1 percent was applied to the peak number of 4,869 occupied spaces, resulting in a design goal of 5,41 spaces, which would be 513 spaces more than the existing parking capacity. 2 The detailed results of the parking feasibility study can be found in Technical Appendix B. Parking Analysis Existing Conditions. Overall, the total parking utilization rate for the East Campus was at its highest on Wednesday, December 8, 21 at 2: p.m. with 4,869 used parking spaces, resulting in a 99.4 percent utilization rate. The lowest parking utilization rate occurred on Friday, December 1, 21 at 9: a.m. with 3,648 used parking spaces, yielding a 74.5 percent utilization rate. Table 13-3 provides detailed hourly parking counts for each parking area on the East Campus. Figure 13-6 illustrates the variation in parking utilization over the three day study. Figure 13-6: Existing Conditions Hourly Total Parking Utilization Source: Cameron Engineering & Associates, LLP, November 211. 2 Ibid.
SBUMC Medical Facilities and Parking Project Page 13-15 Health Sciences Center and Medical Center Parking. At the time of the parking feasibility study there were approximately 2,561 parking spaces located in proximity to the HSC and MC. Adding the 52 parking spaces under construction, there is a total of 2,613 total parking spaces located in proximity to the HSC and MC. These parking spaces are provided at off-street lots surrounding the east, south and west sides of the HSC and MC, including HSC Lot 5, HSC Lot 6, Hospital Lot 8, Hospital Lot 9, and Valet Area 11 (see Figure 13-5). As shown in Table 13-3, all lots and timeframes have high parking utilization rates with Hospital Lot 9 frequently exceeding capacity and Valet Area 11, HSC Lot 5 and HSC Lot 6 occasionally exceeding capacity. The lowest parking utilization occurred at 9: a.m. in HSC Lot 5 on Thursday (59.5 percent) and Friday (52.4 Percent); the highest parking utilization rates (113.8 percent) were recorded at Hospital Lot 9 on Wednesday from 11: a.m. to 3: p.m. and on Friday from 1: a.m. to 2: p.m. The hourly parking utilization for all 2,613 parking spaces is summarized in Table 13-3. Medical Center Parking. At the time of the parking feasibility study there were approximately 1,932 parking spaces located in the vicinity of the MC. These parking spaces are provided at off-street lots located west of the MC, including MC Lot 5, MC Garage 7, and MC Lot 6, a valet parking area (see Figure 13-5). As shown in Table 13-3, MC Lots 5 and 7 typically have much higher parking utilization rates than MC Lot 6. The lowest parking utilization was observed at 12: p.m. in MC Lot 6 on Wednesday (1.5 percent); the highest parking utilization occurred in MC Lot 5 on Wednesday at 1: p.m. (11.2 percent). The hourly parking utilization for all 1,932 parking spaces is summarized in Table 13-3. Ambulatory Surgery Center Parking. At the time of the parking feasibility study there were approximately 44 parking spaces located in proximity to the ASC. These parking spaces are provided at off-street lots surrounding the north and south sides of the ASC, including ASC Area 1, ASC Area 2, ASC Area 3, and ASC Area 4 (see Figure 13-5). As shown in Table 13-3, overall all lots and timeframes have moderate parking utilization rates. However, all areas have significantly higher parking utilization rates on Wednesday, with ASC Areas 3 and 4 frequently at or exceeding capacity. The lowest parking utilization occurred on Friday at 3: p.m. in ASC Area 2 (18.5 percent). The highest parking utilization occurred in ASC Area 4 on Wednesday at 11: a.m. (15.5 percent). The hourly parking utilization for all 44 parking spaces is summarized in Table13-3. Parking Fees. These parking areas typically have associated fees; however, inpatients do not pay for parking. Outpatients and visitors pay for parking on an hourly rate and have to enter and exit through a gate with a booth attendant. Students and employees may pay for monthly parking passes and may enter and exit through un-manned gates. Additionally, the Hospital Plaza is designed to allow for drop off and pick up without having to pay for parking. The Hospital Plaza is also used for the valet parking system, where patients and visitors may opt to pay a higher parking fee for an attendant to park their car for them.
SBUMC Medical Facilities and Parking Project Page 13-16 Table 13-3: Existing Conditions Hourly Parking Utilization Location (see Figure13-5) HSC Lot 5 % Occ. HEALTH SCIENCES CENTER ( HSC ) AND MEDICAL CENTER ( MC ) HSC Garage 7 % Occ. Hospital Lot 8 % Occ. Hospital Lot 9 % Occ. Valet Area 11 % Occ. Count Date: Wednesday, December 8, 21 9: a.m. 246 83.7% 1,837 99.4% 312 97.8% 95 19.2% 13 18.3% 1: a.m. 297 11.% 1,878 11.6% 318 99.7% 97 111.5% 12 1.% 11: a.m. 296 1.7% 1,851 1.1% 318 99.7% 99 113.8% 12 1.% 12: p.m. 296 1.7% 1,849 1.% 37 96.2% 99 113.8% 12 1.% 1: p.m. 296 1.7% 1,847 99.9% 39 96.9% 99 113.8% 12 1.% 2: p.m. 296 1.7% 1,845 99.8% 39 96.9% 99 113.8% 12 1.% 3: p.m. 292 99.3% 1,87 97.7% 33 95.% 95 19.2% 12 1.% Count Date: Thursday, December 9, 21 9: a.m. 175 59.5% 1,457 78.8% 38 96.6% 93 16.9% 12 1.% 1: a.m. 274 93.2% 1,694 91.6% 313 98.1% 92 15.7% 12 1.% 11: a.m. 292 99.3% 1,763 95.3% 312 97.8% 93 16.9% 12 1.% 12: p.m. 295 1.3% 1,782 96.4% 314 98.4% 93 16.9% 12 1.% 1: p.m. 295 1.3% 1,787 96.6% 38 96.6% 98 112.6% 12 1.% 2: p.m. 294 1.% 1,732 93.7% 291 91.2% 93 16.9% 12 1.% 3: p.m. 287 97.6% 1,696 91.7% 32 94.7% 86 98.9% 12 1.% Count Date: Friday, December 1, 21 9: a.m. 154 52.4% 1,442 78.% 312 97.8% 97 111.5% 12 1.% 1: a.m. 211 71.8% 1,646 89.% 312 97.8% 99 113.8% 12 1.% 11: a.m. 282 95.9% 1,756 95.% 312 97.8% 99 113.8% 12 1.% 12: p.m. 28 95.2% 1,697 91.8% 312 97.8% 99 113.8% 12 1.% 1: p.m. 266 9.5% 1,641 88.8% 312 97.8% 99 113.8% 12 1.% 2: p.m. 251 85.4% 1,56 81.4% 35 95.6% 96 11.3% 12 1.% 3: p.m. 241 82.% 1,46 76.% 37 96.2% 98 112.6% 12 1.% Total Spaces 294 1,849 319 87 (+52 under construction) 12 Source: Cameron Engineering & Associates, LLP, May 211.
SBUMC Medical Facilities and Parking Project Page 13-17 Table 13-3 (Continued): Existing Conditions Hourly Parking Utilization Location (see Figure13-5) ASC Area 1 % Occ. AMBULATORY SURGERY CENTER ( ASC ) ASC Area 2 % Occ. ASC Area 3 % Occ. ASC Area 4 % Occ. Count Date: Wednesday, December 8, 21 9: a.m. 25 84.4% 17 63.% 62 78.5% 44 8.% 1: a.m. 228 93.8% 22 81.5% 79 1.% 55 1.% 11: a.m. 246 11.2% 22 81.5% 79 1.% 58 15.5% 12: p.m. 241 99.2% 22 81.5% 81 12.5% 55 1.% 1: p.m. 224 92.2% 21 77.8% 79 1.% 45 81.8% 2: p.m. 241 99.2% 21 77.8% 79 1.% 53 96.4% 3: p.m. 213 87.7% 15 55.6% 67 84.8% 47 85.5% Count Date: Thursday, December 9, 21 9: a.m. 192 79.% 18 66.7% 64 81.% 48 87.3% 1: a.m. 21 86.4% 21 77.8% 63 79.7% 46 83.6% 11: a.m. 215 88.5% 22 81.5% 76 96.2% 47 85.5% 12: p.m. 24 84.% 23 85.2% 7 88.6% 46 83.6% 1: p.m. 29 86.% 21 77.8% 74 93.7% 47 85.5% 2: p.m. 198 81.5% 2 74.1% 78 98.7% 46 83.6% 3: p.m. 195 8.2% 2 74.1% 72 91.1% 44 8.% Count Date: Friday, December 1, 21 9: a.m. 155 63.8% 16 59.3% 54 68.4% 38 69.1% 1: a.m. 199 81.9% 16 59.3% 66 83.5% 47 85.5% 11: a.m. 198 81.5% 16 59.3% 72 91.1% 46 83.6% 12: p.m. 21 82.7% 19 7.4% 65 82.3% 41 74.5% 1: p.m. 198 81.5% 17 63.% 68 86.1% 46 83.6% 2: p.m. 189 77.8% 1 37.% 69 87.3% 5 9.9% 3: p.m. 16 65.8% 5 18.5% 57 72.2% 42 76.4% Total Spaces 243 27 79 55 Source: Cameron Engineering & Associates LLP, May 211
SBUMC Medical Facilities and Parking Project Page 13-18 Table 13-3 (Continued): Existing Conditions Hourly Parking Utilization Location (see Figure13-5) MC Lot 5 % Occ. MEDICAL CENTER (MC) MC Lot 6 (Valet storage) % Occ. MC Garage 7 TOTAL % Occ. Parked % Occ. Count Date: Wednesday, December 8, 21 9: a.m. 467 93.2% 3 22.1% 1,134 87.6% 4,462 91.1% 1: a.m. 51 1.% 21 15.4% 1,191 92.% 4,699 96.% 11: a.m. 57 11.2% 19 14.% 1,259 97.2% 4,766 97.3% 12: p.m. 53 1.4% 2 1.5% 1,287 99.4% 4,754 97.1% 1: p.m. 57 11.2% 13 75.7% 1,289 99.5% 4,831 98.7% 2: p.m. 52 1.2% 136 1.% 1,276 98.5% 4,869 99.4% 3: p.m. 457 91.2% 92 67.6% 1,262 97.5% 4,662 95.2% Count Date: Thursday, December 9, 21 9: a.m. 456 91.% 52 38.2% 976 75.4% 3,851 78.6% 1: a.m. 51 1.% 64 47.1% 1,49 81.% 4,339 88.6% 11: a.m. 54 1.6% 64 47.1% 1,19 91.9% 4,59 93.7% 12: p.m. 56 11.% 72 52.9% 1,185 91.5% 4,62 94.% 1: p.m. 53 1.4% 72 52.9% 1,189 91.8% 4,615 94.2% 2: p.m. 495 98.8% 85 62.5% 1,14 88.% 4,484 91.6% 3: p.m. 488 97.4% 85 62.5% 1,133 87.5% 4,42 9.3% Count Date: Friday, December 1, 21 9: a.m. 383 76.4% 22 16.2% 963 74.4% 3,648 74.5% 1: a.m. 438 87.4% 22 16.2% 1,24 79.1% 4,92 83.6% 11: a.m. 473 94.4% 59 43.4% 1,55 81.5% 4,38 89.4% 12: p.m. 475 94.8% 59 43.4% 1,85 83.8% 4,345 88.7% 1: p.m. 482 96.2% 64 47.1% 1,97 84.7% 4,32 87.8% 2: p.m. 463 92.4% 64 47.1% 1,99 84.9% 4,114 84.% 3: p.m. 426 85.% 63 46.3% 1,16 78.5% 3,833 78.3% Total Spaces 51 136 1,295 4,897 Source: Cameron Engineering & Associates LLP, May 211.
SBUMC Medical Facilities and Parking Project Page 13-19 Transit and Pedestrian Existing Conditions The SBUMC campus is accessible via public transit, as discussed below. One-seat ride options are limited to Suffolk County Transit bus service. Although a viable option, it is expected that employee utilization of transit as a commute mode is low due to limited service schedules and general lack of comprehensive transit service in Suffolk County. Rail Service. The Proposed Project is not likely to generate a substantial number of new peak-hour rail or bus transit riders, or a significant amount of pedestrians beyond future background growth. Therefore, it does not trigger the need for a transit analysis. Rail service is provided to SBU via the Long Island Rail Road ( LIRR ) Stony Brook Station, located immediately north of the Main (West) campus. Commuters using the rail service have access to SBU through pedestrian walkways, as well as via the free SBU bus that operates between the LIRR station and campus. The current LIRR service weekday schedule for the Stony Brook station includes 2 eastbound and 8 westbound trains during the a.m. peak hour and 8 eastbound and 2 westbound trains during the p.m. peak hour, with additional midday, evening and late night service. Weekend service is provided with slightly less frequency. Traveling to the SBUMC campus by train also requires a (free) bus connection, as described in the following Bus Service section. Bus Service. The SBU bus system is SBU-owned and operated and offers seven weekday bus routes and six weekend bus routes. The buses operate only on the internal campus roads and are available free of charge. In general, the SBUMC campus is only served by the H (Hospital/Chapin Route) SBU bus route that runs along the Health Sciences Drive in a counterclockwise direction during the weekdays. Service is provided from 5:3 a.m. to 11:15 p.m. at a frequency of 15 minutes. The SBU Railroad Route runs to/from the LIRR Stony Brook station and the SBU Main (West) Campus between 7:3 a.m. and 9: p.m. on weekdays; on weekends the Railroad Route also serves the SBUMC campus (Chapin stop). Service on the Railroad Route is scheduled to follow the LIRR arrival and departures times. 3 The free SBU bus service is available to SBU students, faculty and staff, including SBUMC employees and visitors. SBU is also served by four publicly-accessible bus routes that are owned and operated by Suffolk County. The Suffolk County Transit S6 and S69 bus routes run from the Smith Haven Mall, north on Stony Brook Road and along the west side of the campus, making multiple stops at the SBU Main Campus and one stop at SBUMC. The S71 bus line runs west from NYS Route 347 to CR 97 to the SBUMC and SBU Main Campuses as well as the LIRR Stony Brook station. Finally, the Suffolk County Transit 3D bus route travels east from NYS Route 347 to CR 97 where it follows the S71 route to the East and West Campuses and the LIRR Stony Brook station. 3 http://www.stonybrook.edu/transportation/campusbus/
SBUMC Medical Facilities and Parking Project Page 13-2 Pedestrians. Most travel to the Project Site involves use of a vehicle. The layout of the SBUMC campus has a strong focus on vehicular traffic; the campus design is not pedestrianfriendly. Under existing conditions, pedestrian movements are somewhat limited due to the lack of sidewalks or paved pedestrian walkways throughout much of the Project Site. Connectivity between the Hospital and the ASC, for example, is available by walking through a series of parking lots connected by stairs due to the grade change. Paved pedestrian walkways, such as those provided on the SBU Main Campus, are lacking on the East Campus. Sidewalks are provided along limited portions of Health Sciences Drive. Pedestrian volumes are low on the campus except in the areas that connect parking to buildings. Pedestrians can travel between the West and East Campuses via a walkway provided in the tunnel underneath Nicolls Road. On the East Campus, the tunnel is situated adjacent to the northern end of HSC complex, northwest of the Hospital complex. Covered bicycle racks are provided in a few locations on the East Campus. Two racks were observed as being utilized during site reconnaissance; one located near the main entrance to the Hospital and one at the northwestern end of the HSC complex, near the tunnel connecting the East and West Campuses. Future No-Build Condition The No-Build Condition is based on the existing transportation network consisting of highways, arterial roads, public transit, and pedestrian facilities in the study area. This scenario analyzes the network as it exists in addition to the major developments that have been approved, are in the process of being approved for construction, or are expected to be implemented by the Build Year, without the Proposed Project. The Future No-Build Condition was determined by increasing the existing traffic volumes to reflect the expected background growth within the transportation study area. In line with the NYSDOT Long Island Transportation Plan ( LITP ) 2 model 4, a 1.45 percent per year compounded growth rate was utilized in this traffic study, resulting in an overall growth rate of 12.2 percent up to year 218. Growth rates between 1 percent and 12 percent were applied to all intersections with the exception of Health Sciences Drive; because this road is an internal road surrounding the SBUMC campus, it should not be expanded for background traffic but rather just be expanded for the proposed site improvements. As appropriate, trips generated by potential developments anticipated to be completed by 218 were also included in the No-Build Condition, including the Campus Hotel, the HSC and LIHTI Parking and the ABSL-3 Laboratory Projects. Figures 13-7 through 13-9 depict the 218 No-Build Condition traffic volumes for the peak hours. 4 Long Island Transportation Plan 2 Model, prepared by Parsons Brinckerhoff, Inc. for NYSDOT. http://proceedings.esri.com/library/userconf/proc98/proceed/to35/pap326/p326.htm
SBUMC Medical Facilities and Parking Project Page 13-21 Future No-Build Condition Traffic Analysis The Future No-Build Condition traffic analysis was performed using the same methodology that was used to analyze Existing Conditions. The future peak-hour traffic volumes were used along with signal phasing, intersection geometry (lane utilization, lane widths, parking regulations, etc.), parking maneuver data, and bus stop activity data as inputs into the LOS calculations to evaluate future operations. The results of the signalized analyses for the a.m., midday, and p.m. peak hours are summarized in Table 13-4 and a copy of the individual HCS worksheets are included in Technical Appendix B. Based upon these results, all movements analyzed operate at an acceptable LOS D or better during the peak periods with the exception of the movements at the following three intersections: Nicolls Road and NYS Route 25A During the a.m. peak hour, the eastbound through and the westbound left-turn movements operate at LOS E and the overall intersection operates at LOS D. The eastbound through and the westbound left-turn movements operate at LOS F, while the northbound leftturn movement operates at LOS E during the p.m. peak hour. The overall intersection operates at LOS F during the p.m. peak hour. Nicolls Road and South Drive/Health Sciences Drive During the p.m. peak hour, the northbound left-turn and the southbound through movements operate at LOS E, and the overall intersection operates at LOS D. Nicolls Road and NYS Route 347 The eastbound NYS Route 347 left-turn, the westbound through, the northbound Nicolls Road through, and the southbound left-turn movements operate at LOS F, while the northbound leftturn and the southbound through movements operate at LOS E during the a.m. peak hour. The eastbound NYS Route 347 left-turn, the northbound left-turn, and the northbound through movements operate at LOS E, while the southbound left-turn and southbound through movements operate at LOS F during the midday peak hour. During the p.m. peak hour, the eastbound leftturn, the northbound left-turn, the southbound left-turn, and the southbound through movements operate at LOS F, while the eastbound through, the westbound through, the westbound left-turn, and the northbound through movements operate at LOS E. The overall intersection operates at LOS F during the a.m. and p.m. peak hours and LOS E during the midday peak hour, respectively.
543 Route 25A 64 Route 25A 316 527 395 352 Nicolls Road 31 Entrance Drive 85 485 423 14 5 Health Sciences Drive 18 18 381 539 84 43 125 145 Emergency Entrance 34 95 565 438 2 23 277 2 Edmund D. Pellegrino Rd 16 Patriots Road 12 1 146 151 81 12 9 South Drive 8 442 11 71 18 14 24 Health Sciences Drive 272 474 924 187 399 22 532 219 1836 Route 347 76 529 843 54 1797 21 174 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Future Zoning No-Build Map Condition AM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-7
Route 25A 373 398 521 Route 25A 357 413 479 Nicolls Road 82 Entrance Drive 47 595 147 24 11 17 27 138 25 543 16 125 131 Emergency Entrance 42 133 195 16 12 16 282 19 Edmund D. Pellegrino Rd 52 21 2 62 354 28 63 Patriots Road 11 67 652 25 45 Health Sciences Drive South Drive 341 86 73 32 667 346 165 223 339 578 348 1556 Route 347 82 346 192 58 759 51 156 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Future Zoning No-Build Map Condition Midday Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-8
43 Route 25A 524 Route 25A 637 496 683 639 Nicolls Road 314 Entrance Drive 2 638 94 31 56 Health Sciences Drive 158 16 255 77 3 422 38 458 Emergency Entrance 65 343 134 16 21 3 82 4 1 Edmund D. Pellegrino Rd 68 Patriots Road 36 3 22 277 2 134 8 122 14 23 18 Health Sciences Drive South Drive 175 873 7 221 767 235 286 184 531 1222 574 145 Route 347 12 337 1523 489 83 39 292 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Future Zoning No-Build Map Condition PM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-9
SBUMC Medical Facilities and Parking Project Page 13-25 Intersection & Approaches Table 13-4: Future No-Build Condition Level of Service for Signalized Intersections Lane Group A.M. Peak Hour Midday Peak Hour P.M. Peak Hour (7:45 8:45 a.m.) (12: 1: p.m.) (4:3 5:3 p.m.) (1) (2) (3) (1) (2) (3) (1) (2) (3) V/C V/C V/C Ratio Delay LOS Ratio Delay LOS Ratio Delay LOS 1. Nicolls Road and NYS Route 25A Eastbound (Route 25A) T.93 56.9 E.84 42.1 D 1.15 119.6 F Westbound (Route 25A) L 1.2 59.6 E.9 42.3 D 1.11 11.9 F Westbound (Route 25A) T.49 5.7 A.35 5.9 A.37 7.8 A Northbound (Nicolls Road) L.86 43.2 D.77 4.3 D 1. 73.9 E Intersection 4.4 D 33.5 C 83.4 F 2. Nicolls Road and Entrance Drive Eastbound (Entrance Drive) L.23 45.9 D.67 43. D.64 42.7 D Eastbound (Entrance Drive) T.37 5.3 D.26 36.5 D.27 48.3 D Westbound (Entrance Drive) L.8 44.6 D.6 32.4 C.22 35.9 D Westbound (Entrance Drive) T.29 49. D.18 35.9 D.46 5.8 D Northbound (Nicolls Road) L.61 34.6 C.64 39.1 D.74 5.8 D Northbound (Nicolls Road) T.54 24.7 C.38 14.9 B.45 17.8 B Southbound (Nicolls Road) L.42 26.9 C.48 35.5 D.27 41.2 D Southbound (Nicolls Road) T.32 17.9 B.43 15.4 B.4 17.2 B Intersection 26.5 C 22.8 C 26.9 C 3. Nicolls Road and South Drive/Health Sciences Drive Eastbound (South Drive) L.59 51.2 D.39 31.6 C.78 55. D Eastbound (South Drive) T.72 49.8 D.6 42.9 D.57 5.3 D Westbound (Health Sciences Drive) L.49 36.2 D.76 38.9 D.95 49.8 D Westbound (Health Sciences Drive) T.6 28.1 C.36 37.6 D.29 32.1 C Northbound (Nicolls Road) L.64 34.7 C.67 36. D.82 6.4 E Northbound (Nicolls Road) T.75 27.9 C.69 26. C.79 34.8 C Southbound (Nicolls Road) L.12 44.9 D.9 29.8 C.1 41.6 D Southbound (Nicolls Road) T.65 37.7 D.57 23.7 C 1.3 68.7 E Intersection 34.3 C 3.1 C 52.4 D Source: The Louis Berger Group, Inc., 211. Notes: (1) V/C = Volume to Capacity Ratio L = Left-Turn Movement (2) Delay is Measured in Seconds Per Vehicle T = Through Movement (3) LOS = Level of Service R = Right-Turn Movement Shaded Areas Represent LOS E or F
SBUMC Medical Facilities and Parking Project Page 13-26 Intersection & Approaches Table 13-4 (Continued): Future No-Build Condition Level of Service for Signalized Intersections Lane Group A.M. Peak Hour Midday Peak Hour P.M. Peak Hour (7:45 8:45 a.m.) (12: 1: p.m.) (4:3 5:3 p.m.) (1) (2) (3) (1) (2) (3) (1) (2) (3) V/C V/C V/C Ratio Delay LOS Ratio Delay LOS Ratio Delay LOS 4. Nicolls Road and NYS Route 347 Eastbound (NY Route 347) L 1.12 135. F.79 65.7 E 1.29 231.4 F Eastbound (NY Route 347) T.59 41.1 D.7 41. D.9 59.3 E Westbound (NY Route 347) L.15 5.7 D.15 45.2 D.48 75.7 E Westbound (NY Route 347) T 1.24 16.3 F.96 53.7 D.92 62.1 E Northbound (Nicolls Road) L.78 58.5 E.85 64.1 E.88 8.5 F Northbound (Nicolls Road) T 1.19 139.9 F.79 56. E.66 56.4 E Southbound (Nicolls Road) L 1.2 189.8 F.99 11.5 F 1.13 146.5 F Southbound (Nicolls Road) T.78 58.9 E 1.1 96.6 F 1.12 126.9 F Intersection 119. F 61.4 E 91.4 F 5. Health Sciences Drive and Emergency Entrance Eastbound (Emergency Entrance) L.14 24.9 C.9 16.4 B.13 17.3 B Eastbound (Emergency Entrance) R.43 27.3 C.32 18. B.75 27.8 C Northbound (Health Sciences Drive) L.83 15.2 B.36 1.4 B.38 11.8 B Northbound (Health Sciences Drive) T.24 5.8 A.1 9.2 A.7 9.7 A Southbound (Health Sciences Drive) T.2 2. B.16 16.7 B.52 2.6 C Intersection 13.8 B 13.5 B 2.7 C 6. Health Sciences Drive and Edmund Pellegrino/Patriots Roads Eastbound (Edmund Pellegrino Road) LT.4 16.1 B.6 15.2 B.25 22.8 C Eastbound (Edmund Pellegrino Road) R.3 16. B.9 1.1 B.27 14.4 B Westbound (Patriots Road) LT.6 16.1 B.28 23.6 C.49 25. C Northbound (Health Sciences Drive) L.3 7.2 A.12 7.4 A.6 4.5 A Northbound (Health Sciences Drive) T.6 9. A.19 7.7 A.12 3.5 A Southbound (Health Sciences Drive) L.17 6.8 A.5 1.5 B.1 6.9 A Southbound (Health Sciences Drive) TR.21 6.5 A.23 11.4 B.53 9.8 A Intersection 8.5 A 1.4 B 1.3 B Source: The Louis Berger Group, Inc., 211. Notes: (1) V/C = Volume to Capacity Ratio L = Left-Turn Movement (2) Delay is Measured in Seconds Per Vehicle T = Through Movement (3) LOS = Level of Service R = Right-Turn Movement Shaded Areas Represent LOS E or F
SBUMC Medical Facilities and Parking Project Page 13-27 Future No-Build Condition Parking Analysis In the Future No-Build Condition, the parking facilities within the East Campus will continue to operate near capacity during the peak occupancy periods. The Future No-Build Condition demand for parking is expected to remain relatively unchanged from the Existing Conditions. Under this scenario, the existing parking deficiency of 513 parking spaces during the peak occupancy would continue. Future No-Build Condition Transit and Pedestrians Analysis Under the Future No-Build Condition, the existing transit service to the SBUMC campus will not be altered. Commuters will continue using the available rail and bus service to access the SBUMC campus. Under the Future No-Build Condition, pedestrians will continue entering the site through the Main Hospital Entrance (at Hospital Access Road) and through the South Entrance at Edmund D. Pellegrino Road. The tunnel between the two SBU campuses will remain in operation. Future Build Condition Traffic Analysis Trip Generation Medical Facilities Projections of the peak-hour trips generated by the proposed facilities were prepared based on the Institute of Transportation Engineers ( ITE ) Trip Generation Manual, 7 th Edition. 5 ITE Land Use Code 71 (General Office Building) was used for projections for the MART, ITE Land Use Code 72 (Medical-Dental Office Building) was used for the projections for the MOB, and ITE Land Use 61 (Hospital) was used for the BT. The ITE trip generation projections were developed for the typical weekday a.m., and p.m. peak hours based on surveys of developments with different land uses and regression analysis. Since the ITE Manual does not provide trip projections for the midday peak hour, midday trip estimates were assumed to be 6 percent of the a.m. total trips. Using the trip generation procedure outlined by the ITE, the net increase in vehicles during the peak hours projected for the MART, the MOB, and the BT are summarized in Table 13-5. Under the Future Build Condition, the MART, the MOB, and the BT combined would generate 676, 46, and 956 vehicles during the a.m., midday, and p.m. peak hours respectively. 5 Trip Generation, 7 th Edition, Institute of Transportation Engineers (ITE).
SBUMC Medical Facilities and Parking Project Page 13-28 Table 13-5: Net Increase in Vehicle Trips A.M., Midday, and P.M. Peak Hours Facility Land Use Amount Medical and Research Translation Building General Office Building (1) A.M. Peak Hour Midday Peak Hour P.M. Peak Hour In Out Total In Out Total In Out Total 35 emp. 172 24 196 59 59 118 32 157 19 Bed Tower Hospital (2) 545 emp. 149 61 21 63 63 126 71 158 228 Medical Office Building Med/Dental Office Bldg (3) 51 emp. (4) 214 57 27 81 81 162 183 355 538 Total 535 141 676 23 23 45 286 67 956 Source: The Louis Berger Group, Inc., 211. Notes: (1) ITE Land Use Code 71 (General Office Building) (2) ITE Land Use Code 61 (Hospital) (3) ITE Land Use Code 72 (Medical/Dental Office Building) (4) 45 existing employees currently working in off-site SBUMC facilities (i.e., Technology Park) would be relocated to the MOB. Accordingly these would not be new workers, but would be new to the Project Site. Trip Distribution and Traffic Volumes The site-generated traffic attributable to the Proposed Project was assigned to the roadway network based on existing travel patterns (the most likely approach paths to and from the Project Site) for the external intersections and proposed new access road for two internal intersections on Hospital Access Road (existing Emergency Entrance) and Edmund D. Pellegrino Road. The proposed completed loop on Hospital Access Road (existing Emergency Entrance) and Edmund D. Pellegrino Road would change existing travel pattern at these two intersections on Health Science Drive. Therefore, existing turning movement volumes at Emergency Entrance and Edmund D. Pellegrino Road on Health Science Drive were redistributed based on their origin and destination. For example, vehicles travel from/to south of the campus would use the south access road on Edmund D. Pellegrino Road while vehicles from/to north of the campus would use the north access road on Hospital Access Road. The resulting traffic distribution and assignment of the future site-generated traffic and the redistribution of existing traffic to the study roadway network is shown in Figures 13-1 through 13-12 for the a.m., midday, and p.m. peak hours respectively. The 218 Future Build Condition traffic volumes were generated by adding the sitegenerated traffic volumes to the 218 Future No-Build traffic volumes. The 218 Future Build Condition traffic volumes are shown on Figures 13-13 to 13-15.
SBUMC Medical Facilities and Parking Project Page 13-29 Traffic Analysis and Impact Assessment The results of the intersection HCS analyses for the a.m., midday, and p.m. peak hours are summarized in Table 13-6 and copies of the individual HCS worksheets are included in Technical Appendix B. A comparison of traffic conditions in the Future No-Build and Future Build Conditions is the basis upon which potentially significant traffic impacts are determined. Traffic impacts at signalized intersections are identified on the basis of the change in delay from the Future No- Build Condition to the Future Build Condition, as follows: For intersections projected to operate at LOS E or F for the Future No-Build Condition, an increase of 1 seconds or more of delay in the Future Build Condition would be considered a significant impact. For intersections projected to operate at LOS D or better (including LOS A, B, or C) for the Future No-Build Condition, a change to LOS E or F in the Future Build Condition would be considered a significant impact. Based on the definitions identified above, the potential for significant traffic impacts as a result of the Proposed Project was assessed by comparing the Future No-Build Condition LOS and delay results for the critical intersections within the study area with the Future Build Condition LOS and delay results. The results of the comparison for the weekday a.m., midday, and p.m. peak hours peak hours are summarized in Table 13-7. Based on the results, the following three intersections were identified with significant impacts as a result of the Proposed Project during the weekday a.m. and/or p.m. peak hours: Nicolls Road and NYS Route 25A During the p.m. peak hour, the overall intersection would continue to operate at LOS F with an increase of 31.6 seconds of delay from 83.4 seconds in the Future No-Build Condition to 115. seconds in the Future Build Condition. Nicolls Road and South Drive/Health Sciences Drive The overall intersection would change from LOS D with 52.4 seconds of delay in the Future No-Build Condition to LOS E with 7.8 seconds of delay in the Future Build Condition during the p.m. peak hour. The increase in delay is 18.4 seconds. Nicolls Road and NYS Route 347 The overall intersection would continue to operate at LOS F during both the a.m. and p.m. peak hours. The a.m. peak hour would have an increase of 23.1 seconds of delay from 119. seconds in the Future No-Build Condition to 142.1 seconds in the Future Build Condition. The p.m. peak hour would have an increase of 24.8 seconds of delay from 91.4 seconds in the Future No-Build Condition to 116.2 seconds in the Future Build Condition.
SBUMC Medical Facilities and Parking Project Page 13-3 Intersection & Approaches Table 13-6: Future Build Condition Level of Service for Signalized Intersections Lane Group A.M. Peak Hour Midday Peak Hour P.M. Peak Hour (7:45 8:45 a.m.) (12: 1: p.m.) (4:3 5:3 p.m.) (1) (2) (3) (1) (2) (3) (1) (2) (3) V/C V/C V/C Ratio Delay LOS Ratio Delay LOS Ratio Delay LOS 1. Nicolls Road and NYS Route 25A Eastbound (Route 25A) T 1.7 99.7 F.91 53.1 D 1.15 119.6 F Westbound (Route 25A) L 1.4 63.9 E.9 4.5 D 1.24 162. F Westbound (Route 25A) T.48 5.3 A.34 5.5 A.37 7.8 A Northbound (Nicolls Road) L.97 63.6 E.88 5.4 D 1.17 13.4 F Intersection 53.8 D 38.4 D 115. F 2. Nicolls Road and Entrance Drive Eastbound (Entrance Drive) L.23 46. D.67 43. D.64 42.7 D Eastbound (Entrance Drive) T.37 5.3 D.43 4.9 D.31 48.7 D Westbound (Entrance Drive) L.13 45.2 D.6 32.4 C.35 37. D Westbound (Entrance Drive) T.5 52.9 D.31 39.3 D.63 62.4 E Northbound (Nicolls Road) L.61 34.6 C.42 31.2 C.74 5.8 D Northbound (Nicolls Road) T.54 24.6 C.41 16.7 B.45 17.9 B Southbound (Nicolls Road) L.57 29. C.48 31.6 C.62 45.6 D Southbound (Nicolls Road) T.32 17.8 B.44 17. B.4 17.2 B Intersection 27.3 C 23.3 C 28.7 C 3. Nicolls Road and South Drive/Health Sciences Drive Eastbound (South Drive) L.72 66. E.34 29.5 C.71 47.1 D Eastbound (South Drive) T.82 59.2 E.73 54.9 D 1.23 224.9 F Westbound (Health Sciences Drive) L.67 41.1 D.78 38. D 1.6 75.5 E Westbound (Health Sciences Drive) T.8 28.5 C.46 39.4 D.39 32.6 C Northbound (Nicolls Road) L.67 36.1 D.76 41.1 D 1.15 153.9 F Northbound (Nicolls Road) T.72 25.8 C.69 25.6 C.78 34.1 C Southbound (Nicolls Road) L.12 45. D.1 31.2 C.14 44.4 D Southbound (Nicolls Road) T.58 34.3 C.57 23.4 C 1.5 73.3 E Intersection 35.2 D 31.2 C 7.8 E Source: The Louis Berger Group, Inc., 211. Notes: (1) V/C = Volume to Capacity Ratio L = Left-Turn Movement (2) Delay is Measured in Seconds Per Vehicle T = Through Movement (3) LOS = Level of Service R = Right-Turn Movement Shaded Areas Represent LOS E or F
SBUMC Medical Facilities and Parking Project Page 13-31 Intersection & Approaches Table 13-6 (Continued): Future Build Condition Level of Service for Signalized Intersections Lane Group A.M. Peak Hour Midday Peak Hour P.M. Peak Hour (7:45 8:45 a.m.) (12: 1: p.m.) (4:3 5:3 p.m.) (1) (2) (3) (1) (2) (3) (1) (2) (3) V/C V/C V/C Ratio Delay LOS Ratio Delay LOS Ratio Delay LOS 4. Nicolls Road and NYS Route 347 Eastbound (Route 347) L 1.29 25. F.88 74.9 E 1.49 318.1 F Eastbound (Route 347) T.6 42.1 D.73 42.7 D 1. 81.7 F Westbound (Route 347) L.15 51.2 D.15 45.4 D.5 76.4 E Westbound (Route 347) T 1.27 173.4 F.99 61.6 E 1.3 89.3 F Northbound (CR 97) L.79 59.5 E.86 64.8 E.81 72.2 E Northbound (CR 97) T 1.23 155.8 F.81 55.6 E.68 54.3 D Southbound (CR 97) L 1.66 386.7 F 1.4 113.5 F 1.24 186.9 F Southbound (CR 97) T.79 58.1 E 1.1 94.2 F 1.18 148.8 F Intersection 142.1 F 65.8 E 116.2 F 5. Health Sciences Drive and Emergency Entrance Eastbound (Emergency Entrance) L.32 18.4 B.43 18. B.7 2.2 C Eastbound (Emergency Entrance) R.5 7.9 A.6 7.7 A.12 6.3 A Northbound (Health Sciences Drive) L.15 4.9 A.5 5.2 A.7 8.8 A Northbound (Health Sciences Drive) T.26 5.3 A.8 5.3 A.5 8.2 A Southbound (Health Sciences Drive) T.16 11.1 B.15 11.3 B.62 18.5 B Intersection 7.7 A 1.7 B 17.1 B 6. Health Sciences Drive and Edmund Pellegrino/Patriots Roads Eastbound (Edmund Pellegrino Road) LT.7 45.7 D.2 14.6 B.4 13.6 B Eastbound (Edmund Pellegrino Road) R.16 6.2 A.27 5.3 A.85 16. B Westbound (Patriots Road) LT.3 48.1 D.33 23. C.26 14.8 B Northbound (Health Sciences Drive) L.85 13.5 B.51 8.4 A.59 9.9 A Northbound (Health Sciences Drive) T.21 1.6 A.1 6.5 A.9 6.2 A Southbound (Health Sciences Drive) L.15 3.3 C.8 16.6 B.2 14.1 B Southbound (Health Sciences Drive) TR.37 31.9 C.28 17.5 B.74 2.7 C Intersection 12.5 B 1. A 15.7 B Source: The Louis Berger Group, Inc., 211. Notes: (1) V/C = Volume to Capacity Ratio L = Left-Turn Movement (2) Delay is Measured in Seconds Per Vehicle T = Through Movement (3) LOS = Level of Service R = Right-Turn Movement Shaded Areas Represent LOS E or F
SBUMC Medical Facilities and Parking Project Page 13-32 Table 13-7: Level of Service for Signalized Intersections Future No-Build Condition vs. Future Build Condition Intersection Future No- Build Condition Future Build Condition (1) (2) (1) (2) Delay LOS Delay LOS A.M. Peak Hour Significant Impact? 1. Nicolls Road and Route 25A 4.4 D 53.8 D No 2. Nicolls Road and Entrance Drive 26.5 C 27.3 C No 3. Nicolls Road and South Drive/Health Sciences Drive 34.3 C 35.2 D No 4. Nicolls Road and NYS Route 347 119. F 142.1 F Yes 5. Health Sciences Drive and Emergency Entrance 13.8 B 7.7 A No 6. Health Sciences Drive and Edmund Pellegrino/Patriots Roads 8.5 A 12.5 B No Midday Peak Hour 1. Nicolls Road and NYS Route 25A 33.5 C 38.4 D No 2. Nicolls Road and Entrance Drive 22.8 C 23.3 C No 3. Nicolls Road and South Drive/Health Sciences Drive 3.1 C 31.2 C No 4. Nicolls Road and NYS Route 347 61.4 E 65.8 E No 5. Health Sciences Drive and Emergency Entrance 13.5 B 1.7 B No 6. Health Sciences Drive and Edmund Pellegrino/Patriots Roads 1.4 B 1. A No P.M. Peak Hour 1. Nicolls Road and NYS Route 25A 83.4 F 115. F Yes 2. Nicolls Road and Entrance Drive 26.9 C 28.7 C No 3. Nicolls Road and South Drive/Health Sciences Drive 52.4 D 7.8 E Yes 4. Nicolls Road and NYS Route 347 91.4 F 116.2 F Yes 5. Health Sciences Drive and Emergency Entrance 2.7 C 17.1 B No 6. Health Sciences Drive and Edmund Pellegrino/Patriots Roads 1.3 B 15.7 B No Source: The Louis Berger Group, Inc., 211. Notes: (1) Delay is Measured in Seconds Per Vehicle. (2) LOS = Level of Service. Shaded Areas Represent LOS E or F.
Route 25A 83 Route 25A 69 15 12 Nicolls Road 26 Entrance Drive 152 11 4 Health Sciences Drive 1 152 Emergency Entrance 5-71 41-48 -9-71 Edmund D. Pellegrino Rd Patriots Road -9 171 1 369 849-48 1 3 1 1 Health Sciences Drive South Drive 89 26 343 2 52 2 53 Route 347 66 224 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Zoning Site Generated Map AM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-1
Route 25A 45 Route 25A 33 36 42 Nicolls Road 78 Entrance Drive 78 2 Health Sciences Drive 2 8 Emergency Entrance 96-1 8-166 -16-1 Edmund D. Pellegrino Rd Patriots Road -16 221 121 121 287-166 6 Health Sciences Drive South Drive 115 6 115 3 65 2 2 Route 347 3 65 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Zoning Site Generated Map Midday Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-11
Route 25A 62 Route 25A 58 59 93 94 113 113 Nicolls Road Entrance Drive 12 121 177 12 31 216 Health Sciences Drive 2 1 122 123 Emergency Entrance 286-257 22-114 -27-257 Edmund D. Pellegrino Rd Patriots Road -27 668 453 163 276-114 South Drive 1 2 29 49 394 352 9 154 153 Health Sciences Drive Route 347 21 181 13 97 222 14 39 Nicolls Road 94 93 Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Zoning Site Generated Map PM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-12
543 Route 25A 723 Route 25A 316 596 41 364 Nicolls Road 57 Entrance Drive 85 485 575 25 9 Health Sciences Drive 18 18 381 54 84 43 277 145 Emergency Entrance 84 24 75 95 565 85 438 429 26 2 23 227 2 Edmund D. Pellegrino Rd 16 Patriots Road 3 12 183 1 112 515 151 81 995 571 81 445 11 1 34 Health Sciences Drive South Drive 71 26 14 361 474 924 143 452 24 584 239 1836 Route 347 76 595 843 54 221 21 174 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Future Zoning Build Map Condition AM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-13
398 Route 25A 566 Route 25A 373 39 449 521 Nicolls Road 16 Entrance Drive 47 595 225 26 11 Health Sciences Drive 17 29 25 543 16 138 25 131 Emergency Entrance 138 33 122 133 195 29 16 144 182 12 16 282 19 52 Edmund D. Pellegrino Rd Patriots Road 5 21 2 284 184 183 354 28 349 188 67 652 25 11 51 Health Sciences Drive South Drive 86 456 79 32 667 461 165 243 369 643 368 1556 Route 347 82 376 192 58 824 51 156 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Future Zoning Build Map Condition Midday Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-14
43 Route 25A 586 Route 25A 637 554 555 776 733 796 752 Nicolls Road Entrance Drive 214 2 638 215 491 43 87 53 Health Sciences Drive 158 18 255 717 3 422 16 161 458 Emergency Entrance 351 86 285 343 134 16 2 79 545 3 82 4 21 1 Edmund D. Pellegrino Rd 68 Patriots Road 9 36 3 185 277 2 82 587 298 163 South Drive 33 82 151 14 157 1267 1225 175 79 221 767 389 388 286 Health Sciences Drive Route 347 25 143 677 628 1444 678 145 12 376 1523 489 897 39 896 292 Nicolls Road Stony Brook University Medical Center Medical Facilities and Parking Project Traffic Volumes Future Zoning Build Map Condition PM Peak Hour Figure 3 The Louis Berger Group, Inc. Figure 13-15
SBUMC Medical Facilities and Parking Project Page 13-39 Travel Demand Management Program To address the anticipated impacts associated with the Proposed Project as identified on Table 13-7, Travel Demand Management ( TDM ) measures were developed to reduce the number of Single Occupancy Vehicles ( SOVs ) commuting to the SBUMC campus. There are a series of measures that can be implemented that would have a strong positive effect in reducing the dependence on SOVs as the primary travel mode of campus commuters. Some of these measures offer fairly significant potential to change employee travel behavior and some offer more modest improvements, but applied together they offer an opportunity to cause a strong shift in travel mode and a reduction in peak-period trips. The following programs provide encouragement, incentives and support for commuters to use of alternative modes (such as ridesharing, public transit, cycling, and telecommuting), alternative work schedules, and other efficient transportation options. The first and most important recommendation is the establishment of employee transportation coordination services within the SBUMC Human Resources Department to develop and implement an integrated TDM program. (Note: TDM measures have been implemented on the West Campus and are reported to be effective in reducing the number of SOV trips). The employee transportation coordination service ( ETCS ) would also serve as an advocate for transportation management programs at the SBUMC campus, provide a liaison with outside transportation interests, become the key on-site resource for transportation management information and strategies, and be the chief marketer or promoter of the SBUMC transportation management program and use of transportation alternatives by the workforce. Commuting assistance information would be provided through the SBUMC website, and a phone contact would be provided to the Human Resources Department for transportation coordination assistance. A list of the suitable transportation management needs and required actions would be developed as part of the employee transportation coordination services. Below are discussed the TDM measures that can be implemented to reduce SOV use. Ridesharing Program (Carpools and Vanpools). Ridesharing (also known as carpooling) is the sharing of car journeys so that more than one person travels in a car. To increase ridesharing, the ETCS would need to develop an information package on the benefits of ridesharing for use in marketing such a program to employees. It has been demonstrated that an active rideshare coordinator can substantially increase the percentage of carpool/vanpool users. The ETCS should be available to assist employees in completing the process of registering and in setting up a ride matching program. An effective way to promote ridesharing is by having the ETCS actively match employees with one another to facilitate carpool formations in same or nearby zip codes. Employees may feel more comfortable when someone has taken the first step of introducing potential rideshare partners. The NYSDOT sponsors a free rideshare service, 511NY Rideshare, as part of its 511NY program. The 511NY Rideshare service provides an enhanced level of services, tools, and information on cost-effective and reliable alternatives to driving alone. These alternatives which may be available to employers, commuters and the general public include carpools,
SBUMC Medical Facilities and Parking Project Page 13-4 vanpools, public transit, bicycling, walking and teleworking. The goal of the service is to provide commuters with a mobility plan that is flexible enough to adjust to the changing conditions of roadways. To facilitate the realization of this goal, the 511NY Rideshare website provides a suite of programs and services, including ridematching for carpools and vanpools, employer commuter benefit services, and a Guaranteed Ride Program. The website also includes resources and information for transit, park and ride, bicycling, walking, telework and other options (see www.511nyrideshare.org). As noted on the 511NY Rideshare website, the main concern cited by employees who are reluctant to rideshare is what to do when sickness, an emergency or an unexpected situation arises and no vehicle is available. Eligible individuals can register for the 511NY Rideshare Guaranteed Ride Program ( GRP ), which acts as an insurance policy for rideshare participants. If a ridesharing participant misses his or her car/vanpool due to an emergency (or if the car/vanpool driver gets sick or cannot pick up an individual due to an unexpected emergency), 511NY Rideshare s GRP can be used and will pay for the individual to get to their destination by public transit or taxi. It is recommended that the ETCS advertise and promote the 511NY Rideshare Program including 511NY Rideshare s GRP and make information readily available and easy to access for campus employees. In addition to making information available, the ETCS would also offer help in understanding how to sign up for the program on the commuter website, in published brochures and at informational meetings. One option to increase ridesharing is the use of free or discounted priority parking spaces for multi-passenger vehicles (carpools/vanpools). This measure would offer reserved priority parking for multi-passenger commuter vehicles. Offering reserved space conveniently located is a strong incentive to carpool/vanpool, especially in a place like the SBUMC campus where the parking is at a premium and where employee spaces would be moving further away from SBUMC buildings under the Proposed Project. It is believed that advertising this option would increase the number of multi-passenger commuter vehicles that access the campus. Transit Subsidies, SBU Smart Transit, and Transit Improvements. The SBUMC campus is accessible via the LIRR Stony Brook station and Suffolk County Transit buses S6, S69, and S71. The free SBU bus system, SBU Transit, also provides service on the internal campus roads and to/from the LIRR station. The use of transit subsidies by campus employees (such as the amount allowed to be saved tax free by the employee using the Transit Card system; currently $125. per month and possibly returning to $23. per month via congressional action) could encourage greater use of mass transit. This benefit may be used to pay for travel costs on LIRR, Suffolk County buses, and registered vanpools. It is recommended that the ETCS widely distribute the details and benefits of the transit subsidies and conduct informational seminars on the topic to help inform potential program participants. The SBU campus has started to implement the SBU Smart Transit program in the spring of 212. SBU Smart Transit is a comprehensive bus and shuttle global positioning system that
SBUMC Medical Facilities and Parking Project Page 13-41 provides live vehicle location, utilization information and estimated arrival times to passengers using web and mobile-based applications. SBU Smart Transit offers an easy and convenient way to view real-time information on SBU Transit vehicle locations and is being deployed in phases on the following routes: Hospital/Chapin and Railroad Routes in spring 212. R&D Park Shuttle, Express Route and Inner Loop in fall 212. Remainder of SBU Transit routes in 213. SBU Smart Transit will also be available via iphone, Android, and Blackberry mobile applications in fall 212. Another option to encourage more employees to use mass transit is to improve transit service within the SBUMC campus. Currently, the SBU Railroad Route and the H (Hospital/Chapin Route) bus route run along the Health Sciences Drive and the Chapin stop is located south of Hospital Access Road. With the proposed completed loop on Hospital Access Road and Edmund D. Pellegrino Road, bus service will be rerouted into Hospital Access Road and Edmund D. Pellegrino Road and new bus stops can be provided along these roads to increase transit access to SBUMC facilities. For example, upon completion of the MART and BT, when the new access roads are constructed, SBUMC will provide a drop off for campus buses at the MART and BT, which will provide access to the HSC as well. These improvements would reduce the walking distance and time between the bus stop and the existing Hospital and the proposed new facilities at the Bed Tower, Medical and Research Translational Building, and Medical Office Building. Providing bus stop shelters at any new bus stops would also encourage the use of SBU and public transit. The combination of the proposed transit subsidies, the SBU Smart Transit, and the bus route and stop improvements would result in a travel mode shift from SOV use to mass transit. Alternative Work Schedules (also called Variable Work Hours). Alternative work schedules would involve flextime, compressing work days, staggered shifts, or telecommuting. Flextime is a significant factor in commute-trip-reduction program effectiveness in reducing peak-period traffic. Flextime and staggered shifts can reduce peak-period trips and congestion directly, particularly around large employment centers. Bicycle Facilities. SBU encourages the university community to bring and utilize a bicycle to navigate the campus. The 6-mile-long Paul Simons Memorial Bicycle Path, which is open to students, faculty, staff, and to the public, provides connections within the campus. The path is mostly located on the West Campus and a connection to off campus areas is via South Drive to Stony Brook Road. This path also provides connection between the West Campus and the SBUMC campus via the South Drive/Health Sciences Drive between Edmund D. Pellegrino Road and the School of Dental Medicine access road. However, the path on South Drive discontinues between the School of Dental Medicine access road to Marburger Drive, which makes biking on this segment unsafe and discourage employees commuting to the SBUMC campus via bicycle. It is recommended that a continuous path be provided along South Drive between Stony Brook Road and Edmund D. Pellegrino Road. To maximize the number of
SBUMC Medical Facilities and Parking Project Page 13-42 bicycle riders, it is suggested that lockers and a shower facility be installed at the SBUMC campus. This would require funding and dedicated space. Summary. A recent report, Transit Cooperative Research Program (TCRP) Report 95, Traveler Response to Transportation System Changes, Chapter 19 - Employer and Institutional TDM Strategies, 21 ( TCRP Report 95 ), 6 was used to determine the vehicle trip reduction associated with the above TDM strategies. The TCRP Report 95 utilized a collection of new as well as synthesized research of 82 cases as an analysis platform to evaluate the effectiveness of TDM strategies. These 82 program samples were categorized into levels of high, medium, and low support, based on the range of strategies employed to encourage employee participation and the level of intensity with which they are applied. The above-recommended TDM strategies for SBUMC are considered a medium-support program, wherein an employer makes a conscious effort to become involved in the program by providing information about commute options and programs; promoting these programs; establishing an ETCS and assisting with ridesharing and transit subsidies. The typical vehicle trip reduction for medium-support programs identified in the TCRP Report 95 ranges from 12. percent to 28. percent. It is not believed that that level of reduction would be reached at SBUMC, given its suburban setting and driving culture, limited availability of transit and bicycle facilities, and the proposed hospital and medical use. However, it is believed that approximately 1. percent of the trips currently accessing the campus via SOVs would be diverted to other travel modes due to the creation of an ETCS and strong advocacy for, and implementation of, the above TDM strategies. This equates to approximately 275 trips (225 inbound and 5 outbound) during the a.m. peak hour and 28 trips during the p.m. peak hour (7 inbound and 21 outbound), respectively, for the SBUMC campus. Recommended Mitigation Measures In addition to the above TDM strategies, a series of mitigation measures were also identified at the three following locations to address the anticipated impacts associated with the Proposed Project as identified on Table 13-7. Nicolls Road at NYS Route 25A. The Proposed Project would increase vehicle delays at this intersection during the p.m. peak hour from LOS F (83.4 seconds of delay) under the Future No-Build Condition to LOS F (115. seconds of delay) under the Future Condition. This change would represent a significant degradation in delay. Mitigation of this impact would require the restriping of the westbound approach on NYS Route 25A to provide one through lane and one shared left through lane, as well as signal timing changes. Signal timing changes include the use of permitted westbound, left-turn lane configuration and cycle-length optimization for the p.m. peak hour. If these mitigation measures were implemented, the Future Build Condition would improve such that the intersection would perform with similar overall delay as in the Future No- 6 Transit Cooperative Research Program (TCRP) Report 95, Traveler Response to Transportation System Changes, Chapter 19 - Employer and Institutional TDM Strategies, sponsored by the Federal Transit Administration in cooperation with the Transit Development Corporation, Transportation Research Board (TRB),Washington, D.C. 21.
SBUMC Medical Facilities and Parking Project Page 13-43 Build Condition. The overall intersection delay would improve to LOS F (82.5 seconds of delay) during the p.m. peak hour. Nicolls Road at South Drive/Health Sciences Drive. The Proposed Project would increase vehicle delays during the p.m. peak hour at this intersection from LOS D (52.4 seconds of delay) under the Future No-Build Condition to LOS E (7.8 seconds of delay) under the Future Condition. This change would represent a significant degradation in delay. Typical mitigations such as restriping, signal optimizations, etc. would not work in this situation and engineering measures would be very costly to implement. Thus, the recommended mitigation for this impact is the above TDM programs to reduce SOVs during the peak periods. The successful implementation of these TDM programs by SBUMC would relieve congested conditions during the peak hour at this intersection. It is expected that the TDM recommendations would improve the Future Build Condition such that the intersection would operate at LOS D (54.1 seconds of delay) with 1.7 seconds of increase in overall intersection delay when compared to the Future No-Build Condition during the p.m. peak hour. Nicolls Road at NYS Route 347. The Proposed Project would increase vehicle delays at this intersection from LOS F (119 seconds of delay) under the Future No-Build Condition to LOS F (142.1 seconds of delay), and from LOS F (91.4 seconds of delay) under the Future No- Build Condition to LOS F (116.2 seconds of delay) during the a.m. and p.m. peak hours, respectively. This change would represent a significant degradation in delay for the a.m. and p.m. peak hours. The recommended mitigative measure for this impact would include signal phasing modifications to provide lead-lag, split-phase configuration and cycle-length optimization for the a.m. and p.m. peak hours. In addition, implementation of TDM programs discussed above would help to relieve congested conditions during the peak hours at this intersection. Signal timing modifications are not recommended during the weekday midday peak hour. It is expected that the successful implementation of TDM programs and signal phasing changes would improve the Future Build Condition such the intersection would perform with reduction in overall intersection delays when compared to the Future No-Build Condition. The overall intersection delay would continue to operate at LOS F (114.5 seconds of delay) and at LOS F(82.5 seconds of delay) during the a.m. and p.m. peak hours, respectively. In addition, a long-planned NYSDOT project is aimed at improving traffic conditions at this intersection. NYSDOT s Construct Bridge and Interchange at CR97(Nicolls Rd) and NY347, a component of the overall NY Route 347 Safety and Mobility Improvement Project, would involve the construction of a bridge to carry NYS Route 347 over Nicolls Road. The funding, timing, and specific design of this NYSDOT project are uncertain and, therefore, it has not been considered in this traffic analysis. However, it is anticipated that the grade separation of the NYS Route 347 intersection with Nicolls Road would significantly improve the current and future traffic conditions at this intersection.
SBUMC Medical Facilities and Parking Project Page 13-44 Summary The successful implementation of a TDM program and the other mitigation measures outlined above would improve the Future Build Condition such that the three potential impacted intersections would perform at the same or better LOS, with reductions in overall intersection delays at two intersections when compared to the Future No-Build Condition. Thus, the Proposed Project would have no immitigable traffic impact. Future Build Condition Parking Analysis Future Build Condition Parking Need Projections. The information used by the parking feasibility study to calculate the parking needs was based on the SBUMC Facility Master Plan, dated July 29, with an updated executive summary dated September 29, and data provided by SBUMC representatives. 7 Parking demand projections calculated for year 217 were based on size, intended uses, and scheduling of each new and expanded building, and were assumed to remain constant for the 218 Build Year. All calculations (except for the ASC backfill) were based on the ITE Parking Generation Manual, 4 th Edition published in 21, with an additional 5. percent cushion to account for temporary peak parking demand surges. The ASC backfill parking was based on specific building uses. ITE Land Use Code 71 (General Office Building) was used for projections for the Research and Development space portion of the MART, while ITE Land Use Code 63 (Clinic) was used for projections for the relocated Cancer Center portion of the MART. ITE Land Use Code 72 (Medical-Dental Office Building) was used for the projections for the MOB and ITE Land Use 61 (Hospital) was used for the projections for the BT. Table 13-8 summarizes the future parking needs. 7 Stony Brook University Medical Center Facilities Master Plan, prepared by Ellerbe Becket and STV, July 29.
SBUMC Medical Facilities and Parking Project Page 13-45 Table 13-8: Parking Demand Net Increment by Year 218 Parking Needs (8) Facility Land Use Amount Rate Existing Identified Deficiency (1) N/A N/A N/A 513 Medical and Research Translation Building 19, General Office Building (2) BGSF 2.51 spaces per 1, BGSF + 26 spaces 528 6, Clinic (3) BGSF 4.2 spaces per 1, BGSF+ 1 space 266 42, Relocated uses (4) BGSF 4.2 spaces per 1, BGSF+ 1 space -186 Bed Tower Hospital (5) 96 beds 7.35 spaces per bed 741 Medical Office Med/Dental Office 95,369 Building Building (6) BGSF 4.27 spaces per 1, BGSF 428 ASC Backfill (7) N/A 4 OR N/A 6 Total 2,35 Source: Cameron Engineering & Associates, LLP, November 211. Notes: (1) Based on Cameron Engineering & Associates, LLP 21 parking counts (2) ITE Land Use Code 71 (General Office Building) (3) ITE Land Use Code 63 (Clinic) (4) The 6, BGSF area will receive relocated uses from the Existing Cancer Center (5) ITE Land Use Code 61 (Hospital) (6) ITE Land Use Code 72 (Medical/Dental Office Building) (7) Each Operating Room (OR) would have 4 patients and 8 doctor/ nurses/support staff. There would be 9 overall support staff. It was assumed that one vehicle per staff member and patient would be needed. (8) All areas reflect BGSF to correspond to ITE calculations, with an additional 5 percent to account for temporary peak parking demand surges Based on the projected expansion of the program of the Hospital, there would be a need for 2,35 new parking spaces by the Build Year (1,837 spaces for future expansion plus the identified 513-space deficiency under Existing Conditions). The proposed parking improvements are illustrated in Figure 13-16, Proposed Parking Improvement Plan. The parking areas were assigned numbers (Areas 1 through 4), as shown in Figure 13-16. The Proposed Project would include the addition of an approximately 1,98 spaces in a new 5-level parking garage south of the HSC ( Area 1 ). This parking garage would primarily serve visitors and would have some staff usage. The western half of the existing surface parking lot would be removed to enable construction of the southern part of the new parking garage; the other portion would be adjacent to the west wall of the existing Hospital garage. The existing surface lot that would be partially removed to accommodate the new garage would be restored and expanded to provide an additional 49 spaces ( Area 2 or Lot 2 ). In addition two surface parking lots would be added: one 118-space valet parking for patients located on Hospital Access Road ( Area 3 or Lot 3 ) and one 551-space employee parking lot located on Edmund D. Pellegrino Road ( Area 4 or Lot 4 ).
Source: Cameron Engineering & Associates, LLP, April 211 Stony Brook University Medical Center Medical Facilities and Parking Project Proposed Parking Zoning Improvement Map Plan The Louis Berger Group, Inc. Figure Figure 13-16 3