12 - Traffic and TransportationDEIS 12-1 9/12/2018
Chapter 12: Traffic and Transportation
12.1. INTRODUCTION AND SUMMARY OF FINDINGS
This Chapter summarizes the Traffic Impact Study (TIS) for the Proposed Project, which was completed by Maser Consulting P.A (see Appendix F). The TIS assesses the potential traffic and transportation impacts of the Proposed Project and its potential effects on the study area’s vehicular safety and circulation conditions. As such, these analyses address the potential for the Proposed Action to have one or more significant adverse environmental impacts that were identified in the Lead Agency’s Positive Declaration (see Appendix A-5). As demonstrated in the TIS, and summarized below, the Proposed Project would result in fewer vehicular trips than with the re-occupancy of the existing office building on-Site. In addition, the Proposed Project would not have a significant adverse impact on the study area intersections when compared to conditions with the re-occupancy of the existing office building. Finally, the Proposed Project proposes signal retimings at two intersections along King Street, which, while not necessary to mitigate a Project-
related impact, would improve the existing and future traffic operation of the King Street corridor.
12.2. METHODOLOGY
The study area for the TIS includes the Project Site’s driveways on Arbor Drive and 11 intersections along King Street, between Anderson Hill Road and Betsy Brown Road, for the following intersections:
• King Street (Route 120A) and Anderson Hill Road
• King Street (Route 120A) and Hutchinson River Parkway/Merritt Parkway SB Off Ramp
• King Street (Route 120A) and N. Ridge Street
• King Street (Route 120A) and Glen Ridge Road (Hutchinson River Parkway/Merritt Parkway NB On/Off Ramp)
• King Street (Route 120A) and Hutchinson River Parkway/Merritt Parkway NB On/Off Ramp
• King Street and Arbor Drive
• King Street (Route 120A) and Blind Brook Middle/High School Right Turn Entry Driveway
• King Street (Route 120A) and Glenville Street / Blind Brook Middle/High School
• Arbor Drive and Existing Office / Proposed Site Driveway
• King Street (Route 120A) and Comly Avenue
• King Street and Betsy Brown Road
• N. Ridge Street and Hutchinson River Parkway SB On/Off Ramp
As required, the TIS describes traffic conditions within the study area in existing conditions, the
Future without the Proposed Project (the “No Build” condition), and the Future with the Proposed Project (the “Build” condition). The analysis year for the No Build and the Build
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conditions is 2025, which is when the Applicant anticipates that the Proposed Project would be fully occupied and stabilized.
To determine existing and future traffic operating conditions within the study area, capacity analyses were performed at all study area intersections in accordance with the procedures described in the 2010 Highway Capacity Manual (HCM). Traffic flow conditions are identified
as Level of Service (LOS). LOS “A” represents the best condition and LOS “F” represents the worst condition. LOS “C” is generally used as a design standard while LOS “D” is acceptable during peak periods. LOS “E” represents an operation near capacity. To identify a signalized intersection’s LOS, the average amount of vehicle delay is computed for each approach to the intersection as well as for the overall intersection. The analysis procedure for un-signalized intersections is based on the total elapsed time from when a vehicle stops at the end of the queue until the vehicle departs from the stop line. The average total delay for any particular critical movement is a function of the service rate or capacity of the approach and the degree of saturation. To identify LOS, the average amount of vehicle delay is computed for each critical movement (e.g., major street left turns and minor street movements) to the intersection.
12.3. EXISTING CONDITIONS
12.3.1. TRAFFIC AND LEVEL OF SERVICE ANALYSIS
The Project Site is primarily served by King Street (NYS Route 120A), the Hutchinson River Parkway/Merritt Parkway, and Arbor Drive. King Street is located northeast of the Project Site and is a two-way arterial running north-south within the Village of Rye Brook (the “Village”) with one lane in each direction, and separate left- and right-turn lanes near the Project Site. Arbor Drive, which is a privately owned street for which the Project Site
is the beneficiary of an access easement, is located on the southeast side of the Project Site and is a two-lane road that originates at a signalized intersection with King Street. Arbor Drive continues in a westerly direction from King Street, providing access to the existing
office building at 900 King Street and The Arbors townhouse community and is a no outlet road. The Hutchinson River Parkway is located northwest of the Project Site.
To establish baseline traffic conditions within the study area, manual turning movement
traffic counts including pedestrian counts were conducted on Wednesday, March 29, 2017, and Wednesday, January 31, 2018, between the hours of 7:00 AM and 9:30 AM to determine the weekday AM peak hour, and between the hours of 4:00 PM and 6:30 PM
to determine the weekday PM peak hour.1 In addition, manual turning movement traffic counts were conducted on January 31, 2018 between the hours of 10:00 AM and 4:00 PM to determine the peak midday hour (i.e., peak school hour). The existing traffic volumes for each study area intersection are shown in Figures 2, 2A, 3, 3A, and 4, 4A of the TIS. Table 12-4, presented later in this Chapter, summarizes the existing LOS for each of the study area intersections.
1 Traffic Counts from the Senior Learning Community at Purchase College Traffic Access and Impact Study prepared by Frederick P. Clark Associates (FPCA)—December 2016 were utilized for the King Street/Anderson Hill Road intersection.
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DEIS 12-3 9/12/2018
12.3.2. PEDESTRIAN COUNTS
As described in Chapter 2, “Project Description,” there is a 4-foot-wide paved walking path
along the Site’s eastern boundary. Access to this path is currently provided to the public pursuant to an easement with the Blind Brook-Rye Union Free School District (BBRUFSD), which is also responsible for its maintenance (see Appendix B-3 and Figure 12-1). The
easement terminates at the northern property line. According to the terms of the easement, the location of the pedestrian path may be moved if all parties are in agreement.
As discussed in Section 12.3.1, at the time of the manual turning movement counts, pedestrian counts were also collected. Table 12-1 summarizes the pedestrian activity in the vicinity of the Site.
Table 12-1 Pedestrian Counts
Location Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour
King Street (NYC South 120A) and Arbor Drive 1 9 2 King Street (NYS Route 120A) and Blind Brook MS/HS – Glenville Street 1 1 8
Arbor Drive and Site Driveway 2 34 2
Sources: TIS (2018), Maser Consulting P.A.
12.4. FUTURE WITHOUT THE PROPOSED PROJECT
As described above, the Build Year for the Proposed Project is 2025. To account for normal background traffic that would be expected to occur in the No Build condition, the TIS estimated a growth factor of 1.0 percent per year (2017–2021) based on the New York State Department of
Transportation (NYSDOT) historical data and 0.46 percent per year (2021–2025), based on the New York Metropolitan Transportation Council’s (NYMTC) Regional Transportation Plan, for a total background growth of 5.91 percent by 2025. The resulting 2025 projected traffic volumes
are shown on Figures 5, 5A, 6, 6A, and 7, 7A of the TIS (see Appendix F). In addition, traffic from other planned or potential development in the study area, including The Enclave, PepsiCo Project Renew Master Plan, Trinity Presbyterian Church, Sun Homes (Phase 3 Reckson
Executive Park), the Senior Learning Community at Purchase College (Figures 8, 8A, 9, 9A, and 10, 10A of the TIS), and the re-occupancy of the 900 King Street Office Building (Figures 11, 11A, 12, 12A, and 13, 13A of the TIS), were included in the No Build traffic volumes.
The resulting 2025 No Build traffic volumes are shown in detail in Figures 14, 14A, 15, 15A, and 16, 16A of the TIS. As detailed in Table 12-2, re-occupancy of the existing office building would be expected to generate a total of 333 weekday AM peak-hour trips with approximately 293 entrance trips and 40 exit trips. In the weekday PM peak hours, re-occupancy of the existing Site office building would be expected to generate a total of 302 trips with approximately 51 entrance trips and 251 exit trips. During the weekday midday peak hour the re-occupancy of the existing office building would be expected to generate a total of 227 trips with a total of 102 entrance trips and 125 exit trips.
The additional traffic resulting from the full occupancy of the existing office building will add
trips to the surrounding traffic network as noted in Table 12-2. Table 12-4, presented later in this Chapter, summarizes the 2025 No Build LOS for each of the 11 intersections analyzed.
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Table 12-2 As-of-Right Trip Generation
Weekday AM Peak Hour Weekday Midday Peak Hour Weekday PM Peak Hour Entry Exit Total Entry Exit Total Entry Exit Total
Office (200,000 sf)1 293 40 333 102 125 227 51 251 302
Notes: (1) Institute of Transportation Engineers (ITE) Land Use 710–Office—ITE Trip Generation Manual, 9th Edition, 2012 (2) Weekday peak midday hour is based on hourly trip generation percentages of PM for Office—ITE Journal, January 2015 Sources: TIS (2018), Maser Consulting P.A.
12.5. POTENTIAL IMPACTS OF THE PROPOSED PROJECT
12.5.1. SITE-GENERATED TRAFFIC
The number of peak-hour trips generated by the Proposed Project was calculated using the ITE Trip Generation, 9th Edition, 2012 report. As shown in Table 12-3, the Proposed Project would generate a total of 70 trips (25 entering trips and 45 exiting trips) during the weekday AM peak hour, a total of 80 trips (38 entering trips and 42 exiting trips) during the weekday midday peak hour, and 90 trips (50 entering trips and 40 exiting trips) during the weekday PM peak hour.2 As such, the Proposed Project would generate a total of 263 fewer trips during the weekday AM peak hour, a total of 147 fewer trips during the weekday midday peak hour, and a total of 212 fewer trips during the weekday PM peak hour than re-
occupancy of the existing office building. Project-generated trips were assigned to the roadway network based on a review of the existing and expected travel patterns (see Figure 17 and 17A of the TIS). The resulting Project-generated traffic volumes and 2025 build
traffic volumes are shown on Figures 18, 18A—23, 23A of the TIS.
Table 12-3 Anticipated Site-Generated Traffic
Weekday AM Peak Hour Weekday Midday Peak Hour1 Weekday PM Peak Hour
Entry Exit Total Entry Exit Total Entry Exit Total
Residential Townhouse (24 units)2 3 14 17 8 10 18 13 6 19
Senior Adult Housing (160 units)3, 4 14 26 40 21 24 45 27 23 50 Assisted-Living (85 units/94 beds)5 8 5 13 9 8 17 10 11 21 Total 25 45 70 38 42 80 50 40 90
Notes: (1) Average of weekday AM and weekday PM peak hour trip generation rates. (2) ITE Land Use 230 – Residential Townhouse Rates (3) ITE Land Use 252 – Senior Adult Housing Rates (4) Based on discussion with FPCA, the senior adult housing has been increased by 25 percent to account for larger units. (5) ITE Land Use 254 – Assisted Living Rates Sources: TIS (2018), Maser Consulting P.A.
2 For information on the operation of the Proposed Project regarding the number of permanent and visiting staff, staff shift schedules, weekly work schedules, visiting hours, delivery schedules, and refuse hauling schedules, please refer to Table 2-4, “Anticipated Staffing Levels” in Chapter 2, “Project Description.” For information on the total number of bedrooms to be built, please see Table 2-3, “Proposed Building Sizes” in Chapter 2, “Project Description.” All units are proposed to be age restricted to those 55 years and older.
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12.5.2. TRAFFIC AND CAPACITY ANALYSIS FOR THE FUTURE WITH THE PROPOSED PROJECT
Capacity analyses were performed for each study area intersection using the traffic volumes for the Build Year 2025. As shown in Table 12-4, the Proposed Project would not have a significant adverse impact on any study area intersection when compared to the No Build
condition. In fact, certain study area intersections would see a beneficial change to LOS and/or average delays with the Proposed Project when compared the No Build condition.
Table 12-4 Level of Service Summary
Location
Year 2017/2018 Existing Conditions Year 2025 No Build Conditions Year 2025 Proposed Project Conditions Weekday AM Weekday Midday Weekday PM Weekday AM Weekday Midday Weekday PM Weekday AM Weekday Midday Weekday PM
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
LOS (Delay-seconds)
King Street (NYS Route 120A) and Anderson Hill Road B (15.6) B (13.0) C (21.6) C (20.7) B (16.9) D (38.7) C (20.3) B (16.5) D (36.5) King Street (NYS Route 120A) and Hutchinson River Parkway/Merritt Parkway SB Off Ramp Minor movement—westbound right C (19.0) B (13.6) B (14.0) D (27.3) C (16.6) C (17.9) D (27.3) C (16.2) C (16.7) King Street (NYS Route 120A) and North Ridge Street Major movements—northbound Minor movements—eastbound left eastbound right
B (10.6) F (160.9) C (21.7)
A (9.8) F (89.1) C (17.6)
A (9.9) F (60.8) D (26.2)
B (12.1) F (451.8) F(58.8)
B (10.8) F (248.4) C (24.2)
B (11.1) F (182.2) E (39.9)
B (11.6) F (346.3) D (27.4)
B (10.4) F (177.6) C (21.5)
B (10.5) F (99.5) E (38.6) King Street (NYS Route 120A) and Glen Ridge Road/ Hutchinson River Parkway/Merritt Parkways NB On/Off Ramp Major movements—southbound left Minor movements—westbound left/right B (14.6) F (53.1) B (14.5) D (31.4) C (15.8) E (41.8) C (18.2) F (168.7) C (19.9) F (79.0) D (28.7) F (284.6) C (18.0) F (138.3) C (17.6) F (53.6) C (19.8) F (97.7) King Street (NYS Route 120A) and Hutchinson River Parkway/Merritt Parkways NB On/Off Ramp Major movements—northbound left Minor movements—eastbound left/right A (0.0) F (82.1) A (8.3) C (22.4) A (8.8) F (53.9) A (0.0) F (365.4) A (8.5) E (42.0) A (9.0) F (166.1) A (0.0) F (151.1) A (8.4) D (30.7) A (9.0) F (110.7)
King Street (NYS Route 120A) and Arbor Drive B (10.3) A (6.4) A (7.0) B (13.9) B (13.5) B (17.9) B (15.5) A (8.4) A (8.7) King Street (NYS Route 120A) and Blind Brook MS/HS Right Turn Entry A A A A A A A A A
King Street (NYS Route 120A) and Blind Brook MS/HS – Glenville Street C (24.5) C (26.9) B (17.7) C (31.4) C (30.6) B (18.6) C (27.8) C (30.4) B (18.8)
Arbor Drive and Site Driveway Major movements—westbound left Minor movements—southbound left/right A (0.0) A (9.6) A (0.0) B (10.1) A (0.0) A (9.5) A (0.0) B (11.3) A (0.0) B (12.2) A (0.0) B (12.6) A (0.0) B (10.0) A (0.0) A (10.6) A (0.0) A (9.9)
King Street (NYS Route 120A) and Comly Avenue Major movements—southbound left Minor movements—westbound left/right A (8.8) C (20.9) A (8.4) B (14.9) A (8.6) C (18.7) A (9.3) D (30.2) A (8.6) C (17.2) A (8.9) C (23.8) A (9.1) D (27.4) A (8.6) C (16.9) A (8.9) C (23.6)
King Street (NYS Route 120A) and Betsey Brown Road Major movements—northbound left Minor movements—eastbound left/right A (9.8) F (172.2) A (9.3) E (40.1) A (8.7) D (25.0) B (10.3) F (432.9) A (9.7) F (72.3) A (9.1) D (31.1) B (10.3) F (374.9) A (9.6) F (69.6) A (8.9) D (34.8) N. Ridge Street and Hutchinson River Parkway SB On/Off Ramps Major movements—northbound left Minor movements—eastbound left/right A (8.9) B (11.9) A (8.0) B (10.2) A (7.9) B (10.7) A (9.3) B (13.4) A (8.2) B (10.7) A (8.2) B (11.7) A (9.3) B (12.7) A (8.2) B (10.4) A (8.0) B (11.2)
Notes: See Appendix F for the full TIS and associated volume/capacity ratios, and storage/queuing analysis. SB = southbound; NB = northbound. Sources: TIS (2018), Maser Consulting P. A.
12.5.3. SIGNAL RETIMINGS
As described in the TIS (see Appendix F), the redevelopment of the Project Site to the age-restricted residential community, when compared to the re-occupancy of the office building, would not have a significant adverse impact on area roadways. Therefore, no
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additional mitigation measures are required. However, signal retiming could be implemented at two King Street intersections (i.e., Arbor Drive and the Blind Brook
Middle School and High School) to improve existing and future operating conditions, if required by the NYSDOT.
12.5.4. PUBLIC TRANSPORTATION
The Project Site is served by the Westchester County Bee-Line bus system. The closest bus stop to the Project Site is located approximately 1.1 miles north along King Street at the intersection of Anderson Hill Road and King Street. Busses run every hour. The potential expansion of the public transportation system to serve the Proposed Project is under the jurisdiction of the system’s governing body, the Westchester County government.
As discussed in Chapter 10, “Community Facilities,” the Proposed Project would offer transportation services for residents to off-site locations. Off-site trips could include destinations such as local grocery stores, shopping centers, and malls. Furthermore,
depending on the demand, the Proposed Project’s operator may provide shuttle service to and from a local train station (e.g., Port Chester or White Plains). Finally, the Proposed Project would have at least 900 fewer employees than the fully occupied office
building. Therefore, the Proposed Project would not be anticipated to require the expansion of Westchester County’s bus system.
12.5.5. PEDESTRIAN CIRCULATION
As described above, the Proposed Project would not result in a significant increase in pedestrian activity along Arbor Drive and, the additional traffic would not result in a decrease in pedestrian safety along Arbor Drive. The Proposed Project, though not
required based on its impacts, would also install a crosswalk leading from Harkness Park to the existing Site pedestrian path and easement area.
A 5-foot-wide sidewalk would be provided around the Independent Living (IL) and
Assisted Living (AL) building to connect the building’s entrances and walking paths and crosswalks would be provided at all internal driveways (see Figure 12-1). The existing 4-foot-wide paved walking path along the Site’s eastern boundary would be extended to the north to a terminus within a landscaped looped path. Access to this path is currently provided to the public pursuant to an easement with the BBRUFSD, which is also responsible for its maintenance (see Appendix B-3). The Proposed Project would not alter the easement and public access to this walking path would be maintained and the path would be enhanced as part of the Proposed Project. The internal Site sidewalk
system would connect to the southern end of this walking path at Arbor Drive.
12.5.6. ACCIDENT PATTERNS
Accident information along King Street within the study area for a 3-year period was
obtained from the NYSDOT Records Access Office and the Senior Learning Community at Purchase College Traffic Access and Impact Study prepared by Frederick P. Clark Associates (see Appendix F). As summarized in the TIS, there were a total of two
reported accidents in 2012, one reported accident in 2013, and four reported accidents in 2014 at King Street and Anderson Hill Road. There were a total of five reported accidents in 2014, nine reported accidents in 2015, and eleven reported accidents in 2016 along
King Street within the study area between Reference Markers 120A 8701 1045 and 120A
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8701 1040, according to NYSDOT Accident Data. There were a total of four reported accidents in 2015, two reported accidents in 2016, and two reported accidents in 2017 in
the vicinity of Comly Avenue, and a total of one reported accident in 2015, four reported accidents in 2016, and zero reported accidents in 2017 in the vicinity of Betsy Brown Road. There were two reported accidents in 2014, three reported accidents in 2015, and
five reported accidents in 2016 at the King Street/Arbor Drive intersection. Tables 3A, 3B, and 3C of the TIS summarize the accident data by location, including date, time of day, traffic control, accident class, number of vehicles, light, road, and weather conditions as
well as manner of collision and apparent contributing factors.
A review of the accident data indicates typical types of accidents, which includes rear-end accidents, with apparent contributing factors such as following too closely, turning improperly, and driver inattention. Appendix F contains a copy of the NYSDOT Accident Verbal Description Reports.
Based on the anticipated traffic generation for the Proposed Project, it is expected that the Proposed Project would not have a significant impact on the accident rates on the area roadways.
12.6. MITIGATION MEASURES
As described in the TIS (see Appendix F), the redevelopment of the Project Site to the age-restricted residential community, when compared to the re-occupancy of the office building, would not have a significant adverse impact on area roadways. Therefore, no additional mitigation measures are required. However, signal retiming could be implemented at two King Street intersections (i.e., Arbor Drive and the Blind Brook Middle School and High School) to
improve existing and future operating conditions, if required by NYSDOT.
In regards to the potential expansion of the northbound King Street exit ramp of the Hutchinson River Parkway to increase the queuing capacity, there is at least 80 feet of right-of-way between
the Hutchinson River Parkway and the Site, which provides sufficient right-of-way for any widening by the state. Thus no additional dedication is required.
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