WOODBURY MARRIOT HOTEL
Village of Woodbury, Orange County, NY
Prepared for
RAINBOW HOTEL GROUP
4758 State Highway 28 Cooperstown, NY 13326
Prepared by
Provident Design Engineering, PLLC 7 Skyline Drive
Hawthorne, New York
December 2, 2020 PDE Project No. 19-042
SECTION 1 – INTRODUCTION ...1
1.0 INTRODUCTION ...1
SECTION 2 – TRAFFIC ANALYSIS ...3
2.0 TRAFFIC ANALYSIS ...3
2.1 EXISTING CONDITIONS...4
2.1 FUTURE CONDITIONS...5
SECTION 3 – LEVEL OF SERVICE ANALYSIS RESULTS ...8
3.0 METHODOLOGY ...8
3.1 LOCATION NO. 1 – NYS ROUTE 32 AND WOOODBURY COMMONS BOULEVARD/CVES DRIVEWAY ...9
3.2 LOCATION NO. 2 – NYS ROUTE 32 AND OAKLAND AVENUE ...10
3.3 LOCATION NO. 3 – NYS ROUTE 32 AND TURNER ROAD ...11
3.4 LOCATION NO. 4 – NYS ROUTE 32 AND SITE DRIVEWAY ...13
3.5 LOCATION NO. 5 – TURNER ROAD AND SITE DRIVEWAY (ACCESS ALTERNATIVE 2)...15
SECTION 5 – CONCLUSIONS...16
5.0 CONCLUSIONS ...16
APPENDIX A – ACCESS ALTERNATIVE CONCEPT PLANS APPENDIX B – FIGURES
APPENDIX C – LEVEL OF SERVICES STANDARDS
APPENDIX D – LEVEL OF SERVICE SUMMARY TABLES APPENDIX E – CAPACITY ANALYSIS WORKSHEETS
SECTION 1 – INTRODUCTION
1.0 INTRODUCTION
Provident Design Engineering (Provident) has prepared this Traffic Impact Study in conjunction with the proposed Hotel development to be located on NYS Route 32 adjacent to Turner Road in the Village of Woodbury, Orange County, New York. The purpose of this evaluation is to verify that the proposed traffic to be generated by the Project can be adequately accommodated at the Site Driveway, as well as on the adjacent roadway network.
The proposed Project will consist of a 108-room hotel. Two access alternatives have been analyzed as part of the Traffic Impact Study, as follows:
x Alternative 1 - Full-movement access on NYS Route 32
x Alternative 2 – Full movement access to Turner Road and right-in/right-out access on
NYS Route 32
The two access alternatives are being considered based upon feedback received from the New York State Department of Transportation (NYSDOT), which ultimately has jurisdiction over any access to NYS Route 32. Concept Plans for each Access Alternative are included in Appendix A.
It is noted that Turner Road currently has many undesirable design elements. As part of the proposed Project, the Applicant is committed to making geometric improvements to this location that will provide added safety benefits for traffic turning into and out of Turner Road. These improvements would be provided under either Access Alternative. It is also noted, that the Right-of-Way along NYS Route 32 currently encroaches onto private property controlled by the Applicant and that Right-of-Way would be dedicated to the New York State Department of Transportation as part of the proposed Project. In summary, some of the benefits from the proposed Project are as follows:
x Resolve Right-of-Way issues in the area of Turner Road and proposed Project
x Provide dedicated left turn lane to Turner Road for southbound traffic
x Realign Turner Road
x Align Turner Road with the existing hotel entrance on the west side of NYS Route 32
x Eliminate the onsite existing commercial curb cut and relocate proposed curb cut into
the site to the north providing better separation between proposed access drive and Turner Road.
SECTION 2 – TRAFFIC ANALYSIS
2.0 TRAFFIC ANALYSIS
In order to evaluate the potential traffic impacts of the proposed Project, the following Study Locations were identified:
1. NYS Route 32 and Woodbury Outlets Boulevard/Center Valley Elementary School
(CVES)
2. NYS Route 32 and Oakland Avenue
3. NYS Route 32 and Turner Road
4. NYS Route 32 and Site Driveway
5. Turner Road and Site Driveway (Access Alternative 2)
Due to the Novel Coronavirus/COVID-19 Pandemic, the standard practice of performing turning movement counts and using automatic traffic recorders would return data that does not represent traffic patterns during normal conditions. As a result, the Streetlight Data company was used to provide traffic data. Streetlight Data is a transportation data analytics company that provides a tool for analysts to study several aspects of mobility in a study area. This methodology for data collection has been used in an adjacent development by Creighton Manning and has been discussed and approved by the Village of Woodbury’s traffic consultant prior to performing any analyses. Based on these discussions it was determined that the optimal time period to analyze was November 2019. Using Streetlight Data, turning movement volumes were determined by hour for the weekday evening peak
period (4:00 PM – 6:00 PM) and the Saturday midday peak period (11:00 AM – 2:00 PM). The traffic volumes for the PM Peak Hour and Saturday Midday Peak Hour for the exiting condition are shown on Figure 1 (Appendix B).
2.1 EXISTING CONDITIONS
Provident conducted field observations in the vicinity of the Site at various times of the day and different days of the week including the weekend. These observations included a review of roadway geometry, traffic control, traffic operations, pedestrians, parking, and sight distance. The following are brief descriptions of the roadways located in the vicinity of the site:
NYS Route 32 – NYS Route 32 is a one-lane per direction roadway in the vicinity of the Site that travels in the north/south direction. The posted speed limit in this area is 30 miles per hour and traffic is separated by a double yellow line. The lanes are approximately eleven to twelve feet wide with a shoulder that varies from 3 feet to 15 feet wide in some areas. There is no parking provided on this road. Sidewalks are provided on the western side of the road starting at Turner Road and going south to Woodbury Commons Boulevard. The intersection of NYS Route 32 and Woodbury Commons Boulevard/CVES is signalized and provides crosswalks and pedestrian signal heads on all approaches except the western approach. The intersections of NYS Route 32 with Oakland Avenue and
Turner Road are both unsignalized and do not provide crosswalks on any approach. NYS Route 32 is under the jurisdiction of New York State Department of Transportation.
Oakland Avenue – Oakland Avenue is a one-lane per direction roadway that travels in an east/west direction. The speed limit is 30 miles per hour and it there is no striping dividing traffic. The roadway is approximately 26 feet wide and no parking is provided on this road. Oakland Avenue is under local jurisdiction.
Turner Road – Turner Road is a one-lane per direction roadway that travels in the east/west direction. The speed limit is 30 miles per hour and it there is no striping dividing traffic. The roadway is approximately 26 feet wide and no parking is provided on this road. Turner Road is under local jurisdiction.
2.1 FUTURE CONDITIONS
Background Traffic Volume Development
In order to account for background traffic growth in the area, the following adjacent developments were considered:
x Shops at Woodbury
x Gardens at Harriman
x CVPM Mixed-Use Development
x Woodbury Common Outlets Expansion
The traffic volumes associated with these adjacent developments are illustrated on Figure 2. In addition to the adjacent developments, a conservative 2% growth rate per year was applied to the Existing Traffic Volumes for three (3) years. The resultant No-Build Traffic Volumes are illustrated on Figure 3.
Trip Generation
Provident has reviewed the amount of traffic that would be generated by the proposed Hotel Development utilizing the Institute of Transportation Engineer’s (ITE) publication, “Trip
Generation Manual”, 10th Edition, for this type of facility. The following table is a
summary of the Peak Hour Trip Generation:
TABLE 1
TRIP GENERATION SUMMARY TABLE Land Use
Quantity (Rooms)
Peak PM Hour Peak SAT Hour
Enter Exit Enter Exit
Hotel (ITE Land Use 310) 108 33 32 44 35
As is shown in Table 1, a total of 55 new trips are anticipated in the Peak PM Hour and 79 new trips in the Peak Saturday Midday Hour.
Utilizing the Vehicular Trip Generation summarized in the Table above, the future trips were assigned to the roadway network based upon existing traffic patterns. The Arrival and Departure Trip Distributions are illustrated on Figures 4 and 5. The Project-generated Traffic Volumes are illustrated on Figure 6. The Project-generated Traffic Volumes were
combined with the No-Build Traffic Volumes to yield the 2023 Build Traffic Volumes illustrated on Figure 7.
SECTION 3 – LEVEL OF SERVICE ANALYSIS RESULTS
3.0 METHODOLOGY
Capacity analyses were conducted at the key intersections to identify the traffic impact associated with the proposed development. The following is a brief description of the procedure utilized in the preparation of this analysis for all the study locations listed. Capacity analysis is a method by which traffic volumes are compared to calculated roadway and intersection capacities to evaluate future traffic conditions. The methodology utilized is described in the 2010 Highway Capacity Manual published by the Transportation Research Board. In general, the term “Level of Service” is used to provide a qualitative evaluation based on certain quantitative calculations related to empirical values. The definitions of Level of Service as contained in the 2010 Highway Capacity Manual appear in Appendix A of this Report.
In general, Level of Service A represents the best traffic operating condition. Levels of Service for signalized and unsignalized intersections are defined in terms of average delay. Delay is used as a measure of driver discomfort, frustration, efficiency, etc. Capacity analyses were performed for the key locations with the Existing, No-Build and Build Traffic Volumes utilizing Highway Capacity Software (Synchro) developed for the FHWA. Level of Service Summary Tables are included in Appendix D and the capacity analyses worksheets are contained in Appendix E of this Report.
3.1 LOCATION NO. 1 – NYS ROUTE 32 AND WOOODBURY COMMONS BOULEVARD/CVES DRIVEWAY
Existing Conditions
NYS Route 32 and Woodbury Commons Boulevard/CVES form a signalized four-legged intersection that operates with three phases. NYS Route 32 consists of five lanes in the northbound direction and four lanes in the southbound direction. The northbound lanes consist of one left turn lane, two thru lanes, and two channelized right turn lanes. While the southbound lanes consist of one left turn lane, two thru lanes and one shared thru-right lane. The CVES Driveway forms the eastbound approach and consists of one left turn lane and one thru-right lane. Woodbury Commons Boulevard forms the westbound approach and consists of two left turn lanes, one shared thru-left lane, and one right turn lane.
Capacity Analysis
Capacity analyses were conducted at this location using the Existing, No-Build and Build Traffic Volumes. The results of the analyses are illustrated in Table D-1.
As illustrated in the table, the proposed Project will not have a significant traffic impact on the operation of this intersection. Minor traffic signal timing modifications may be necessary.
3.2 LOCATION NO. 2 – NYS ROUTE 32 AND OAKLAND AVENUE Existing Conditions
NYS Route 32 and Oakland Avenue form a three-legged unsignalized intersection that has only Oakland Avenue under Stop control. NYS Route 32 consist of one lane in each direction and forms the northbound and southbound approaches. Oakland Avenue forms the eastbound approach and consist of one lane in each direction.
Potential Future Conditions
A separate hotel development application is currently being considered in the vicinity of this location. As part of that application a new connection to NYS Route 32 is being considered opposite Oakland Avenue to primarily serve this development. As such, all No-Build and Build condition analysis assumes a fourth leg added to this intersection.
Capacity Analysis
Capacity analyses were conducted at this location using the No-Build and Build Traffic Volumes. The results of the analyses are illustrated in Table D-2. As illustrated in the table, the proposed Project will not have a significant traffic impact on the NYS Route 32 and Oakland Avenue approaches to the intersection. The delays on the proposed westbound approach are the subject of the separate hotel application and do not constitute the need for mitigation is association with this proposed Project. Therefore, no roadway improvements are recommended at this location, in association with the proposed Project.
3.3 LOCATION NO. 3 – NYS ROUTE 32 AND TURNER ROAD Existing Conditions
NYS Route 32 and Turner Road form a three-legged unsignalized intersection that has only Turner Road under Stop control. NYS Route 32 consists of one lane in each direction and forms the northbound and southbound approaches. Turner Road forms the westbound approach and consist of one lane in each direction.
Future Conditions
IN association with the proposed Project, the intersection of NYS Route 32 and Turner Road will be improved. Improvements include provision of a dedicated southbound left-turn lane on NYS Route 32, as well as realigning the Turner Road approach and correcting undesirable geometric elements. The proposed improvements are illustrated on the Concept Plans contained in Appendix A.
Capacity Analysis
Capacity analyses were conducted at this location using the No-Build and Build Traffic Volumes. The results of the analyses are illustrated in D-3. The analysis at this location considered both Access Alternatives.
As illustrated in the table, the intersection has historically operated at poor levels of service. As noted previously the Applicant is committed to making geometric improvements to this location to provide better access control to NYS Route 32 and provide a dedicated left-turn lane along NYS Route 32 southbound. This would be provided under either Access Alternative.
As illustrated in the Level of Service Summary Table, the restriction of left-turn access from the proposed NYS Route 32 driveway forces all left-turn exiting vehicles to make a left-turn from Turner Road. It is the opinion of PDE that the best approach would be to allow full movement access via NYS Route 32 and distribute the left-turn volumes between the two intersections to lessen the overall delay on one particular approach.
3.4 LOCATION NO. 4 – NYS ROUTE 32 AND SITE DRIVEWAY Proposed Conditions
The existing commercial site driveway along NYS Route 32 will be relocated to the northern end of the property to maximize spacing between the Site Driveway and Turner Road. As noted previously, this Traffic Impact Study consider two Access Alternatives as follows (see Appendix A):
x Alternative 1 - Full-movement access on NYS Route 32
x Alternative 2 – Full movement access to Turner Road and right-in/right-out access on
NYS Route 32
Alternative 1 would include a dedicated left-turn lane along NYS Route 32 southbound for entering vehicles.
Capacity Analysis
Capacity analyses were conducted at this location using the Build Traffic Volumes. The results of the analyses are illustrated in Table D-4.
As illustrated in the table, the Site Driveway approach will operate at a Level of Service “F” during both Peak Hours under Alternative 1. The left-turn entering movement along NYS Route 32 will operate at a Level of Service “B” during both Peak Hours. Any delays
on the Site Driveway approach would be internal to the Site and would not impact mainline traffic travelling along NYS Route 32. Under Alternative 2, the Site Driveway approach will operate at a Level of Service “D” or better, during both Peak Hours.
As noted previously, the restriction of left-turn access from the proposed NYS Route 32 driveway forces all left-turn exiting vehicles to make a left-turn from Turner Road. It is the opinion of PDE that the best approach would be to allow full movement access via NYS Route 32 and distribute the left-turn volumes between the two intersections to lessen the overall delay on one particular approach.
3.5 LOCATION NO. 5 – TURNER ROAD AND SITE DRIVEWAY (ACCESS ALTERNATIVE 2)
Proposed Conditions
Under Access Alternative 2, Turner Road and the proposed Site Driveway will form a three-legged unsignalized intersection with the Site Driveway operating under Stop control. Turner Road consist of one lane in each direction and forms the eastbound and westbound approaches. The Site Driveway forms the southbound approach and consists of one lane in each direction.
Capacity Analysis
Capacity analyses were conducted at this location using the Build Traffic Volumes for Access Alternative 2. The results of the analyses are illustrated in Table D-5.
SECTION 5 – CONCLUSIONS
5.0 CONCLUSIONS
It is the professional opinion of Provident Design Engineering, PLLC that any traffic impacts due to the proposed Project will be offset by the improvements recommended herein. Under either Access Alternative, the following public benefits will be achieved:
x Resolve Right-of-Way issues in the area of Turner Road and proposed Project
x Provide dedicated left turn lane to Turner Road for southbound traffic
x Realign Turner Road
x Align Turner Road with the existing hotel entrance on the west side of NYS Route 32
x Eliminate the onsite existing commercial curb cut and relocate proposed curb cut into
the site to the north providing better separation between proposed access drive and Turner Road.
Furthermore, it is the opinion of PDE that the best approach would be to allow full movement access via NYS Route 32 and distribute the left-turn volumes between the two intersections (Site Driveway and Turner Road) to lessen the overall delay on one particular approach.
Respectfully submitted,
PROVIDENT DESIGN ENGINEERING, PLLC
Carlito Holt, P.E., PTOE Partner/Senior Project Manager
4 6 25' 10 12 14 25' 23 2 12' 12' 100' STORAGE LANE 245' MERGE TAPER 12' 12' 12' 12' 100' STORAGE LENGTH
POTENTIAL TRAFFIC SIGNAL
12' 26' 6 14 25' 25' 25' 13 4 24' 26' 26' 8 25' 25' 7 25' 26' 10 9 12 26' 25' 14 12 25' 25' 23
50'SIDEYARDSETBACK
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CONCEPT PLAN 1
ACCSS ALTERNATIVE 1
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532TEL: (914) 592-4040 UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESSACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TOALTER THIS DOCUMENT © PROVIDENT DESIGN ENGINEERING, PLLC TITLE:
NO.
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4 6 25' 10 12 14 25' 23 2 12' 12' 12' 12' 12'
POTENTIAL TRAFFIC SIGNAL
26' 6 14 25' 25' 25' 13 4 24' 26' 26' 8 25' 25' 7 25' 26' 10 9 12 26' 25' 14 12 25' 25' 23
50'SIDEYARDSETBACK
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23'
FULL MOVEMENT DRIVEWAY
RIGHT-IN/RIGHT-OUT DRIVEWAY
CONCEPT PLAN 2
ACCESS ALTERNATIVE 2
7 SKYLINE DRIVE, HAWTHORNE, NEW YORK 10532TEL: (914) 592-4040 UNDER NEW YORK STATE EDUCATION LAW ARTICLE 145 (ENGINEERING),SECTION 7209 (2), IT IS A VIOLATION OF THIS LAW FOR ANY PERSON, UNLESSACTING UNDER THE DIRECTION OF A LICENSED PROFESSIONAL ENGINEER, TOALTER THIS DOCUMENT © PROVIDENT DESIGN ENGINEERING, PLLC TITLE:
NO.
Seal
