Site Location and Proposed Development · 2020. 11. 9. · To estimate the site-generated traffic, the Institute of Transportation Engineers’ (ITE) publication . Trip Generation,

\\vhb\gbl\proj\Albany\20462.00 Rosetti Carman Mixed\docs\letters\20462 traffic evaluation 11-20 update.docx

November 9, 2020 Ref: 20462.00 Mr. Matthew Falvey Rosetti Properties 427 New Karner Road Albany, NY 12205 Re: Traffic Evaluation, Dutch Mill Acres, Carman Road, Town of Guilderland, NY Dear Mr. Falvey,

VHB has completed an updated traffic impact and access study to assess the potential traffic impacts associated with the proposed mixed-use development located at 3633 Carman Road (NY Route 146) in the Town of Guilderland based on changes made to the site plan. This letter supersedes the previous traffic impact and access study dated June 26, 2020. The current project proposal includes the construction of 96 multi-family residential units in twelve, 8-unit buildings, a 3,000 square foot (SF) club house as an amenity to the multi-family residents, and a 3,000 SF commercial building. The previous proposal and June 2020 traffic evaluation assessed a site plan that included 112 multi-family residential units and 6,000 SF of commercial space. The proposed Schematic Plan, prepared by Hershberg & Hershberg Consulting Engineers and Land Surveyors dated February 11, 2020 with final revision dated August 14, 2020, is included in Attachment A. The project is anticipated to be fully constructed in 2022.

This letter includes an evaluation of the peak hour trip generation anticipated with the proposed project and an assessment of the available sight distances at the proposed site access driveways. As detailed herein, the proposed project is expected to have a minor impact on local traffic operations.

Site Location and Proposed Development

The project site, as shown in the following aerial image, is located on the east side of NY Route 146 (Carman Road), south of Lone Pine Road in the Town of Guilderland. The development plan includes the construction of twelve 8-unit apartment buildings and two 3,000 SF buildings, one will be a club house for the residents and the second is designated for commercial space. Access to the site is proposed via one full-access driveway on Carman Road and one full-access driveway on Lone Pine Road. There is an existing single-family home at the site with a driveway intersecting Carman Road that will be removed as part of the proposed project. There is an existing residential driveway on Lone Pine Road that will remain in place with an access easement.

The proposed project also includes an area designated for a future “potential CDTA park and ride” lot adjacent to the club house with a sidewalk connection to the Carman Road frontage. Based on

Mr. Matthey Falvey Ref: 20462.00 November 9, 2020 Page 2


information provided by Hershberg & Hershberg, it is estimated that the potential park and ride could accommodate approximately 20 parking stalls.

Existing Conditions

Study Area Roadways

Carman Road (NY Route 146) is classified as a principal arterial – other and generally provides north-south travel through the Town of Guilderland. Near the project site, Carman Road is a two-lane roadway with one 11-foot travel lane in each direction and 3 to 5-foot wide paved shoulders. Carman Road has a posted speed limit of 40-mph near the project frontage. There are no sidewalks along the project frontage; however, sidewalks are provided on the adjacent parcels and on the frontages of many other land uses on both sides of the roadway. Bicyclists either share the road or use the paved shoulders where space allows. The most recent traffic volume data (2016) collected by the New York State Department of Transportation (NYSDOT) indicates that near the project site, Carman Road serves approximately 12,300 vehicles per day (vpd). Land uses in the project vicinity are primarily residential with some commercial and undeveloped land.

Lone Pine Road is a local road providing east-west travel from Carman Road to East Lydius Street in the Town of Guilderland. Lone Pine Road is a two-lane roadway with 10-foot wide travel lanes in each direction with narrow paved shoulders of 1-foot or less. Lone Pine Road does not have sidewalks;



therefore, pedestrians and bicyclists share the road with traffic. The road is posted with a 4-ton weight restriction and a speed limit of 30-mph. Lone Pine Road is a residential roadway.

Traffic Volumes

Traffic volume data on Carman Road (NY Route 146) in the study area was obtained from NYSDOT. The counts were conducted 350-feet north of Lone Pine Road on Carman Road from October 18 through October 21, 2016. The 2016 existing traffic volume data is summarized below in Table 1 and included in Attachment B.

Table 1 Existing Traffic Volume Summary

Weekday

Daily Weekday Morning Peak Hour Weekday Evening Peak Hour

Location Volume a Vol b K Factor c Dir. Dist. Volume K Factor Dir. Dist.

NY Route 146 (Carman Road)

12,300 930 7.6% 54% SB 1,250 10.2% 55% NB

Source Automatic traffic recorder data collected by NYSDOT in October 2016. a Daily traffic expressed in vehicles per day. b Peak hour volumes expressed in vehicles per hour. c Percent of daily traffic, which occurs during the peak hour.

As shown in Table 1, in the project vicinity, Carman Road carries approximately 12,300 vehicles per day, with 7.6% of the daily traffic occurring during the weekday morning peak hour and 10.2% occurring during the weekday evening peak hour. Carman Road traffic is heavier in the southbound direction during the weekday morning peak hour and heavier in the northbound direction during the weekday evening peak hour. Based on a review of the data, the weekday morning peak hour occurs from 7:00 to 8:00 AM and the evening peak hour occurs from 5:00 to 6:00 PM.

Transit and Pedestrian Accommodations

Transit service in the region is provided by the Capital District Transportation Authority (CDTA). CDTA Bus Route 763 (Albany/Schenectady via Route 20) has two existing bus stops in the project vicinity; both on Carman Road. The closest stops are located on both sides of Carman Road at the intersection of Carman Road and Lone Pine Road. The other stops are located on both sides of Carman Road approximately ¼ mile to the south at the intersection of Carman Road and Spawn Road. CDTA Route 763 runs twice in the morning and twice in the afternoon (coinciding with the commuter peak periods) with an approximate 45-minute headway between buses. The site plan includes the potential for a 35-space CDTA park and ride lot with a new sidewalk connecting the parking lot to a relocated bus stop along the project’s Carman Road frontage (refer to the site plan). Preliminary conversations regarding the potential park and ride lot and bus stop relocation have been initiated with CDTA. Coordination with CDTA, the Town, and NYSDOT will continue as the potential for updates to transit accommodations in the study area are further defined.



As noted, there are sidewalks on Carman Road at the neighboring properties but not along the project frontage. Pedestrians likely use the sidewalk where available and then share the road with motor vehicles. Bicyclists share the road with motor vehicles. The project includes the construction of sidewalks along the Carman Road frontage which will complete the sidewalk connection on the east side of Carman Road from Spawn Road to Coons Road.

Site Generated Traffic Volumes To estimate the site-generated traffic, the Institute of Transportation Engineers’ (ITE) publication Trip Generation, 10th Edition1 was utilized. There is not a specific tenant designated for the 3,000 SF commercial building. To provide a reasonable and conservatively high estimate of the trip generation potential, it was assumed the commercial building would be occupied with a bank with a drive-through window. The number of vehicle trips generated by the proposed project was estimated based on ITE land use code (LUC) 220 – Multifamily Housing (Low-Rise)and LUC 912 – Drive-in Bank. Since the club house is an amenity to the residents it is not considered a traffic generator; therefore, no trips were estimated for this building.

It can be expected that some of the trips to the commercial land uses at the site will originate from traffic that is already on the adjacent roadway network. These trips, known as pass-by or diverted link trips, contribute to the site driveway volumes, but do not add traffic volumes on the adjacent roadway network or intersections. The pass-by trip percentages applied to the applicable commercial land uses included at the site are based on data published by ITE in the Trip Generation Handbook, 3rd Edition2. Based on ITE a pass-by credit of 30% was used for the bank land use during the morning peak hour, and 35% during the afternoon peak hour.

Due to the mixed-use nature of the proposed project, it is expected that some vehicle trips at the site will be multi-use or “internal” meaning that trips to more than one land use on the site are generated internally and do not add an additional trip to the adjacent roadway network. For example, a resident may stop at the bank on their way home. To account for shared trips at the site, a small internal credit of 5% was applied to the bank land use to provide a conservative estimate of the number of internal trips. The site trip generation is summarized in Table 2.

1 Trip Generation Manual, 10th Edition, Institute of Transportation Engineers, Washington D.C., September 2017. 2 Trip Generation Handbook, 3rd Edition, Institute of Transportation Engineers, Washington D.C., September 2017.



Table 2 Trip Generation Summary

Weekday Time Period Movement

Multifamily Housing a Bank

b Internal c Pass-By d Total New e

Morning Enter 11 17 -1 -4 23 Peak Hour Exit 35 12 -0 -4 43 Total 46 29 -1 -8 66 Evening Enter 36 31 -2 -10 55 Peak Hour Exit 21 30 -1 -10 40 Total 57 61 -3 -20 95

a Trip generation estimate based on ITE LUC 220 (Multifamily Housing – Low Rise) for 96 units b Trip generation estimate based on ITE LUC 912 (Drive-In Bank) for 3,000 SF c An internal capture rate of 5% was applied to the bank land use (note internal credit is applied before pass-by credits) d Based on ITE data pass by rates of 30% for the AM peak hour and 35% for the PM peak hour were used. e Sum of multifamily housing, and bank less the internal and pass-by trips

Based on the projections outlined above, the proposed project is expected to generate 66 new vehicle trips (23 entering and 43 exiting) during the AM peak hour and 95 new vehicle trips (55 entering and 40 exiting) during the PM peak hour. The magnitude of site generated trips is less than the NYSDOT and ITE trip thresholds of the generation of 100 vehicle trips on a single intersection approach for determining the need for detailed off-site intersection analysis. These agency thresholds were developed as a tool to identify locations where the magnitude of traffic generated has the potential to impact operations at off-site intersections and screen out locations that do not meet the threshold and are therefore unlikely to impact operations and require mitigation. Based on the trip generation and review of the industry guidelines, the traffic evaluation primarily focused on a qualitative assessment of the distribution of trips on the adjacent roadway network. It is noted that these changes to the site plan resulted in a reduction in the new peak hour trips by 9 AM peak hour trips and 14 PM peak hour trips.

Based on a review of existing travel patterns, surrounding roadway network, and area population centers and destinations, it is expected that approximately 40% of the site-generated traffic will travel to and from the north on Carman Road and 55% will travel to and from the south. The remaining 5% of site generated traffic will travel to and from the east on Lone Pine Road. This distribution of traffic will result in an increase of 27 vehicle trips (9 southbound and 18 northbound) on Carman Road north of the site, 36 vehicle trips (13 northbound and 23 southbound) on Carman Road south of the site, and 3 vehicle trips (1 westbound and 2 eastbound) traveling to and from the east on Lone Pine Road during the AM peak hour. During the PM peak hour, the distribution will result in an increase of 38 vehicle trips (22 southbound and 16 northbound) on Carman Road north of the site, 52 vehicle trips (30 northbound and 22 southbound) on Carman Road south of the site, and 5 vehicle trips (3 westbound and 2 eastbound) traveling to and from the east Lone Pine Road. This magnitude of traffic will be accommodated for by the existing roadway network and does not result in the need for off-site mitigation.

As noted, there is potential for a 20-space CDTA park and ride lot to be located on the project site. At full occupancy, 20 vehicles would enter the park and ride lot during the AM commuter peak period and those



same 20 vehicles would exit the park and ride lot during the PM commuter peak period. Conservatively assuming that all 20 trips enter and exit during the same one hour period during commuter travel, using the same distribution patterns would result in an increase of 8 vehicle trips traveling southbound from the north on Carman Road, 11 vehicle trips traveling northbound from the south on Carman Road, and the remaining vehicle trip traveling westbound from the east on Lone Pine Road during the AM peak hour. During the PM peak hour, these vehicles will exit the site resulting in 8 vehicle trips to travelling northbound north of the site on Carman Road, 11 vehicle trips travelling southbound south of the site on Carman Road, and the remaining vehicle trip will travel eastbound on Lone Pine Road east of the site. In general, the park and ride traffic will generally compliment the flow of site traffic which experiences a higher exiting flow in the morning when the park and ride lot traffic will be entering the site and vice versa during the evening when the site traffic has a higher entering flow while the park and ride lot traffic will be exiting the site. With the additional trips associated with the potential park and ride lot (assuming all of the stalls are filled in the morning and emptied in the evening during single one hour periods) the magnitude of site generated trips will remain below the ITE and NYSDOT trip thresholds indicating that further detailed analysis is not needed and the site traffic will continue to be supported by the surrounding roadway network.

Sight Distance

Sight distance analysis, in conformance with guidelines of the American Association of State Highway and Transportation Officials (AASHTO)3 was performed at the proposed Carman Road and Lone Pine Road site driveways. Both stopping sight distance (SSD) for traffic approaching the site and intersection sight distance (ISD) were measured. The posted speed limit on Carman Road is 40-mph and the recorded 85th percentile travel speed is 48-mph in the northbound direction and 44-mph in the southbound direction based on the latest available data from NYSDOT. Based on the recorded travel speeds, the measured sight distances were compared to a 50-mph operating speed on Carman Road. The posted speed limit on Lone Pine Road is 30-mph; therefore, the measured sight distances were compared to a 35-mph operating speed (posted speed limit +5 mph).

SSD is the distance along the roadway for a vehicle approaching an intersection from either direction to perceive, react and come to a complete stop before colliding with an object in the road, in this case a vehicle exiting from the site or a vehicle waiting on Carman Road or Lone Pine Road to turn into the site. Table 3 summarizes the stopping sight distance evaluation for the two proposed site driveways.

3 A Policy on the Geometric Design of Highways and Streets, 7th Edition, American Association of State Highway and Transportation Officials, 2018



Table 3 Stopping Sight Distance

Location Traveling Guideline (feet) a Measured (feet) b

Carman Road Site Driveway NB 425 7005+ SB 425 700+

Lone Pine Road Site Driveway EB 250 140 WB 250 430

a Based on standards established in A Policy on the Geometric Design of Highways and Streets, American Association of State Highway and Transportation Officials, 2018 for a 50-mph operating speed on Carman Road and 35-mph operating speed on Lone Pine Road.

b Based on field measurements taken by VHB.

As shown in Table 3, the available stopping sight distances northbound and southbound on Carman Road meet the AASHTO guidelines for a 50-mph operating speed. The stopping sight distance is also met on Lone Pine Road in the westbound direction; however, it is limited in the eastbound direction due the adjacent unsignalized intersection with Carman Road. Since drivers turning onto Lone Pine Road from Carman Road will be traveling at slower speeds than 35-mph and clear lines of sight are available to the intersection, no sight distance mitigation is recommended. It is noted that the driveway on Lone Pine Road has been placed to maximize the sight lines and visibility in both directions along the roadway, while not interfering with the existing residential driveway that will remain in place with an access easement.

ISD is based on the time required for perception, reaction, and completion of the desired turning maneuver into or out of the site driveway. Calculation of the ISD includes the time to (1) turn and clear the intersection without conflicting with approaching vehicles; and (2) upon turning, to accelerate to the operating speed on the roadway without causing approaching vehicles on the main road to unduly reduce their speed. Table 4 summarizes the intersection sight distance evaluation for the two proposed site driveways.



Table 4 Intersection Sight Distance

Location

Field Measurement AASHTO Guideline (feet) b

View Distance (feet) a Left-turn

Out Right-turn

Out Left-turn In

Carman Road Site Driveway

Looking Left 700+ 555 480 Na

Looking Right 700+ 555 Na Na

Looking Straight 700+ Na Na 405

Lone Pine Road Site Driveway

Looking Left 140 390 335 Na

Looking Right 430 390 Na Na

Looking Straight 140 Na Na 285 a Based on field measurements taken by VHB. b Based on standards established in A Policy on the Geometric Design of Highways and Streets, American Association of State

Highway and Transportation Officials, 2018 for a 50-mph operating speed on Carman Road and a 35-mph operating speed on Lone Pine Road.

Na Not applicable

Table 4 shows that the ISD for movements at the Carman Road Site Driveway meet the AASHTO recommended guidelines for a 50-mph operating speed. At the Lone Pine Site Driveway intersection, the sight distance looking left for a vehicle to turn left or right out of the site and the sight distance looking straight for a vehicle to turn left into the site are less than the AASHTO guidelines due to the adjacent intersection with Carman Road. Since vehicles turning from Carman Road will be operating at a slower travel speed and drivers at the site will have a clear line of sight to the intersection and will be able to see turning vehicles, no sight distance mitigation is recommended. As noted, the driveway on Lone Pine Road was located to maximize the sight lines in both directions. In general, site signing and landscaping should be installed a minimum of 15-feet back from the edge of the roadway travel lanes to maintain clear lines of site.

Conclusions VHB has conducted a traffic impact evaluation for the proposed Dutch Mill Acres development located at 3633 Carman Road in the Town of Guilderland. The proposed project will include the construction of 96 multifamily residential units, a 3,000 SF club house as an amenity for the residents, and 3,000 SF of commercial space to be fully constructed by 2022. For the purpose of the traffic evaluation the commercial space was assumed to be developed as a 3,000 SF bank with a drive through window. The project also includes the potential for a 20-space CDTA park and ride lot. Access to the site is proposed via one full access intersection on Carman Road and one full access intersection on Lone Pine Road. The following is noted in summary of the completed evaluation:

• The proposed project is expected to generate 66 new vehicle trips (23 entering and 43 exiting) during the AM peak hour and 95 new vehicle trips (55 entering and 40 exiting) during the PM peak hour.



• It is expected that 40% of the site-generated traffic will travel to and from the north on Carman Road, 55% will travel to and from the south on Carman Road, and the remaining 5% will travel to and from the east on Lone Pine Road. The distribution of traffic on the adjacent roadway network is less than the NYSDOT and ITE industry threshold guidelines indicating the need for conducting detailed off-site analysis. The project traffic will be accommodated for on the existing roadway network and no off-site mitigation is recommended.

• The site provides accommodations for a future CDTA park and ride lot that could accommodate 20 vehicles. If the park and ride lot was fully occupied by commuters entering the site during a single peak hour during the morning and fully emptied during the afternoon peak hour, the total site trips will remain below the NYSDOT and ITE trip generation threshold guidelines. The site will continue to be accommodated for on the existing roadway network and no off-site mitigation is recommended.

• The available stopping sight distances and intersection sight distances at the proposed site driveway on Carman Road meet the AASHTO guidelines for a 50-mph operating speed. No sight distance related mitigation is warranted.

• The site driveway on Lone Pine Road has been located to maximize the sight lines in both directions along the roadway, while not interfering with the existing residential driveway that will remain in place with an access easement. The available sight lines from the west on Lone Pine Road are less than the AASHTO guidelines due to the spacing between the driveway and the intersection with Carman Road. Since drivers turning onto Lone Pine Road from Carman Road will be traveling at slower speeds and drivers at the site will have a clear line of sight to the intersection and will be able to see turning vehicles, no sight distance mitigation is recommended.

If you have any questions concerning the above evaluation, please contact our office.

Sincerely,

VHB Engineering, Surveying and Landscape Architecture, P.C.

Wendy C. Holsberger, PE, PTOE Alanna M. Moran

Transportation Director Senior Traffic Designer [email protected] [email protected]

Attachments

mailto:[email protected]

Attachments

A. Schematic Plan

B. NYSDOT Traffic Volume Data

Attachment A – Schematic Plan

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Attachment B – NYSDOT Traffic Volume Data

STATION: 110117 New York State Department of TransportationTraffic Count Hourly Report

Page 1 of 2

ROUTE #: NY 146 ROAD NAME: CARMEN ROAD FROM: START 20/146 OLAP TO: Alb/Schen Co Line COUNTY: AlbanyDIRECTION: Northbound FACTOR GROUP: 30 REC. SERIAL #: FY23 FUNC. CLASS: 14 TOWN:

STATE DIR CODE: 6 WK OF YR: 43 PLACEMENT: 350' W of Lone Pine Rd NHS: no LION#:DATE OF COUNT: 10/18/2016 @ REF MARKER: JURIS: City BIN: 1038320NOTES LANE 1: NB travel lane ADDL DATA: Class Speed CC Stn: RR CROSSING:

COUNT TYPE: VEHICLES BATCH ID: DOT-R01C43aTST5195HPMS SAMPLE:COUNT TAKEN BY: ORG CODE: TST INITIALS: BEK PROCESSED BY: ORG CODE: DOT INITIALS: MC

12TO1

1TO2

2TO3

3TO4

4TO5

5TO6

6TO7

7TO8

8TO9

9TO10

10TO11

11TO12

12TO1

1TO2

2TO3

3TO4

4TO5

5TO6

6TO7

7TO8

8TO9

9TO10

10TO11

11TO12

DAILY DAILYDAILY HIGH HIGH

AM PMDATE DAY TOTAL COUNT HOUR1 S2 S3 M4 T5 W6 T7 F8 S9 S

10 M11 T12 W13 T14 F15 S16 S17 M18 T19 W20 T21 F22 S23 S24 M25 T26 W27 T28 F29 S30 S31 M

379 418 460 579 659 648 567 395 260 176 111 6025 10 8 8 12 57 193 428 396 314 350 375 389 401 476 550 674 707 550 344 328 144 88 64 6891 707 1728 13 7 9 23 65 168 431 371 335 324 358 403 393 428 516 658 721 458 346 283 169 103 70 6680 721 1724 13 9 12 19 62 180 411 383 314 359 385

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT26 12 8 10 18 61 180 423 383 321 344 373 390 404 455 548 664 692 525 362 290 163 101 65 6818

DAYSCounted

4

HOURSCounted

72

WEEKDAYSCounted

4

WEEKDAYHours

72

AVERAGE WEEKDAY

High Hour

692

% of day

10%

Axle Adj.Factor

1.000

Seasonal/WeekdayAdjustment Factor

1.074

ESTIMATED

AADT

6348

ROUTE #:NY 146 ROAD NAME: CARMEN ROAD FROM: START 20/146 OLAP TO: Alb/Schen Co Line COUNTY: AlbanySTATION: 110117 STATE DIR CODE: 6 PLACEMENT: 350' W of Lone Pine Rd DATE OF COUNT: 10/18/2016

STATION: 110117 New York State Department of TransportationTraffic Count Hourly Report

Page 2 of 2

ROUTE #: NY 146 ROAD NAME: CARMEN ROAD FROM: START 20/146 OLAP TO: Alb/Schen Co Line COUNTY: AlbanyDIRECTION: Southbound FACTOR GROUP: 30 REC. SERIAL #: FY23 FUNC. CLASS: 14 TOWN:

STATE DIR CODE: 7 WK OF YR: 43 PLACEMENT: 350' W of Lone Pine Rd NHS: no LION#:DATE OF COUNT: 10/18/2016 @ REF MARKER: JURIS: City BIN: 1038320NOTES LANE 1: SB travel lane ADDL DATA: Class Speed CC Stn: RR CROSSING:

COUNT TYPE: VEHICLES BATCH ID: DOT-R01C43aTST5195HPMS SAMPLE:COUNT TAKEN BY: ORG CODE: TST INITIALS: BEK PROCESSED BY: ORG CODE: DOT INITIALS: MC

12TO1

1TO2

2TO3

3TO4

4TO5

5TO6

6TO7

7TO8

8TO9

9TO10

10TO11

11TO12

12TO1

1TO2

2TO3

3TO4

4TO5

5TO6

6TO7

7TO8

8TO9

9TO10

10TO11

11TO12

DAILY DAILYDAILY HIGH HIGH

AM PMDATE DAY TOTAL COUNT HOUR1 S2 S3 M4 T5 W6 T7 F8 S9 S

10 M11 T12 W13 T14 F15 S16 S17 M18 T19 W20 T21 F22 S23 S24 M25 T26 W27 T28 F29 S30 S31 M

349 322 416 518 515 528 432 295 199 131 115 3212 10 7 10 39 95 290 511 514 355 354 341 379 343 442 477 519 585 430 302 215 124 106 42 6502 585 1731 6 7 9 29 94 274 494 492 385 344 336 316 317 385 499 555 560 390 279 176 121 99 63 6261 560 1712 9 13 10 38 97 286 514 505 366 366 346

AVERAGE WEEKDAY HOURS (Axle Factored, Mon 6AM to Fri Noon) ADT18 8 9 10 35 95 283 506 504 369 355 341 348 327 414 498 530 558 417 292 197 125 107 46 6392

DAYSCounted

4

HOURSCounted

72

WEEKDAYSCounted

4

WEEKDAYHours

72

AVERAGE WEEKDAY

High Hour

558

% of day

9%

Axle Adj.Factor

1.000

Seasonal/WeekdayAdjustment Factor

1.074

ESTIMATED

AADT

5952

ROUTE #:NY 146 ROAD NAME: CARMEN ROAD FROM: START 20/146 OLAP TO: Alb/Schen Co Line COUNTY: AlbanySTATION: 110117 STATE DIR CODE: 7 PLACEMENT: 350' W of Lone Pine Rd DATE OF COUNT: 10/18/2016

Site Location and Proposed DevelopmentExisting ConditionsStudy Area RoadwaysTraffic VolumesTransit and Pedestrian Accommodations

Sight DistanceAttachments_combined.pdfAttachments190133-PUD-SITE PLAN11_1711_0117_2016

Attachments_combined 11-20 update.pdfAttachments190133-PUD-SITE PLAN11_1711_0117_2016

Documents

Site Location and Proposed Development · 2020. 11. 9. · To estimate the site-generated traffic, the Institute of Transportation Engineers’ (ITE) publication . Trip Generation,