3. Traffic Signal Warrant Analysis – South Site Dri vewayvillageoflakesuccess.com/deis/Appendix_C_TIS_03_Chapter_3-6.pdfTraffic Impact Study ... LLP 3-1 3. Traffic Signal Warrant

Traffic Impact Study 1111 Marcus Avenue March 2011

Cameron Engineering & Associates, LLP 3-1

3. Traffic Signal Warrant Analysis South Site Driveway

3.1 Methodology

Note: The March 2007 version of the traffic study included a signal warrant analysis, and

the projected conditions met several traffic signal warrants. However, since the basis for

doing signal warrant studies has since changed due to New York State adopting an entirely

new document in 2008, and since the Build volumes themselves had changed, this warrant

study was redone for later versions of this traffic study.

The February 2009 version of the traffic study included a signal warrant analysis based on

the then-current National Manual of Uniform Traffic Control Devices (MUTCD) and

the corresponding New York State MUTCD Supplement; the projected conditions met

several traffic signal warrants. That analysis was updated in November 2009 to reflect

this revised studys trip generation numbers.

In January 2010, the standards for traffic signal warrant studies changed yet again, as

New York State adopted the new 2009 National MUTCD. The warrants which were met in

prior studies will still be met, and the new warrant (which incorporates locations with

nearby at-grade railroad crossings) is not relevant to this application. Therefore, the

prior signal warrant analysis is retained in this report, and the conclusions remain

unchanged.

Because the projected 2010 peak hour volumes and delays at the South Site Driveway on

Union Turnpike are relatively high (based on preliminary Build Synchro analyses with the

intersection unsignalized), a traffic signal warrant analysis was done for this intersection,

using the procedures in the National MUTCD. This involved examining the intersection

volume data, pedestrian volumes, and 85th percentile speeds on Union Turnpike.

For the analysis, Union Turnpike is considered the major roadway and the South Site

Driveway is considered the side road. Union Turnpike and the South Site Driveway each

have two approach lanes in each direction. The 85th percentile speeds on Union Turnpike

were observed to be over 40 mph, given the posted speed limit of 40 mph at the driveway.

The 2010 Build Condition approach volumes are shown in Table 3-1, based on traffic

counts, other project trips, and site-generated traffic.

As described earlier in this report, traffic counts were done from 7:00-9:00 am, 11:00 am-

1:00 pm, and 4:00-6:00 pm. The volumes from 9:00-10:00 am and 3:00-4:00 pm were

interpolated using NYSDOT 24-hour count data on Union Turnpike. The NYSDOT

counts indicate a 20.9% increase from the 8:00 am to 9:00 am starting hour, and an 8.9%



increase from the 3:00 pm to 4:00 pm starting hour. To be conservative, the 20.9%

increase was not applied to the driveway at 9:00 am: 2010 Condition Approach Volumes

Table 3-1: 2010 Build Condition Approach Volumes

Weekday

VEHICLES PER HOUR

Union Turnpike (total of both approaches)

South Site Driveway (southbound approach)

7-8 am 1,118 133 8-9 am 1,534 161

9-10 am 1,229 161 11-12 pm 1,465 196 12-1 pm 1,739 230 3-4 pm 1,849 236 4-5 pm 2,025 251 5-6 pm 2,156 310

Note: Italics denote interpolated data.

3.2 Warrant 1 Eight-Hour Vehicular Volume

According to the MUTCD, Warrant 1 (Condition A or Condition B) is satisfied when, for

each of any eight hours of an average day, the minimum traffic volumes shaded in Table

3-2 are exceeded on the major street and on the higher-volume minor street approach to the

intersection. Table 3-2 shows which Build volumes satisfy either warrant:

Table 3-2: Warrants 1 and 2 Summary

VEHICLES PER HOUR

Union Turnpike (total of both approaches) South Site Driveway*

Warrant 1 Condition A 420 140

Warrant 1 Condition B 630 70

7-8 am 1,118 133 8-9 am 1,534 161

9-10 am 1,229 161 11-12 pm 1,465 196 12-1 pm 1,739 230 3-4 pm 1,849 236 4-5 pm 2,025 251 5-6 pm 2,156 310

Notes: 1. Figures in bold meet Condition A. Figures in italics meet Condition B. 2. Figures in bold italics meet both conditions.

The volumes on Union Turnpike and the South Driveway will exceed the minimum

volumes for Condition B for eight hours.



Thus, Warrant 1 is satisfied.

3.3 Warrant 2 Four Hour Volume

This warrant applies where, for four hours of an average day, the plotted points of the

major and side road volumes fall above the applicable curve on [MUTCD] Figure 4C-2

[for major roads with 40+mph prevailing speeds]. Figure 3-1 indicates the plotted points

of the hourly volumes starting at 7:00 am, 8:00 am, 4:00 pm, and 5:00 pm (i.e., based on

counted and not interpolated volumes):

TIME Union Turnpike South Driveway 7-8 am 1,118 133 8-9 am 1,534 161 4-5 pm 2,025 251 5-6 pm 2,156 310

Figure 3-1: Figure 4C-2 for Warrant 2

Each hours plotted point falls above the appropriate curve in Figure 4C-2.

Thus, Warrant 2 is satisfied.

*Note: 80 vph applies as the lower threshold volume for a minor street approach with 2 or more lanes and 60 vph applies as the lower threshold for a minor street approach with one lane.

Figure 4C-2. Warrant 2, Four-Hour Vehicular Volume (70% Factor) (ABOVE 40 mph ON MAJOR STREET)



3.4 Warrant 3 Peak Hour Volume

This warrant applies where, for relatively brief periods, side road traffic is subject to

extreme delays. For one hour (any four consecutive 15-minute periods), either Warrant 3A

or 3B must be met:

Warrant 3A:

i. The total stopped time delay on the side street equals or exceeds 4 vehicles hours (1-lane approach) or 5 vehicle-hours (2-lane approach), and

ii. The side street approach has at least 100 vph (1 lane) or 150 vph (2 lanes), and iii. The total intersection must exceed 650 vph (for T-intersections) or 800 vph (for 4-leg

intersections)

Warrant 3B:

The plotted points of the major and side road volumes fall above the applicable curve on

[MUTCD] Figure 4C-4 [for major roads with 40+mph prevailing speeds].

This intersection is a 3-leg intersection, so the required minimum volume is 650 vph.

For Warrant 3A, the following conditions will occur in the 5:00-6:00 pm peak hour:

Table 3-3: Warrant 3A

Approach Lanes Approach Volume

Approach delay (sec)

Total Delay (veh-hours)

Intersection Volume

Side street delay meets

A1?

Approach volume

meets A2?

Intersection volume

meets A3? Southbound 2 310 132 11.4 2,568 YES YES YES

Eastbound 2 1,096 YES

Westbound 2 1,161 YES

South Site Driveway vehicle-hours of delay: (126 vph x 301.6 sec) + (186 vph x 17.1 sec) x 1 hour = 11.4 veh-hours > 5 veh-hours 3,600 sec

Intersection entering volume is 2,568 vph > 650 vph

South Site Driveway volume is 310 vph > 150 vph.

Figure 3-2 indicates the plotted point of the hourly volumes starting at 5:00 pm:

TIME Union Turnpike South Driveway 5-6 pm 2,156 310



Figure 3-2: Figure 4C-4 for Warrant 3B

The peak hours plotted point falls above the appropriate curve in Figure 4C-2.

Since Warrants 3A and 3B are both met, Warrant 3 is satisfied.

3.5 Warrant 4 Pedestrian Volume

Warrant 4 is satisfied when, for each of any four (4) hours of an average day, at least 100

pedestrians cross the artery in the highest volume crosswalk, or for any one (1) hour of an

average day, at least 190 pedestrians cross the major street.

Since no significant pedestrian volumes were observed or are anticipated at this location,

Warrant 4 is not satisfied.

3.6 Warrant 5 School Crossing

This warrant is only applicable at established school crossings. It does not apply here.

3.7 Warrant 6 Coordinated Signal System

A traffic signal may be justified at an intersection as part of a coordinated signal system,

even though other warrants are not satisfied, if the signal would serve to sustain

progressive movement and proper grouping at the system speed. The warrant is met if:

*Note: 100 vph applies as the lower threshold volume for a minor street approach with 2 or more lanes and 75 vph applies as the lower threshold for a minor street approach with one lane.

Figure 4C-4. Warrant 3, Peak Hour (70% Factor) ABOVE 40 mph ON MAJOR STREET)



A. On a one-way street or a street with traffic predominantly in one direction, the adjacent traffic signals are too far apart to provide the necessary degree of vehicle

platooning, OR

B. On a two-way street, adjacent traffic signals do not provide the necessary degree of platooning and the proposed and adjacent traffic signals will collectively provide a

progressive operation.

According to the formula (half the signal cycle length) x (prevailing speed), the optimal

signal spacing on Union Turnpike is:

(0.5 x 120 seconds) x (45 mph = 66 feet per second) = 3,960 feet

The driveway is within 600-1400 feet of adjacent signals to the east and west, so this

warrant does not apply.

3.8 Warrant 7 Crash Experience

Warrant 7 is satisfied when the following criteria all apply:

A. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce the crash frequency

B. Five or more reported crashes, of types susceptible to correction by a traffic control signal, have occurred within a 12-month period, each crash involving

personal injury or property damage apparently exceeding the applicable

requirements for a reportable crash

C. For each of any 8 hours of an average day, the vph given in both of the 80% columns of Condition A in Table 4C-1 (or of Condition B in Table 4C-1) exists,

or, the volume of pedestrians is at least 80% of the requirements specified in the

Pedestrian Volume warrant. The major street and minor street volumes shall be

for the same 8 hours, while the minor street does not need the higher volume on

the same approach during each of the 8 hours.

As there were not enough reported accidents along this section of Union Turnpike during

the 3-year study period, Warrant 7 is not met.

3.9 Warrant 8 Roadway Network

A signal may be justified at the intersection of two or more major routes to encourage

organized, concentrated traffic flow. A major route has at least one of these features:

1. It is part of a highway system that serves as the main network for through traffic 2. It includes rural or suburban highways outside, entering, or traversing a city 3. It appears as a major route on an official plan, such as a major street plan in an



urban traffic and transportation study

Since the site driveway is not a major route, Warrant 8 does not apply.

To summarize, 2010 Build condition volumes will meet three Warrants: 1, 2, and 3. Since

it is recommended that the existing flashing signal be restored to regular operation and

NYSDOT is currently reviewing the engineering drawings, all future No Build and Build

analyses (Phases 1-4) treated this location as a signalized intersection. This conclusion

remains unchanged from prior signal warrant study results.



4. Future Conditions

4.1 Choice of Future Build Years

Typical traffic studies tend to analyze future traffic conditions in one specific year, within

2-3 years after the Existing condition. However, given that various sections of the site

will be occupied incrementally over the course of several years, this study has been

prepared in multiple phases. For the purposes of this report, four separate future years

were chosen to create a conservative estimate of traffic conditions in future years. The

years were selected to replicate how the facility has historically grown. The ultimate dates

of occupancy will depend on Village and Town approvals as well as market conditions.

The occupied areas for each phase were based on the sites existing and calculated future

parking demand, and also on the in-progress NSLIJ lease agreement. As will be discussed

in Section 20.2, the parking demand rate was calculated at 1 space per 250 square feet

for all future NSLIJ and general office conversions of the Building. This rate was

calculated based on the ITE rates for medical and general office uses, and confirmed to be

greater than the observed actual rates tat the existing facility. In addition, the NSLIJ lease

will require a certain number of spaces based on the Hospitals considerations, not on

actual parking need. Each phase was therefore sized to ensure that NSLIJ-lease-allotted

spaces would be available to NSLIJ, while providing adequate parking for non-NSLIJ

tenants. This planning approach will yield surplus parking for future phases, and larger

parking structures than will genuinely be necessary, but for lease obligation reasons, it is

the Applicants chosen approach.

Based on this rate, the surplus parking required for any NSLIJ rentable space conversions,

and the remaining available parking supply, each phases square footage was calculated.

The overall occupancy of the building would occur in the following order:

1. Convert some vacant warehouse space to general office use, and occupy some 65,214 s.f. of vacant space with NSLIJ uses in Phase 1

2. NSLIJ has not yet determined the timing of future occupancy, so for the purposes of this study and as the Applicant believes is conservative all unoccupied

NSLIJ space was considered occupied by NSLIJ in Phase 2. (It is conservative

because NSLIJ occupancy includes surplus parking spaces due to lease

obligations). Phase 2 would also include general office space that could be

accommodated (based on 1 space per 250 s.f.) without encroaching the 1,830

NSLIJ spaces.



3. Remaining vacant space would then be occupied by general office uses

4. Warehouse space would be converted to general office or other non-warehouse, non-medical-office uses

The square footages of each phase is detailed below:

4.1.1 Phase 1 - 2010

In Phase 1, 54,776 s.f. of rentable vacant space (63,169 gross s.f.) would be

occupied by general office use and 65,214 s.f. of rentable vacant space (75,207

gross s.f.) would be occupied by NSLIJ.

4.1.2 Phase 2 - 2011

In Phase 2, 133,794 s.f. of rentable vacant space (150,805 gross s.f.) would be

occupied by NSLIJ and 19,510 s.f. of rentable vacant space (22,499 gross s.f.)

would be occupied by general office use.

4.1.3 Phase 3 - 2012

In Phase 3, the remaining 47,935 s.f. of rentable vacant space (55,280 gross s.f.)

would be occupied by general office use. This results in full occupancy of the

entire building.

4.1.4 Phase 4 - 2013

In Phase 4, all of the warehouse space, with the exception of the maintenance

garage (15,362 s.f.) would be converted to general office use. This results in

114,852 s.f. of rentable warehouse space (123,866 gross s.f.) being converted.

For each peak hour, the following sets of analyses were done:

2010:

No Build: future traffic conditions in 2010 without Phase 1 Build: future traffic conditions with Phase 1 Mitigation (where necessary): future conditions with the 2010 Build volumes,

showing mitigation/improvement measures required to maintain 2010 No Build

levels of service

2011:

No Build: future traffic conditions in 2011 without Phase 2 Build: future traffic conditions with Phase 2



Mitigation (where necessary): future conditions with the 2011 Build volumes, showing mitigation/improvement measures required to maintain 2011 No Build

levels of service

2012:



levels of service

2013:



levels of service



5. Future No Build Conditions

Traffic conditions near the site will change even if the site is not reoccupied. The future No

Build conditions come about from the following two types of changes:

Ambient growth from general population increases and minor development in the area Other planned developments close to the site, which have the potential to affect traffic

patterns at one of the study intersections in this report

As described in the study methodology in Section 1.2, these two features together will help

determine the future No Build conditions if reoccupation of the site is not completed.

5.1 Ambient Growth

According to the NYSDOT, the ambient growth rate in this area is 0.75% per year. This

0.75% per year factor was applied for the appropriate number of years to create the

corresponding 2010, 2011, 2012, and 2013 Ambient No Build scenarios.

Table 5-1: Ambient Growth Projections

Original Count Date

2010 Ambient No Build




# of years Growth # of years Growth # of years Growth # of years Growth November 2006 4 3.0% 5 3.8% 6 4.6% 7 5.4% September 2008 2 1.5% 3 2.3% 4 3.0% 5 3.8%

5.2 Other Planned Developments

The term other planned developments refers to projects that are planned in the general

surrounding area and are currently under review by the Village of Lake Success or the

Town of North Hempstead. These projects may eventually generate traffic through one or

more of the key intersections by 2013, but that traffic would not have been observed

during the field counts.

As of the writing of this report, there were five other identified projects whose traffic needs

to be included in this study, starting with the 2010 projection. Three of these

developments are adjacent to one another, on the north side of the LIE North Service Road

and west of Community Drive. The corresponding study scopes were all smaller than the

scope of this study, so their trip data includes only the intersections of Lakeville Road with

the LIE service roads.

For the purposes of this report, any traffic assigned to/from the south on Lakeville Road

was transferred to/from all of the study intersections on Lakeville Road. The applicant

believes this is conservative, since some of those projects trips would be dispersed as one

travels further from the respective site locations.



1) North Shore Hebrew Academy a Modern Orthodox Jewish yeshiva (school). Trip data

was obtained from the May 30, 2001 Eschbacher Engineering traffic study. Since the 2006

traffic counts were done, this project has been fully developed. Therefore, this projects

traffic was not included at the study locations recounted in September 2008.

2) Korean Presbyterian Church Trip data was obtained from the 2001 Nelson & Pope

traffic study.

3) Jain Center a Jain house of worship; trip data was obtained from the May 2001 Sear-

Brown Group study.

These three projects will only generate trips in one or two of this reports study periods:

The Hebrew Academy will have weekday classes, but no midday or Saturday activity since driving is prohibited on Saturday

The Korean Church will operate weekday mornings and Sundays only The Jain Center will operate on weekday mornings and Sundays only

4) NSLIJ Modernization Program a 135-bed expansion at LIJ Hospital. According to

the project's Draft Generic Environmental Impact Statement (DGEIS), this project will

generate trips at the same rate per bed as the existing LIJ facility, which yields a more

conservative estimate than a typical Institute of Transportation Engineers (ITE) Trip

Generation manual calculation. The DGEIS only analyzes the AM and PM peak periods,

since Section 10 of that document states, Review of the data indicates that prevailing

traffic volume on Lakeville Road and the entries/exits to and from the LIJ [Medical

Center] is higher in the a.m. and p.m. peak hours than both the weekday midday hours and

Saturday. As a result, only the a.m. and p.m. weekday peak hours were analyzed.

Therefore, to be conservative, the LIJ PM peak hour trips were allotted to the Midday and

Saturday peak hours as well. To confirm that this approach is conservative, a review of the

ITE Trip Generation data was performed, which demonstrates that there are 36% fewer

exiting trips during the midday and Saturday peak hours than during the PM peak hour.

Table 5-2: NSLIJ Modernization based on ITE Trip Generation

AM Peak Hour Midday Peak Hour PM Peak Hour Sat. Peak Hour

LIJ Enter: 109 tph Enter: 63 tph* Enter: 63 tph Enter: 63 tph Modernization Exit: 45 tph Exit: 72 tph* Exit: 113 tph Exit: 72 tph Total: 154 tph Total: 135 tph* Total: 177 tph Total: 135 tph Note 1: 1) tph = trips per hour 2) Trips may not add directly due to rounding

* Applied from the Saturday peak hour data (since ITE has no Midday data)



Table 5-3: Other Project Trips

AM Peak Hour Midday Peak Hour PM Peak Hour Sat. Peak Hour

North Shore Enter: 196 tph Enter: 0 tph Enter: 66 tph Enter: 0 tph Hebrew Exit: 66 tph Exit: 0 tph Exit: 196 tph Exit: 0 tph Academy Total: 262 tph Total: 0 tph Total: 262 tph Total: 0 tph

Korean Enter: 16 tph Enter: 0 tph Enter: 40 tph Enter: 0 tph Presbyterian Exit: 14 tph Exit: 0 tph Exit: 40 tph Exit: 0 tph Church Total: 30 tph Total: 0 tph Total: 80 tph Total: 0 tph

Jain Enter: 67 tph Enter: 0 tph Enter: 0 tph Enter: 0 tph Center Exit: 67 tph Exit: 0 tph Exit: 0 tph Exit: 0 tph Total: 134 tph Total: 0 tph Total: 0 tph Total: 0 tph

LIJ Enter: 181 tph Enter: 105 tph* Enter: 105 tph Enter: 105 tph* Modernization Exit: 86 tph Exit: 204 tph* Exit: 204 tph Exit: 204 tph* Total: 267 tph Total: 309 tph* Total: 309 tph Total: 309 tph* Note 1: 1) tph = trips per hour

* Applied from the PM peak hour provided data, to be conservative

As part of the LIJ Modernization, LIJ proposes to change the geometry and traffic signal

phasing at the Lakeville Road Hospital South Driveway. Since the proposed build year for

this development is 2011, the proposed geometric and traffic signal phasing improvements

were only included as part of the 2011, 2012, and 2013 No Build scenarios.

5) Traffic and proposed mitigation measures associated with each on-site phase were

considered as other projects in the subsequent No Build Scenarios. For example, Phase

1 site trips were input as other project trips in 2011, 2012, and 2013. Several minor

proposed mitigation measures will only be applied for specific phases and not carried

through to the subsequent phases. These measures will be noted as such in future sections.

These measures were mentioned to indicate that these changes are necessary to mitigate

the minor LOS changes for that Phase. However, it is believed that those changes will be:

a) accommodated for by the locations semi-actuated signal; or b) not needed in the

subsequent phases due to background growth traffic increasing the LOS beyond the prior

threshold.

6) Were Associates This project has not had an official submittal, and is not planned to

be operational by 2013. Therefore, its trips are not included with this report.

The trips these other projects would generate were added to the Ambient No Build

volumes to determine the Total No Build volumes.

In addition, there was a bank planned at the corner of Hillside Avenue and New Hyde Park

Road. For the purposes of this report, the bank was not included for two reasons. First, it

was not close enough to the site driveways to directly affect traffic volumes. Also, a high



percentage of bank trips tend to be pass by and diverted link trips; the bank is not the

primary purpose of the trip, just a stop along the way to someplace else. Therefore, bank

patrons are already on the road for another purpose, and will not be newly generated at the

study intersections.

As shown in Section 3, the intersection of South Site Driveway and Union Turnpike

satisfies several traffic signal warrants and it is recommended to reactivate this existing

flashing traffic signal to regular operation. NYSDOT has concurred and is currently

reviewing the engineering drawings. For the purposes of this study, the intersection was

signalized for all future scenarios and interconnected with the adjacent signal at Lakeville

Road and Union Turnpike. The overall intersection geometry will change: the eastbound

and westbound approaches will be widened, and the northbound approach re-striped and

resigned to allow entering and exiting traffic out of this approach. Table 5-4 summarizes

the new geometry at this location. The new geometry was input into all future No Build

and Build scenarios.

Table 5-4: New Roadway Geometry at South Site Driveway at Union Turnpike

South Site Driveway at Union Turnpike: 2-phase traffic signal

Dir. Lanes Width Dir. Lanes Width NB 1-LTR 12 feet EB 1-L 10 feet 2-T 10 feet 1-TR 12 feet

SB 1-L 12 feet WB 1-L 10 feet 1-TR 12 feet 2-T 10 feet 1-TR 11 feet

The Total 2010 No Build volumes are illustrated in Figure 5-1 through Figure 5-4, and

the 2010 No Build level of service worksheets are in Appendix E.



6. Traffic Conditions With Phase 1 The 2010 Build Scenario

Phase 1 would convert 54,776 s.f. of rentable vacant space into general offices and 65,214 s.f. of

rentable vacant space into NSLIJ use in the Village. Phase 1 traffic and parking conditions were

projected based on the study methodology in Section 1.2.

6.1 Site Access

Site access points not listed below or for future phases will remain the same.

The existing flashing traffic signal at the South Site Driveway at Union Turnpike will be

restored to the standard red-yellow-green operation. Eastbound and westbound left turn

storage lanes will be constructed within the existing center median, and the northbound

approach re-signed and re-striped to permit incoming and outgoing traffic at the driveway.

The new signal and its cycle length will be coordinated with the adjacent signal at

Lakeville Road-Union Turnpike.

6.2 Trip Generation

Trip generation data was obtained from the 8th Edition of the ITE Trip Generation manual.

For the purposes of this report, the peak site conversion-generated traffic was set to

coincide with the peak AM, Midday, PM, and Saturday periods on the adjacent roadways.

There is no ITE data available for any land use for the Midday peak hour, so Saturday data

was applied to this time period.

Typical trip generation is based on the size of the proposed land use, as was done for the

NSLIJ use portion of the building. However, general office trip generation is based on

equations that level off as the square footage increases. This means the trip rate is

significantly higher for smaller general offices. For example:

Office Building Area (s.f.) 63.169 500,585 563,754

Average 2-way trip rate (trips/1000 s.f.) 14.83 9.21 8.96

Source: ITE Trip Generation manual, 8th Edition (2008).

There is little variation (3%) between the current 500,585 gross s.f. area and the proposed

563,754 gross s.f. office area. But the rate is 61 to 66% higher for a separate 63.169 s.f.

building. It is therefore not accurate or appropriate to calculate trip generation based on

the size of the increase, and calculations were made by taking the difference of the trips

generated by the current and proposed sizes. Table 6-1 shows the trip generation numbers:



Table 6-1: Phase 1 Generated Peak Hour Trips

Trips generated by 63,169 gross s.f. of General Office

AM peak hour Midday/Saturday peak hours PM peak hour

No Build Size Enter: 599 tph Enter: 74 tph Enter: 109 tph Exit: 82 tph Exit: 63 tph Exit: 531 tph Total: 681 tph Total: 137 tph Total: 640 tph

Build Size Enter: 658 tph Enter: 81 tph Enter: 121 tph Exit: 90 tph Exit: 69 tph Exit: 589 tph Total: 748 tph Total: 150 tph Total: 710 tph

Difference = Enter: 59 tph Enter: 7 tph Enter: 12 tph Generated Exit: 8 tph Exit: 6 tph Exit: 58 tph Trips Total: 67 tph Total: 13 tph Total: 70 tph

Trips generated by 75,207 gross s.f. of NSLIJ uses

AM peak hour Midday/Saturday peak hours PM peak hour Build Size Enter: 137 tph Enter: 156 tph Enter: 70 tph Exit: 36 tph Exit: 117 tph Exit: 190 tph Total: 173 tph Total: 273 tph Total: 260 tph

Total trips generated by 138,376 gross s.f. NSLIJ Uses/General Office Space

AM peak hour Midday/Saturday peak hours PM peak hour Build Size Enter: 196 tph Enter: 163 tph Enter: 82 tph Exit: 44 tph Exit: 123 tph Exit: 248 tph Total: 240 tph Total: 286 tph Total: 330 tph

Notes: 1) tph = trips per hour

At the request of the Village traffic engineer, an alternate trip generation was calculated

using the average rates for general offices in place of the equations. These calculations

were performed for all four phases. Table 6-2 shows the trip generation differences for

each phase using the two methods.

Trip generation calculations using the average rates yielded more conservative trip

estimates. However, preliminary Synchro analyses at two intersections (Lakeville Road-

Marcus Avenue and Lakeville Road-Union Turnpike) using the alternative trip generation

method (rates) indicated results no different than analyses based on using the trip

generation equations for general offices. The Synchro analyses and results at these two

locations will be discussed in greater detail in Section 18.

Trip Generation Using ITE General Office Rates

Enter Exit Total Enter Exit Total Enter Exit TotalPhase 1 223 48 271 170 129 299 86 268 354Phase 2 304 76 380 317 239 556 146 410 556Phase 3 75 11 86 12 11 23 13 69 82Phase 4 139 16 155 17 17 34 21 123 144Total 1,793 471 2,264 979 938 1,917 762 1,828 2,590

Trip Generation Using ITE General Office Equations

Enter Exit Total Enter Exit Total Enter Exit TotalPhase 1 196 44 240 163 123 286 82 248 330Phase 2 295 75 370 315 237 552 144 403 547Phase 3 51 7 58 6 6 12 11 52 63Phase 4 81 8 89 4 5 9 13 85 98Total 1,675 454 2,129 951 913 1,864 746 1,746 2,492

Trip Differences between both methods

Enter Exit Total Enter Exit Total Enter Exit TotalPhase 1 27 4 31 7 6 13 4 20 24Phase 2 9 1 10 2 2 4 2 7 9Phase 3 24 4 28 6 5 11 2 17 19Phase 4 58 8 66 13 12 25 8 38 46Total 118 17 135 28 25 53 16 82 98

PM Peak HourBuilding Phase

AM Peak Hour MD/Sat Peak Hour

MD/Sat Peak Hour PM Peak Hour

Building Phase

AM Peak Hour MD/Sat Peak Hour PM Peak Hour

Building Phase

AM Peak Hour

Cameron Engineering & Associates, LLP K:\C1300-1349\CE 1334A\DEIS 2010\Trip and Parking 2010 x.xls



6.3 Distribution and Assignment of Site-Generated Traffic

Cameron Engineering next determined the peak volumes of traffic that the proposed

conversion would generate in each direction at each study intersection. This was done by

determining the distribution (in percentage form) of new site trips at each approach and

then using the distribution to calculate actual numbers of generated trips.

The existing roadway and travel patterns, the population distribution, and any nearby trip

generators were reviewed to determine this distribution. The nature of the proposed sites

land use and its associated travel patterns were considered as well. For example, for a

medical office across from a hospital, some traffic was assigned going between the site and

the LIJ hospital across the street on Lakeville Road. Many drivers will use the LIE or

Northern State Parkway to access the site, because these roads have exits right on

Lakeville Road and Marcus Avenue. There will also be many people who will take Union

Turnpike (which leads into the Cross Island Parkway in the city) as well as various local

roads (in order to avoid some of the typical rush-hour congestion on the LIE and Northern

Parkway). In addition, the future trip distribution should be somewhat similar to the

existing trips that were counted going into and out of the site, with the caveat that more of

the new trips will be generated at the northwest section of the property (where the now-

vacant space is). This distribution remained the same for all future Build scenarios. The

general distribution is as follows:

Appendix D shows the Existing, Other Project, 2010 No Build, along with the trips

generated by Phase 1, Phase 2, Phase 3, and Phase 4.

Figure 6-1 and Figure 6-2 at the end of this chapter depict the distribution of new traffic

and the generated volumes during each study period. These generated volumes were added

to the 2010 No Build volumes to determine the 2010 Build volumes, which are shown in

Figures 6-3 through 6-6.

11% to/from west on local roads

3% to/from west on the LIE

3% to/from east on the LIE

15% to/from east on local roads

SITE

4% to/from north of the LIE on Lakeville Road

14% to/from south on local roads

22% to/from west on Northern Parkway

28% to/from east on Northern Parkway

40% total on local roads to/from

South, East, West

50% total on Northern Parkway

10% total to/from the North

Documents

3. Traffic Signal Warrant Analysis – South Site Dri vewayvillageoflakesuccess.com/deis/Appendix_C_TIS_03_Chapter_3-6.pdfTraffic Impact Study ... LLP 3-1 3. Traffic Signal Warrant