Traffic Study for Chappaqua Crossing with grocery and other retail

November 25, 2012

Editor’s Note:  The following excerpt—John Collins Engineers, P.C. “Supplemental Traffic Impact Study” for Chappaqua Crossing is taken from “Volume 1 Section III—Appendix—Chappaqua Crossing SEIS.pdf,” available on the town’s website. Click HERE to access the complete Supplemental Environmental Impact Statement (SEIS) for the Proposed Project.

The traffic study begins with traffic volume projections for the approved plan for office and residential traffic flow, then compares traffic flow conditions at 19 intersections (including those in downtown Chappaqua) in these four categories:  “Existing 2008,” “2015 No-Build,” “2015 Build Approved Plan,” and, lastly, “2015 Build Proposed Plan,” which is the current proposal for a grocery plus limited retail, the zoning for which is the subject of public hearings before the Town Board, to continue Tuesday, November 27, 2012 at 8:00 p.m.

At the end of the traffic study is a summary of the “OFF-SITE IMPROVEMENTS” for the proposed project, including 1) the creation of additional turning lanes on Route 117—right turning lane for southbound traffic and a left turning lane for northbound traffic; and 2) the relocation of the Roaring Brook Road entryway to Chappaqua Crossing to line up across from the high school entrance with dedicated right and left turning lanes at that intersection, controlled by a traffic light:

(1) The Applicant is proposing to fund a separate southbound right turn lane on NYS Route 117 (which was part of the Approved Plan) and a northbound left turn lane on NYS Route 117. The southbound right turn lane would require the dedication of land by Chappaqua Crossing to the NYSDOT. There will also be a need to relocate utility poles and improve the existing traffic signal.

(2) Under the SEIS Proposed Plan, the Roaring Brook Road south entry driveway will be relocated and opened opposite the Horace Greely High School driveway. As part of the SEIS Proposed Plan, the driveway will be signalized and a separate left turn entering lane and separate right turn entering lane is proposed. The separate left turn lane and separate right turn lane would require the dedication of land by Chappaqua Crossing to the Town.

A. INTRODUCTION

This Study is a supplement to the previous Application and has been prepared to compare traffic impacts of the Chappaqua Crossing SEIS Proposed Plan and Chappaqua Crossing Approved Plan on the adjoining/surrounding roadway system. The following sections provide a description of the Approved and SEIS Proposed Plans and the tasks undertaken in completing this Study.

B. PROJECT DESCRIPTION AND LOCATION

Chappaqua Crossing currently contains 671,000 s.f. of multi-tenant office space. Under the Town’s 2011 approval, Chappaqua Crossing, was approved for 662,000 s.f. of multi-tenant office space and 111 residential units.

Under the SEIS Proposed Plan, Chappaqua Crossing would consist of 542,000 s.f. of multi- tenant office space, 111 residential units and 120,000 s.f. of retail space (including a 60,000 s.f. supermarket). Access to the site will be provided via the existing driveways to NYS Route 117 (east entry) and Roaring Brook Road (west entry) and the relocation and opening of the south entry driveway to Roaring Brook Road opposite the Horace Greeley High School driveway.

As part of the SEIS Proposed Plan, the Applicant is proposing to fund a separate southbound right turn lane on NYS Route 117 (which was part of the Approved Plan) and a northbound left turn lane on NYS Route 117. The southbound right turn lane would require the dedication of land by Chappaqua Crossing to the NYSDOT. There will also be a need to relocate utility poles and improve the existing traffic signal. These improvements are shown on Figure A in Appendix “C” of this Study.

Also, under the SEIS Proposed Plan, the driveway will be signalized and a separate left turn entering lane and separate right turn entering lane is proposed. The separate left turn lane and separate right turn lane would require the dedication of land by Chappaqua Crossing to the Town. These improvements are shown on Figure B in Appendix “C” of this Study.

C. STUDY AREA

To evaluate Existing, Future No-Build and Future Build Conditions within the study area, the 19 intersections which were previously analyzed were evaluated and are listed below.

The Site Location and Study Area Intersections are shown on Figure No. 1A, 1B and 1C.

1. NYS Route 117 & Roaring Brook Road (signalized)
2. Roaring Brook Road & Horace Greeley High School Access (unsignalized)
3. Roaring Brook Road & Chappaqua Crossing West Entry Access (unsignalized)
4. NYS Route 117 & Chappaqua Crossing East Entry Access (unsignalized)
5. Saw Mill River Parkway & Roaring Brook Road (signalized)
6. Roaring Brook Road & Old Roaring Brook Road (unsignalized)
7. NYS Route 120 (Quaker Road) & Roaring Brook Road (unsignalized)
8. NYS Route 117 & Whipporwill Road (unsignalized)
9. NYS Route 117 & NYS Route 120 N (signalized)
10. NYS Route 117 & NYS Route 120 S (signalized)
11. NYS Route 117 & Annandale Drive (unsignalized)
12. NYS Route 117 & Cowdin Lane (unsignalized)
13. NYS Route 117 & Kittle Road (unsignalized)
14. NYS Route 117 & Heathcote Drive (unsignalized)
15. NYS Route 117 & NYS Route 128 (signalized)
16. NYS Route 120 & N. Greeley Avenue (two–way stop)
17. N/S Greeley Avenue & Quaker Street North Leg (unsignalized)
18. N/S Greeley Avenue & Quaker Street South Leg (unsignalized)
19. S Greeley Avenue & Woodburn Avenue (unsignalized)

The existing lane geometry, lane widths, traffic control, and speed limits for each of the Study Area Intersections are shown on Figures No. 2A, 2B and 2C. In addition, Section I of this Study provides a description of the existing geometrics, traffic control and a summary of the Existing and Future Levels of Service for each of the study area intersections.

D. YEAR 2008 EXISTING TRAFFIC VOLUMES

In order to establish Base Traffic Conditions, the previously established Year 2008 Existing Traffic Volumes, which included Readers Digest traffic, were utilized (Figures No. 3A, 3B, 3C through 7A, 7B, 7C). Following the same methodology previously established, the Existing Readers Digest Traffic (Figures No. 8A, 8B, 8C through 12A, 12B, 12C) was subtracted from the Year 2008 Existing Traffic Volumes resulting in the Year 2008 Existing Traffic Volumes without Readers Digest (Base Traffic Volumes).

The resulting Year 2008 Existing Traffic Volumes without Readers Digest are shown on Figures No. 13A, 13B, 13C for the Weekday Peak AM School Hour (7:00 AM – 8:00 AM), Figures No. 14A, 14B, 14C for the Weekday Peak AM Highway Hour (8:00 AM – 9:00 AM), Figures No. 15A, 15B, 15C for the Weekday Peak School Exit Hour (2:30 PM – 3:30 PM), Figures No. 16A, 16B, 16C for the Weekday Peak PM Highway Hour (4:30 PM – 5:30 PM) and Figures No. 17A, 17B, 17C for the Saturday Peak Hour (12:00 PM – 1:00 PM), respectively.

E. YEAR 2015 NO-BUILD TRAFFIC VOLUMES

In order to develop the Year 2015 No-Build Traffic Volumes (Future Traffic Volumes without the Project), the Year 2008 Existing Traffic Volumes without Readers Digest were increased by a 1% per year background growth factor (which was previously established) to the 2015 Design Year for a total background growth of 7% resulting in the Year 2015 Projected Traffic Volumes without Readers Digest. The resulting Year 2015 Projected Traffic Volumes without Readers Digest are shown on Figures No. 18A, 18B, 18C for the Weekday Peak AM School Hour, Figures No. 19A, 19B, 19C for the Weekday Peak AM Highway Hour, Figures No. 20A, 20B, 20C for the Weekday Peak School Exit Hour, Figures No. 21A, 21B, 21C for the Weekday Peak PM Highway Hour and Figures No. 22A, 22B, 22C for the Saturday Peak Hour, respectively.

In addition, as previously noted, the site currently consists of 671,0000 s.f. of mixed-use office space and was included as part of the No-Build Traffic Volume projections as summarized in the Table below:

A copy of the Hourly Trip Generation Table is contained in Appendix “D” of this Study.

Utilizing the previously established Office Arrival And Departure Distributions (Figures No. 23A, 23B, 23C and 24A, 24B, 24C), the above Office Generated Traffic Volumes were assigned to the roadway network resulting in the Office Generated Traffic Volumes (Figures No. 25A, 25B, 25C through 29A, 29B, 29C). The resulting Office Generated Traffic Volumes were then added to the Year 2015 Projected Traffic Volumes without Readers Digest (Figures No. 18A, 18B, 18C through 22A, 22B, 22C) to establish the Year 2015 No- Build Traffic Volumes.

The resulting Year 2015 No-Build Traffic Volumes are shown on Figures No. 30A, 30B, 30C for the Weekday Peak AM School Hour, Figures No. 31A, 31B, 31C for the Weekday Peak AM Highway Hour, Figures No. 32A, 32B, 32C for the Weekday Peak School Exit Hour, Figures No. 33A, 33B, 33C for the Weekday Peak PM Highway Hour and Figures No. 34A, 34B, 34C for the Saturday Peak Hour, respectively.

F. YEAR 2015 BUILD TRAFFIC VOLUMES – APPROVED PLAN

As previously discussed, under the Town’s 2011 approval, Chappaqua Crossing was approved for 662,000 s.f. of multi-tenant office space and 111 residential units. The Approved Plan Traffic Volume projections are summarized in the Table below.

A copy of the Peak Hour Site Generation Analysis Matrix Table is contained in Appendix “D” of this Study.

Utilizing the previously established Office Arrival and Departure Distributions (Figures No. 35A, 35B, 35C and 36A, 36B, 36C) and Residential Arrival and Departure Distributions (Figures No. 37A, 37B, 37C and 38A, 38B, 38C), the above Approved Plan Generated Traffic Volumes were assigned to the roadway network resulting in the Office Generated Traffic Volumes (Figures No. 39A, 39B, 39C through 43A, 43B, 43C) and Residential Generated Traffic Volumes (Figures No. 44A, 44B, 44C through 48A, 48B, 48C). The resulting Approved Plan Generated Traffic Volumes were then assigned to the Year 2015 Projected Traffic Volumes without Readers Digest (Figures No. 18A, 18B, 18C through 22A, 22B, 22C) to establish the Year 2015 Build Traffic Volumes for the Approved Plan.

The resulting Year 2015 Build Traffic Volumes for the Approved Plan are shown on Figures No. 49A, 49B, 49C for the Weekday Peak AM School Hour, Figures No. 50A, 50B, 50C for the Weekday Peak AM Highway Hour, Figures No. 51A, 51B, 51C for the Weekday Peak School Exit Hour, Figures No. 52A, 52B, 52C for the Weekday Peak PM Highway Hour and Figures No. 53A, 53B, 53C for the Saturday Peak Hour, respectively.

G. YEAR 2015 BUILD TRAFFIC VOLUMES – SEIS PROPOSED PLAN

As previously discussed under the SEIS Proposed Plan, Chappaqua Crossing would consist of 542,000 S.f. of multi-tenant office space, 111 residential units and 120,000 s.f. of retail space (including a 60,000 s.f. supermarket). It should be noted that a significant portion of the generated trips would be multi-use development trips (internal trips) between the office, residential and retail uses and “pass-by” traffic from the existing traffic stream.

The SEIS Proposed Plan Traffic Volume projections are summarized in the Table below.

A copy of the Peak Hour Site Generation Analysis Matrix Table and Multi-Use Trip Generation calculations are contained in Appendix “D” of this Study.

Utilizing the previously established Office Arrival and Departure Distributions (Figures No. 54A, 54B, 54C and 55A, 55B, 55C) and Residential Arrival and Departure Distributions (Figures No. 56A, 56B, 56C and 57A, 57B, 57C) and utilizing a Retail Arrival and Departure Distribution (Figures No. 58A, 58B, 58C and 59A, 59B, 59C), the above SEIS Proposed Plan Generated Traffic Volumes were assigned to the roadway network resulting in the Office Generated Traffic Volumes (Figures No. 60A, 60B, 60C through 64A, 64B, 64C), Residential Generated Traffic Volumes (Figures No. 65A, 65B, 65C through 69A, 69B, 69C), and Retail Generated Traffic Volumes (Figures No. 70A, 70B, 70C through 74A, 74B, 74C). The resulting SEIS Proposed Plan Generated Traffic Volumes were then assigned to the Year 2015 Projected Traffic Volumes without Readers Digest (Figures No. 18A, 18B, 18C through 22A, 22B, 22C) to establish the Year 2015 Build Traffic Volumes for the SEIS Proposed Plan.

The resulting Year 2015 Build Traffic Volumes for the SEIS Proposed Plan are shown on Figures No. 75A, 75B, 75C for the Weekday Peak AM School Hour, Figures No. 76A, 76B, 76C for the Weekday Peak AM Highway Hour, Figures No. 77A, 77B, 77C for the Weekday Peak School Exit Hour, Figures No. 78A, 78B, 78C for the Weekday Peak PM Highway Hour and Figures No. 79A, 79B, 79C for the Saturday Peak Hour, respectively.

The following Table is the “Net” difference between the SEIS Proposed Plan and the Approved Plan.

The “Net” difference between the SEIS Proposed Plan and Approved Plan would be a total of 5 vehicles during the Weekday Peak AM School Hour, 62 vehicles during the Weekday Peak AM Highway Hour, 473 vehicles during the Weekday Peak School Exit Hour, 359 vehicles during the Weekday Peak PM Highway Hour and 595 vehicles during the Saturday Peak Hour.

H. DESCRIPTION OF ANALYSIS

To determine existing and future traffic operating conditions at the study area locations, a SYNCHRO analysis was conducted. SYNCHRO calculates intersection Levels of Service, approach delays, volume-to-capacity (v/c) ratios as well as queue lengths. SYNCHRO is also used in corridor analysis for coordination of traffic segments.

Levels of Service

Level of Service (LOS) is a rating system defined in terms of capacity (the maximum hourly rate at which a vehicle can pass through an intersection) and delay, which is a measure of travel time for signalized and unsignalized intersections. Six LOS are defined ranging from A to F, with LOS A representing the best (operating conditions) and LOS F the worst. Each level of service represents a range of delays (operating conditions) experienced by drivers.

Volume-To-Capacity (v/c) Ratio

The volume-to-capacity (v/c) ratio is an approximate indicator of the overall sufficiency of an intersection. The volume-to-capacity (v/c) ration is based on a comparison of the volume to capacity of individual movements as well as for the overall intersection and can help determine if an individual movement or the overall intersection is near or at capacity.

Queuing

Queuing is another performance measure to determine the number of vehicles that are queued depending on arrival patterns of vehicles and vehicles that do not clear the intersection.

Additional information concerning signalized and unsignalized Levels of Service Standards can be found in Appendix “E” of this Study.

I. RESULTS OF ANALYSIS (Tables No. 1A, 1B, 1C through 10A, 10B, 10C)

In order to evaluate current and future traffic operating conditions, a SYNCHRO analyses were conducted at each of the study area intersections utilizing the procedures described above. The same criteria used in the previous Study were used to determine whether the traffic impacts of the SEIS Proposed Plan are significant.

1. “For signalized intersection lane group with Level of Service deteriorating from (A, B, C) to D, E, and F shall be considered significant.”

2. “For unsignalized intersections, the same criteria as for signalized intersections shall apply.”

3. “If the v/c ratio is equal to or less than 1.0 in the No Build scenario, but increases to over 1.0 in the Build scenario for individual lane groups, the impact shall be considered significant.”

4. “If the No Build scenario queue length does not exceed the storage length, but the Build scenario queue length does exceed the storage length, the impact shall be considered significant.“

The results of the SYNCHRO analysis are summarized in Tables No. 1A, 1B, 1C through 5A, 5B, 5C (Levels of Service, Delays and V/C Ratios) and Tables No. 6A, 6B, 6C through 10A, 10B, 10C (Queues).

The SYNCHRO analyses are contained in Appendix “F” of this Study.

Summarized below is a description of the existing geometrics, traffic control and a summary of the existing and future Levels of Service.

1. NYS Route 117 and Roaring Brook Road

Roaring Brook Road intersects NYS Route 117 at a signalized intersection. The NYS Route 117 northbound approach consists of one lane in the form of a shared left/through lane and the NYS Route 117 southbound approach consists of one lane in the form of a shared through/right turn lane. The Roaring Brook Road eastbound approach consists of a separate left turn lane and a separate right turn lane.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the intersection is currently operating at an overall Level of Service “B” during the Weekday Peak AM School Hour, is currently operating at an overall Level of Service “C” during the Weekday Peak AM Highway Hour, is currently operating at an overall Level of Service “C” during the Weekday Peak School Exit Hour, is currently operating at an overall Level of Service “C” during the Weekday Peak PM Highway Hour and is currently operating at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the intersection is projected to operate at an overall Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “D” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “E” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Under the Approval Plan, a separate southbound right turn lane on NYS Route 117 was proposed. This improvement would require the dedication of land by the Chappaqua Crossing to the NYSDOT. There will also be a need to relocate utility poles and improve the existing traffic signal.

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the intersection is projected to operate at an overall Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Under the SEIS Proposed Plan, in addition to the southbound right turn lane which was part of the Approved Plan, a separate northbound left turn lane on NYS Route 117 is proposed. These improvements are shown on Figure A in Appendix “C” of this Study.

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the intersection is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak School Exit Hour, is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to continue to operate at an overall Level of Service “B” during the Saturday Peak Hour.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

When compared to the Approved Plan, the southbound through Level of Service is projected to change from a Level of Service “B” to “D” during the Weekday Peak AM Highway Hour (Table No. 2A). This change in Level of Service could be mitigated by traffic signal timing changes. However, as shown on the above Table, the intersection will be improved to an overall Level of Service “B.”

2. Roaring Brook Road and Horace Greeley High School Access

The Horace Greeley High School access intersects Roaring Brook Road at an unsignalized intersection. The Roaring Brook Road westbound approach consists of two lanes in the form of a separate left turn lane and a separate through lane and the Roaring Brook Road eastbound approach consists of two lanes in the form of a separate through lane and a separate right turn lane. The Horace Greeley High School exiting approach (northbound approach) consists of one lane for left and right turn movements and is ‘stop” sign controlled. It should be noted that exiting left turn movements are currently prohibited during the hours of 7:00 AM and 8:00 AM and 2:00 PM and 4:00 PM. This requires those vehicles desiring to head westbound to make a right turn followed by a U-turn at Apple Tree Close to head in the desired direction. This adds to the general congestion along Roaring Brook Road during the Weekday Peak AM School Hour.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the Horace Greeley High School driveway (minor approach) is currently operating at a Level of Service “C” during the Weekday Peak AM School Hour(1), is currently operating at a Level of Service “C” during the Weekday Peak AM Highway Hour, is currently operating at a Level of Service “E” during the Weekday Peak School Exit Hour, is currently operating at a Level of Service “E” during the Weekday Peak PM Highway Hour and is currently operating at a Level of Service “B” during the Saturday Peak Hour. All other movements are currently operating at a Level of Service “B” or better.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the Horace Greeley High School driveway is projected to operate at a Level of Service “D” during the Weekday Peak AM School Hour(1), is projected to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “F” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS– APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the Horace Greeley High School driveway is projected to operate at a Level of Service “D” during the Weekday Peak AM School Hour(1), is projected to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “F” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS– SEIS PROPOSED PLAN

Under the SEIS Proposed Plan, the Roaring Brook Road south entry will be relocated and opened opposite the Horace Greely High School driveway. As part of the SEIS Proposed Plan, the driveway will be signalized and a separate left turn entering lane and separate right turn entering lane is proposed. These improvements are shown on Figure B in Appendix “C” of this Study.

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the intersection is projected to operate at an overall Level of Service “D” during the Weekday Peak AM School Hour(1), is projected to operate at an overall Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “C” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “C” during the Saturday Peak Hour.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

As shown on the above Table, with the proposed improvements, including signalization, the intersection will operate at an overall Level of Service “D” during the Weekday Peak AM School Hour, an overall Level of Service “B” during the Weekday Peak AM Highway Hour, an overall Level of Service “C” during the Weekday Peak School Exit Hour, an overall Level of Service “C” during the Weekday Peak PM Highway Hour and an overall Level of Service “C” during the Saturday Peak Hour

3. Roaring Brook Road and Chappaqua Crossing West Entry Access (Site Access)

The Chappaqua Crossing West Entry access intersects Roaring Brook Road at an unsignalized intersection. The Roaring Brook Road eastbound approach consists of one lane in the form of a shared left/through lane and the Roaring Brook Road westbound approach consists of one lane in the form of a shared through/right turn lane. The Chappaqua Crossing West Entry exiting approach (southbound approach) consists of one lane for left and right turn movements and is “stop” sign controlled.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the site’s West Entry driveway (minor approach) is currently operating at a Level of Service “B” during the Weekday Peak AM School Hour, is currently operating at a Level of Service “B” during the Weekday Peak AM Highway Hour, is currently operating at a Level of Service “B” during the Weekday Peak School Exit Hour, is currently operating at a Level of Service “C” during the Weekday Peak PM Highway Hour and is currently operating at a Level of Service “B” during the Saturday Peak Hour. All other movements are currently operating at a Level of Service “B” or better.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the site’s West Entry is projected to operate at a Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the site’s West Entry is projected to operate at a Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the site’s West Entry driveway is projected to continue to operate at a Level of Service “B” during the Weekday Peak AM School Hour, is projected to continue to operate at a Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “D” during the Weekday Peak School Exit Hour, is projected to continue to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to continue to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to continue to operate at a Level of Service “B” or better.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

When compared to the Approved Plan, the site’s West Entry access (minor approach) is projected to change from a Level of Service “C” to “D” during the Weekday Peak School Hour (Table No. 3A). It should be noted for unsignalized intersections, it is not uncommon for the side road or driveway (minor movements) to operate with delays while the major movements operate at better Levels of Service.

4. NYS Route 117 and Chappaqua Crossing East Entry Access (Site Access)

The Chappaqua Crossing East Entry access intersects NYS Route 117 at an unsignalized intersection. The NYS Route 117 northbound approach consists of one lane in the form of a shared left/through lane and the NYS Route 117 southbound approach consists of one lane in the form of a shared through/right turn lane. The Chappaqua Crossing East Entry exiting approach (eastbound approach) consists of one lane for left and right turn movements and is “stop” sign controlled.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the site’s East Entry driveway (minor approach) is currently operating at a Level of Service “C” during the Weekday Peak AM School Hour, is currently operating at a Level of Service “C” during the Weekday Peak AM Highway Hour, is currently operating at a Level of Service “C” during the Weekday Peak School Exit Hour, is currently operating at a Level of Service “D” during the Weekday Peak PM Highway Hour and is currently operating at a Level of Service “C” during the Saturday Peak Hour. All other movements are currently operating at a Level of Service “B” or better.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the site’s East Entry driveway is projected to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “D” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “D” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the site’s East Entry driveway is projected to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “D” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “D” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to continue to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the site’s East Entry driveway is projected to continue to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to continue to operate at a Level of Service “D” during the Weekday Peak AM Highway Hour, is projected to continue to operate at a Level of Service “D” during the Weekday Peak School Exit Hour, is projected to continue to operate at a Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “D” during the Saturday Peak Hour. All other movements are projected to continue to operate at a Level of Service “B” or better.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

When compared to the Approved Plan, the site’s East Entry access (minor approach) is projected to change from a Level of Service “C” to “D” during the Saturday Peak Hour (Table No. 5A). It should be noted for unsignalized intersections, it is not uncommon for the side road or driveway (minor movements) to operate with delays while the major movements operate at better Levels of Service.

5. Saw Mill River Parkway and Roaring Brook Road

Roaring Brook Road intersects the Saw Mill River Parkway at a signalized intersection. The Saw Mill River Parkway northbound approach consists of four lanes in the form of a separate left turn lane, two through lanes and a separate right turn lane and the Saw Mill River Parkway southbound approach consists of three lanes in the form of a separate left turn lane, a separate through lane and a shared through/right turn lane. The Roaring Brook Road eastbound approach consist of one lane for left, through and right turn movements and the Roaring Brook Road westbound approach consists of three lanes in the form of a separate left turn lane, a separate through lane and a separate right turn lane.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the intersection is currently operating at an overall Level of Service “C” during the Weekday Peak AM School Hour, is currently operating at an overall Level of Service “D” during the Weekday Peak AM Highway Hour, is currently operating at an overall Level of Service “C” during the Weekday Peak School Exit Hour, is currently operating at an overall Level of Service “E” during the Weekday Peak PM Highway Hour and is currently operating at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the intersection is projected to operate at an overall Level of Service “D” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “D” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “D” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the intersection is projected to operate at an overall Level of Service “D” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “E” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “D” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the intersection is projected to continue to operate at an overall Level of Service “D” during the Weekday Peak AM School Hour, is projected to continue to operate at an overall Level of Service “E” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “E” during the Weekday Peak School Exit Hour, is projected to continue to operate at an overall Level of Service “F” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “C” during the Saturday Peak Hour.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

As shown on these Tables, when compared to the Approved Plan, certain movements would not meet the criteria outlined in Section I. It should be noted that traffic signal timings can mitigate some of these impacts.

6. Roaring Brook Road and Old Roaring Brook Road

Old Roaring Brook Road intersects Roaring Brook Road at an unsignalized intersection. The Roaring Brook Road eastbound approach consists of one lane in the form of a shared left/through lane and the Roaring Brook Road westbound approach consists of one lane in the form of a shared through/right turn lane. The Old Roaring Brook Road southbound approach consists of one lane for left and right turn movements and is “stop” sign controlled.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the Old Roaring Brook Road approach (minor approach) is currently operating at a Level of Service “B” during the Weekday Peak AM School Hour, is currently operating at a Level of Service “B” during the Weekday Peak AM Highway Hour, is currently operating at a Level of Service “B” during the Weekday Peak School Exit Hour, is currently operating at a Level of Service “B” during the Weekday Peak PM Highway Hour and is currently operating at a Level of Service “A” during the Saturday Peak Hour. All other movements are currently operating at a Level of Service “B” or better.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the Old Roaring Brook Road approach (minor approach) is projected to operate at a Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “B” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the Old Roaring Brook Road approach (minor approach) is projected to operate at a Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “B” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the Old Roaring Brook Road approach (minor approach) is projected to continue to operate at a Level of Service “B” during the Weekday Peak AM School Hour, is projected to continue to operate at a Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to continue to operate at a Level of Service “B” during the Weekday Peak School Exit Hour, is projected to continue to operate at a Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to continue to operate at a Level of Service “B” during the Saturday Peak Hour. All other movements are projected to continue to operate at a Level of Service “B” or better.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

Criteria are satisfied.

7. NYS Route 120 (Quaker Road) and Roaring Brook Road

Roaring Brook Road intersects NYS Route 120 (Quaker Road) at an unsignalized intersection. The NYS Route 120 southbound approach consists of one lane in the form of a shared left/through lane and the NYS Route 120 northbound approach consists of one lane in the form of a shared through/right turn lane. The Roaring Brook Road westbound approach consists of one lane for left and right turn movements and is “stop” sign controlled.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the Roaring Brook Road approach (minor approach) is currently operating at a Level of Service “C” during the Weekday Peak AM School Hour, is currently operating at a Level of Service “C” during the Weekday Peak AM Highway Hour, is currently operating at a Level of Service “B” during the Weekday Peak School Exit Hour, is currently operating at a Level of Service “C” during the Weekday Peak PM Highway Hour and is currently operating at a Level of Service “B” during the Saturday Peak Hour. All other movements are currently operating at a Level of Service “B” or better.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the Roaring Brook Road approach (minor approach) is projected to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “C” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the Roaring Brook Road approach (minor approach) is projected to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “C” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the Roaring Brook Road approach (minor approach) is projected to continue to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to continue to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to continue to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to continue to operate at a Level of Service “C” during the Weekday Peak PM Highway Hour and is projected to continue to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to continue to operate at a Level of Service “B” or better.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

Criteria are satisfied.

8. NYS Route 117 and Whipporwill Road

Whipporwill Road intersects NYS Route 117 at an unsignalized intersection. The NYS Route 117 southbound approach consists of one lane in the form of a shared left/through lane and the NYS Route 117 northbound approach consists of one lane in the form of a shared through/right turn lane. The Whipporwill Road westbound approach consists of one lane for left and right turn movements and is “stop” sign controlled.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the Whipporwill Road approach (minor approach) is currently operating at a Level of Service “C” during the Weekday Peak AM School Hour, is currently operating at a Level of Service “C” during the Weekday Peak AM Highway Hour, is currently operating at a Level of Service “C” during the Weekday Peak School Exit Hour, is currently operating at a Level of Service “C” during the Weekday Peak PM Highway Hour and is currently operating at a Level of Service “C” during the Saturday Peak Hour. All other movements are currently operating at a Level of Service “B” or better.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the Whipporwill Road approach (minor approach) is projected to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “D” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the Whipporwill Road approach (minor approach) is projected to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “C” during the Weekday Peak AM Highway Hour, is projected to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to operate at a Level of Service “D” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “C” during the Saturday Peak Hour. All other movements are projected to operate at a Level of Service “B” or better.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the Whipporwill Road approach (minor approach) is projected to continue to operate at a Level of Service “C” during the Weekday Peak AM School Hour, is projected to operate at a Level of Service “D” during the Weekday Peak AM Highway Hour, is projected to continue to operate at a Level of Service “C” during the Weekday Peak School Exit Hour, is projected to continue to operate at a Level of Service “D” during the Weekday Peak PM Highway Hour and is projected to operate at a Level of Service “D” during the Saturday Peak Hour. All other movements are projected to continue to operate at a Level of Service “B” or better.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

When compared to the Approved Plan, the Whipporwill Road approach (minor approach) is projected to change from a Level of Service “C” to “D” during the Weekday Peak AM Highway Hour (Table No. 2B) and Saturday Peak Hour (Table No. 5B). It should be noted, for unsignalized intersections it is not uncommon for the side road or driveway (minor movements) to operate with delays while the major movements operate at better Levels of Service.

9. NYS Route 117 and NYS Route 120 North (King Street)

NYS Route 120 North intersects NYS Route 117 opposite Memorial Drive at a signalized intersection. The NYS Route 117 northbound approach consists of two lanes in the form of a separate left turn lane and a shared through/right turn lane and the NYS Route 117 southbound approach consists of two lanes in the form of a separate left turn lane and a shared through/right turn lane. The NYS Route 120 North approach (eastbound approach) consist of two lanes in the form of a shared left/through lane and a separate right turn lane and the Memorial Drive approach (westbound approach) consists of one lane for left, through and right turn movements.

YEAR 2008 EXISTING CONDITIONS

Capacity analysis conducted utilizing the Year 2008 Existing Traffic Volumes indicates that the intersection is currently operating at an overall Level of Service “A” during the Weekday Peak AM School Hour, is currently operating at an overall Level of Service “B” during the Weekday Peak AM Highway Hour, is currently operating at an overall Level of Service “B” during the Weekday Peak School Exit Hour, is currently operating at an overall Level of Service “B” during the Weekday Peak PM Highway Hour and is currently operating at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 NO-BUILD CONDITIONS

Capacity analysis conducted utilizing the Year 2015 No-Build Traffic Volumes indicates that the intersection is projected to operate at an overall Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 BUILD CONDITIONS – APPROVED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – Approved Plan indicates that the intersection is projected to operate at an overall Level of Service “B” during the Weekday Peak AM School Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak School Exit Hour, is projected to operate at an overall Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to operate at an overall Level of Service “B” during the Saturday Peak Hour.

YEAR 2015 BUILD CONDITIONS – SEIS PROPOSED PLAN

Capacity analysis conducted utilizing the Year 2015 Build Traffic Volumes – SEIS Proposed Plan indicates that the intersection is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak AM School Hour, is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak AM Highway Hour, is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak School Exit Hour, is projected to continue to operate at an overall Level of Service “B” during the Weekday Peak PM Highway Hour and is projected to continue to operate at an overall Level of Service “B” during the Saturday Peak Hour.

See Tables No. 1A, 1B, 1C through 10A, 10B, 10C for more detail on Levels of Service, Delays, V/C Ratios and Queues (Criteria).

When compared to the Approved Plan, the eastbound approach Level of Service is projected to change from a “C” to “D” during the Saturday Peak Hour (Table No. 5B). This change in Level of Service could be mitigated by traffic signal timing changes. However, as shown on the above Table, the intersection will continue to operate at an overall Level of Service “B.”

Editor’s Note: To see the full text for the following nine intersections (NCNOW.org has included only the charts), see the original document on the town’s website by clicking HERE and go to “Volume 1 Section III Appendix.”

10. NYS Route 117 and NYS Route 120 South (King Street)

11. NYS Route 117 and Annandale Drive

12. NYS Route 117 and Cowdin Lane

13. NYS Route 117 and Kittle Road

14. NYS Route 117 and Heathcote Drive

15. NYS Route 117 and NYS Route 128

16. NYS Route 120 and N. Greeley Avenue

17. N/S Greeley Avenue and Quaker Street (North leg)

18. N/S Greeley Avenue and Quaker Street (South leg)

19. S. Greeley Avenue and Woodburn Avenue (Chappaqua Train Station)

J. OFF-SITE IMPROVEMENTS

The following is a summary of improvements included as part of the SEIS Proposed Plan.

(1) The Applicant is proposing to fund a separate southbound right turn lane on NYS Route 117 (which was part of the Approved Plan) and a northbound left turn lane on NYS Route 117. The southbound right turn lane would require the dedication of land by Chappaqua Crossing to the NYSDOT. There will also be a need to relocate utility poles and improve the existing traffic signal.

(2) Under the SEIS Proposed Plan, the Roaring Brook Road south entry driveway will be relocated and opened opposite the Horace Greely High School driveway. As part of the SEIS Proposed Plan, the driveway will be signalized and a separate left turn entering lane and separate right turn entering lane is proposed. The separate left turn lane and separate right turn lane would require the dedication of land by Chappaqua Crossing to the Town.