TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE

Transcription

1 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE Village of Greene, Chenango County, New York Prepared for: VILLAGE OF GREENE 49 Genesee Street Greene, NY Prepared by: LARSON DESIGN GROUP 1000 Commerce Park Drive, Suite 201 Williamsport, PA LDG Project No January 2015 SUBMISSION QUALITY ASSURANCE Prepared By: JTC Date: 1/9/2015 Checked By: TBH Date: 1/9/2015 QA/QC d By: JLB Date: 1/9/2015

2 EXECUTIVE SUMMARY TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE The purpose of this study was to evaluate the potential traffic impacts from closing Wheeler Street in the Village of Greene, Chenango County, New York. The completed Transportation Impact Study (TIS) has determined: Peak hour traffic volumes for the study area were identified through traffic counts as 7:00-8:00 AM during the morning peak period and 4:45-5:45 PM during the afternoon peak period. On Wheeler Street, the peak hour was found to occur between 2:15 and 3:15 PM, coinciding with the shift change at Raymond Corp. Peak hour traffic volumes on Wheeler Street range from 300 vehicles/hour south of NY-12 to 100 vehicles/hour north of Canal Street. Wheeler Street currently provides local access to parking lots for Raymond Corp. and through connectivity between Canal Street and NY-12. While the majority of traffic on Wheeler Street is generated by Raymond Corp., through traffic was estimated at 22 vehicles/hour during the morning peak hour, 60 vehicles/hour during the afternoon shift change, and 43 vehicles/hour during the afternoon peak hour. Highway capacity analyses of existing traffic conditions did not indicate any areas of significant congestion. Desirable LOS C or better conditions were noted throughout the study area. The study has assumed a worst-case closure scenario for Wheeler Street where connectivity would be severed between Canal Street and Wheeler Street. Traffic patterns to/from Raymond Corp., including the existing parking areas along Wheeler Street, would be routed via the NY-12/Wheeler Street intersection. With closure of Wheeler Street, the highway capacity analyses did not identify any significant areas of congestion. Level-of-service and average travel delay throughout the study area was not found to substantially change from existing conditions. The projected redistribution of traffic with the Wheeler Street closure would increase traffic demand for eastbound left-turns from Canal Street onto NY-206 where angled parking spaces located within the median of NY-206 obstruct lines of sight. The projected increase in traffic demand combined with the inadequate sight distance would increase the risk for crashes at this intersection. Three alternatives have been identified to address the potential safety concern associated with eastbound left-turns from Canal Street onto NY-206. These options include the following: Curbside Angled Parking where the median parking spots would be relocated to the curb on both sides of Genesee Street. This would not be a preferred option as the median parking is considered a unique landmark for the Village of Greene. Indirect Left-Turns where all traffic on the eastbound approach of Canal Street would turn right then utilize a U-turn lane provided in the median of NY-206, south of Canal Street. All-Way Stop Control where stop signs would be installed on each approach to the intersection to force all traffic to stop before proceeding through the intersection.

3 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE TABLE OF CONTENTS INTRODUCTION... 1 EXISTING TRAFFIC VOLUMES... 1 EXISTING ROADWAY CHARACTERISTICS... 1 DEVELOPMENT PROPOSAL... 2 HIGHWAY CAPACITY ANALYSIS... 3 Level-of-Service Results... 3 Queue Length Analysis... 3 SAFETY... 3 SUGGESTED MITIGATION... 4 CONCLUSION... 4 TABLES FIGURES LIST OF APPENDICES APPENDIX A... Traffic Count Data APPENDIX B... Capacity Analyses

4 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE INTRODUCTION Larson Design Group (LDG) was retained by the Village of Greene to evaluate the potential traffic impacts from closing Wheeler Street in the Village of Greene, Chenango County, New York. (See location map, Figure 1.) Wheeler Street currently provides local access to parking lots for Raymond Corp. and through connectivity between Canal Street and NY-12. The study has assumed a worst-case closure scenario for Wheeler Street where connectivity would be severed between Canal Street and Wheeler Street. Traffic patterns to/from Raymond Corp. including the existing parking areas along Wheeler Street would be routed via the NY-12/Wheeler Street intersection. EXISTING TRAFFIC VOLUMES Turning movement counts were collected with Miovision video recording/processing equipment at the following locations for a typical weekday morning (7-9AM), weekday afternoon(4-6 PM), and Raymond Corp. afternoon shift change (2-4 PM) peak period conditions. NY-12/Chenango Street NY-12 at Genesee Street (NY-41/NY-206) Genesee Street (NY-41/NY-206)/Canal Street NY-12/Wheeler Street Canal Street/Wheeler Street Chenango Street/Wheeler Street The turning movement counts were reviewed for individual intersection and system peak hours. The system peak hours were identified as follows: Weekday Morning, 7:00 AM to 8:00 AM Weekday Afternoon, 4:45 PM to 5:45 PM Raymond Corp Shift Change (Peak Hour on Wheeler Street), 2:15 PM to 3:15 PM Figures 1, 2, and 3 provide the existing peak hour traffic volumes for the time periods listed above. Detailed summary worksheets for the turn movement counts are included in the Appendices to this report. EXISTING ROADWAY CHARACTERISTICS A site visit was completed to obtain information on existing roadway characteristics. The following discussion provides a descriptive overview of the findings of the site visit. NY-12 NY-12 is a rural principal arterial that provides connectivity between the City Norwich to the north and Interstate 81 to the south. Within the study area, the roadway provides two-way traffic flow with one lane in each direction. The pavement and shoulders appear to be in good condition. The posted speed limit transitions from 55 MPH to 45 MPH to the west of Wheeler Street. The ADT is approximately 7,000 vehicles/day. The NY-12/Chenango Street intersection is controlled by a stop sign on Chenango Street. An auxiliary right-turn lane is provided on the northbound approach of NY-12. The NY-12/Wheeler Street intersection is controlled by a stop sign on Wheeler Street. A westbound left turn lane and eastbound right turn lane is provided on NY-12 for turns onto Wheeler Street. 1

5 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE The NY-12/NY-206 intersection is controlled by a traffic signal. Auxiliary left-turn lanes are provided on each intersection approach. Protected plus permitted left-turn phasing is provided for all but the southbound NY-206 approach. Genesee Street (NY-41/NY-206) Genesee Street is a rural minor arterial that provides connectivity between Interstate 86 to the east, Interstate 81/Whitney Point via NY-206 to the west, and the City of Cortland via NY-41 to the north. Within the study area, the roadway provides two-way traffic flow with one lane in each direction. The pavement and shoulders appear to be in good condition. The posted speed limit is 30 MPH within the Village and the ADT is approximately 5,500 vehicles/day. The Genesee Street/Canal Street intersection is controlled by stop signs on Canal Street. Angled parking is provided within the median of Genesee between Canal Street and Chenango Street. Parked cars restrict lines of sight for vehicles entering the intersection from the eastbound approach of Canal Street. The Village Code restricts left-turns from eastbound Canal Street but appropriate signage is not provided to alert motorists to this turn restriction. A convex mirror is provided at the intersection to help Canal Street motorists see and react to northbound vehicles approaching on Genesee Street. Chenango Street/Canal Street Chenango Street and Canal Street provide north-south connectivity within the Village of Green. These streets provide two-way traffic flow with one lane in each direction and a 30 MPH posted speed limit. The intersection of Genesee Street/Chenango Street is signaled. Wheeler Street Wheeler Street is a local Village roadway that provides connectivity between Canal Street and NY-12. The roadway runs adjacent to the Raymond Corp. property. Several driveways to parking lots and docks operated by Raymond Corp. are located along Wheeler Street. The posted speed limit is 30 MPH. DEVELOPMENT PROPOSAL Raymond Corp. has petitioned the Village of Greene to operate Wheeler Street as a private roadway. The street would continue to provide access between NY-12 and Raymond Corp., but would no longer provide connectivity with Canal Street. Existing through traffic on Wheeler Street would be diverted via Canal Street to Genesee Street to NY-12 or via Canal Street to Chenango Street to NY-12. Traffic patterns to/from Raymond Corp. including the existing parking areas along Wheeler Street would be routed via the NY-12/Wheeler Street intersection. A network traffic assignment model was developed for the study area within the software package VISUM, published by PTV. Using VISUM, origin-destination tables were estimated to closely replicate the intersection turn movement counts documented during each peak hour. A user-equilibrium network assignment was then initiated to forecast traffic for the with closure and without closure scenarios. The difference in traffic assignment volumes between these two scenarios was taken as the estimated traffic diversion. The final with closure traffic volumes were then calculated by adding the estimated traffic diversion to the existing peak hour traffic counts. Figures 4, 5, and 6 illustrate the expected changes in traffic patterns resulting from the Wheeler Street closure. Figures 7, 8, and 9 illustrate the build scenario traffic forecast with closure of Wheeler Street. 2

6 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE HIGHWAY CAPACITY ANALYSIS Highway capacity analyses were completed for each of the traffic projection scenarios in accordance with the methodology in the Transportation Research Board s, Highway Capacity Manual, HCM 2010, using Trafficware s Synchro 8 software. Highway capacity analysis categorizes traffic performance by a measure known as level-of-service (LOS). LOS is a qualitative measure of speed and travel time, freedom to maneuver, traffic interruptions, and driver comfort and convenience. As shown in the following table, LOS ranges from LOS A with little or no delay to LOS F where traffic demand exceeds the available capacity causing extreme delays. LOS E represents the threshold were improvements should be considered to alleviate traffic congestion. LOS Criteria LOS Criteria Signalized Control Delay (sec/veh) Unsignalized A Less than or equal to 10.0 Less than or equal to 10.0 B Greater than 10.0 to no more than 20.0 Greater than 10.0 to no more than 15.0 C Greater than 20.0 to no more than 35.0 Greater than 15.0 to no more than 25.0 D Greater than 35.0 to no more than 55.0 Greater than 25.0 to no more than 35.0 E Greater than 55.0 to no more than 80.0 Greater than 35.0 to no more than 50.0 F Greater than 80.0 Greater than 50.0 Level-of-Service Results Table 1 provides a tabular overview of level-of-service/delay conditions by turn movement for the intersections in the study area. A review of the intersection LOS and delay between the existing and build scenarios did not indicate any areas of significant congestion. Desirable LOS C or better conditions were noted throughout the study area. Level-of-service and average travel delay for the build scenario were not found to substantially change from existing conditions. Queue Length Analysis Queue lengths at each intersection were computed by the highway capacity software for the 95 th percentile (the queue that may be exceeded 5% of the time) and are summarized on Table 2. The available storage was either the length of an existing turn lane or the distance to an upstream intersection. A review of queue lengths indicates the following: The 95 th percentile queue length does not exceed the existing storage length at any study intersection. SAFETY The projected redistribution of traffic with the Wheeler Street closure would increase traffic demand for eastbound left-turns from Canal Street onto Genesee Street. Angled parking spaces located within the median of Genesee Street obstruct lines of sight for left-turn and through traffic movements. When looking towards the right from Canal Street, available sight distance is only approximately 50 feet when cars are parked in the marked spaces. A motorists approaching the intersection from the south on Genesee Street at 30 MPH would require a minimum stopping sight distance of 200 feet to avoid a vehicle pulling out from Canal Street. A motorist on Canal Street would require an intersection sight 3

7 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE distance of 335 feet to select an appropriate gap in Genesee Street traffic to complete a left-turn maneuver. The Crash Modification Factor Clearinghouse, an online resource maintained by the Federal Highway Administration (FHWA), suggests that providing adequate sight distance at an intersection would reduce crashes by 48 percent. This suggests that approximately twice as many crashes occur at the intersection as a result of the deficient sight distance. Section of the Village Code prohibits left-turns from eastbound Canal Street onto northbound Genesee Street. However, appropriate signing is not provided at the intersection to convey this turn restriction to motorists. A convex mirror is provided at the intersection to help Canal Street motorists see and react to northbound vehicles approaching on Genesee Street. Convex mirrors are not discussed in the Manual on Uniform Traffic Control Devices (MUTCD) and may cause potential liability and maintenance issues for the Village. These include: Weather and/or tampering/vandalism may cause mirrors to come out of proper alignment. Mirrors may cause driver confusion during night-time hours as they reflect light from various directions. Poor weather such as rain, fog, dew, snow, and frost can occlude a motorists view of the mirror. Objects in mirrors are closer than they appear and may cause motorists to misjudge the size of the gap and the speed of oncoming traffic. SUGGESTED MITIGATION The results of this study suggest that the proposed closure of Wheeler Street could increase the potential for crashes at the Genesee/Canal Street intersection. The following three alternatives have been identified to mitigate this safety concern. Curbside Angled Parking where the median parking spots would be relocated to the curb on both sides of Genesee Street. This would not be a preferred option as the median parking is considered a unique landmark for the Village of Greene. Indirect Left-Turns where all traffic on the eastbound approach of Canal Street would turn right then utilize a U-turn lane provided in the median of NY-206, south of Canal Street. Trucks and buses would be prohibited from the U-Turn lane because of insufficient area to accommodate their required turning radius. All-Way Stop Control where stop signs would be installed on each approach to the intersection to force all traffic to stop before proceeding through the intersection. Installation of this sign would be warranted pursuant to the MUTCD due to limited sight distance. The Highway Safety Manual published by the American Association of State Highway and Transportation Officials (AASHTO) suggests that converting minor street stop control to all-way stop control reduces crashes on average by 48 percent. Figures 10, 11, and 12 provide conceptual illustrations of the proposed alternatives. CONCLUSION The purpose of this study was to evaluate the potential traffic impacts from closing Wheeler Street in the Village of Greene, Chenango County, New York. The completed Transportation Impact Study (TIS) has determined: Peak hour traffic volumes for the study area were identified through traffic counts as 7:00-8:00 AM during the morning peak period and 4:45-5:45 PM during the afternoon peak period. On Wheeler 4

8 TRANSPORTATION IMPACT STUDY WHEELER STREET CLOSURE Street, the peak hour was found to occur between 2:15 and 3:15 PM, coinciding with the shift change at Raymond Corp. Peak hour traffic volumes on Wheeler Street range from 300 vehicles/hour south of NY-12 to 100 vehicles/hour north of Canal Street. Wheeler Street currently provides local access to parking lots for Raymond Corp. and through connectivity between Canal Street and NY-12. While the majority of traffic on Wheeler is generated by Raymond Corp., through traffic was estimated at 22 vehicles/hour during the morning peak hour, 60 vehicles/hour during the afternoon shift change, and 43 vehicles/hour during the afternoon peak hour. Highway capacity analyses of existing traffic conditions did not indicate any areas of significant congestion. Desirable LOS C or better conditions were noted throughout the study area. The study has assumed a worst-case closure scenario for Wheeler Street where connectivity would be severed between Canal Street and Wheeler Street. Traffic patterns to/from Raymond Corp., including the existing parking areas along Wheeler Street, would be routed via the NY-12/Wheeler Street intersection. With closure of Wheeler Street, the highway capacity analyses did not identify any significant areas of congestion. Level-of-service and average travel delay throughout the study area was not found to substantially change from existing conditions. The projected redistribution of traffic with the Wheeler Street closure would increase traffic demand for eastbound left-turns from Canal Street onto NY-206 where angled parking spaces located within the median of NY-206 obstruct lines of sight. The projected increase in traffic demand combined with the inadequate sight distance would increase the risk for crashes at this intersection. Three alternatives have been identified to address the potential safety concern associated with eastbound left-turns from Canal Street onto NY-206. These options include the following: Curbside Angled Parking where the median parking spots would be relocated to the curb on both sides of Genesee Street. This would not be a preferred option as the median parking is considered a unique landmark for the Village of Greene. Indirect Left-Turns where all traffic on the eastbound approach of Canal Street would turn right then utilize a U-turn lane provided in the median of NY-206, south of Canal Street. All-Way Stop Control where stop signs would be installed on each approach to the intersection to force all traffic to stop before proceeding through the intersection. 5

9 TABLES Tables.1

10 Table 1. Level-of-Service Comparison SCENARIO AM Gen PM PEAK HOUR Exist Exist Exist Node Intersection Approach Lane Base Build Mitigate Base Build Mitigate Base Build Mitigate 1 NBT A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 1 Northbound NBR A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 1 NB AVG A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 1 SBL 1 NY-12 at Southbound SBT A(0.0) A(7.6) A(7.6) A(7.6) A(7.6) A(7.6) A(8.2) A(8.2) A(8.2) 1 Chenango St SB AVG A(0.0) A(0.6) A(0.6) A(0.1) A(0.6) A(0.6) A(0.1) A(0.4) A(0.4) 1 WBL 1 Westbound WBR B(12.8) B(13.4) B(13.4) C(16.0) C(17.1) C(17.1) B(13.9) B(14.4) B(14.4) 1 WB AVG B(12.8) B(13.4) B(13.4) C(16.0) C(17.1) C(17.1) B(13.9) B(14.4) B(14.4) 1 OVERALL AVG A(1.5) A(1.8) A(1.8) A(4.1) A(5.0) A(5.0) A(3.1) A(3.5) A(3.5) 2 NBL B(13.4) B(13.3) B(13.3) B(16.9) B(17.4) B(17.4) B(14.1) B(14.1) B(14.1) 2 NBT Northbound 2 NBR B(10.5) B(10.5) B(10.5) B(15.3) B(16.3) B(16.3) B(12.4) B(12.8) B(12.8) 2 NB AVG B(11.3) B(11.3) B(11.3) B(15.7) B(16.5) B(16.5) B(12.7) B(13.0) B(13.0) 2 SBL B(15.8) B(15.8) B(15.8) B(19.7) C(20.2) C(20.2) B(16.6) B(16.6) B(16.6) 2 SBT Southbound 2 SBR C(20.2) C(20.1) C(20.1) C(24.2) C(24.7) C(24.7) C(20.6) C(20.5) C(20.5) 2 SB AVG B(19.6) B(19.5) B(19.5) C(23.5) C(24.0) C(24.0) C(20.2) C(20.1) C(20.1) NY-12 at NY EBL B(14.8) A(0.0) A(0.0) B(11.4) B(11.1) B(11.1) B(12.8) B(13.3) B(13.3) 2 EBT Eastbound 2 EBR B(19.5) B(19.5) B(19.5) C(28.4) C(32.3) C(32.3) B(18.9) B(19.0) B(19.0) 2 EB AVG B(19.3) B(19.5) B(19.5) C(25.5) C(30.1) C(30.1) B(18.1) B(18.8) B(18.8) 2 WBL B(14.0) B(12.8) B(12.8) B(13.1) B(13.1) B(13.1) B(13.0) B(13.1) B(13.1) 2 WBT Westbound 2 WBR B(15.8) A(9.9) A(9.9) B(14.7) B(13.8) B(13.8) B(16.0) B(14.7) B(14.7) 2 WB AVG B(15.2) B(10.9) B(10.9) B(14.3) B(13.7) B(13.7) B(15.3) B(14.3) B(14.3) 2 OVERALL AVG B(16.2) B(14.6) B(14.6) C(20.6) C(22.5) C(22.5) B(16.3) B(16.1) B(16.1) 3 NBL 3 Northbound NBT A(8.6) A(8.6) B(12.1) A(8.3) A(8.4) B(11.8) A(7.9) A(7.9) B(10.7) 3 NBR 3 NB AVG A(4.3) A(4.1) B(12.1) A(2.4) A(2.4) B(11.8) A(1.3) A(1.3) B(10.7) 3 SBL 3 SBT A(7.5) A(7.6) B(11.4) A(7.7) A(7.7) B(11.3) A(7.7) A(7.7) B(10.4) Southbound 3 SBR 3 SB AVG A(0.1) A(0.1) A(9.7) A(0.5) A(0.6) A(10.0) A(0.3) A(0.3) A(9.5) NY-206 at 3 Canal Street EBL 3 EBT C(16.3) C(18.3) A(9.7) B(14.2) C(16.5) A(10.0) B(13.3) C(15.5) A(9.5) Eastbound 3 EBR 3 EB AVG C(16.3) C(18.3) A(9.7) B(14.2) C(16.5) A(10.0) B(13.3) C(15.5) A(9.5) 3 WBL 3 WBT C(22.1) C(21.6) A(9.4) C(15.4) C(15.4) A(9.2) B(14.2) B(14.1) A(8.7) Westbound 3 WBR 3 WB AVG C(22.1) C(21.6) A(9.4) C(15.4) C(15.4) A(9.2) B(14.2) B(14.1) A(8.7) 3 OVERALL AVG A(4.8) A(5.0) B(11.4) A(5.3) A(5.7) B(11.1) A(3.4) A(4.2) B(10.3) Tables.2

11 Table 1. Level-of-Service Comparison SCENARIO AM Gen PM PEAK HOUR Exist Exist Exist Node Intersection Approach Lane Base Build Mitigate Base Build Mitigate Base Build Mitigate 4 NBL 4 Northbound NBR B(10.8) B(12.2) B(12.2) C(17.6) C(17.7) C(17.7) B(12.2) B(12.3) B(12.3) 4 NB AVG B(10.8) B(12.2) B(12.2) C(17.6) C(17.7) C(17.7) B(12.2) B(12.3) B(12.3) 4 EBT 4 NY-12 at Eastbound EBR A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 4 Wheeler St EB AVG A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 4 WBL 4 Westbound WBT A(7.6) A(7.7) A(7.7) A(7.7) A(7.8) A(7.8) A(7.8) A(7.8) A(7.8) 4 WB AVG A(1.8) A(2.0) A(2.0) A(1.3) A(1.4) A(1.4) A(0.7) A(0.8) A(0.8) 4 OVERALL AVG A(2.0) A(2.3) A(2.3) A(9.7) A(9.9) A(9.9) A(2.9) A(2.5) A(2.5) 5 SBL 5 Southbound SBR B(11.2) A(0.0) A(0.0) B(12.1) A(0.0) A(0.0) A(9.7) A(0.0) A(0.0) 5 SB AVG B(11.2) A(0.0) A(0.0) B(12.1) A(0.0) A(0.0) A(9.7) A(0.0) A(0.0) 5 EBL 5 Canal Street at Eastbound EBT A(8.2) A(0.0) A(0.0) A(7.6) A(0.0) A(0.0) A(7.6) A(0.0) A(0.0) 5 Wheeler St EB AVG A(1.3) A(0.0) A(0.0) A(1.0) A(0.0) A(0.0) A(1.6) A(0.0) A(0.0) 5 WBT 5 Westbound WBR A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 5 WB AVG A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 5 OVERALL AVG A(1.1) A(0.0) A(0.0) A(3.5) A(0.0) A(0.0) A(1.5) A(0.0) A(0.0) 6 NBL 6 NBT A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) Northbound 6 NBR 6 NB AVG A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 6 SBL 6 SBT B(13.9) B(12.6) B(12.6) B(13.2) B(12.1) B(12.1) B(10.1) A(9.8) A(9.8) Southbound 6 SBR 6 SB AVG B(13.9) B(12.6) B(12.6) B(13.2) B(12.1) B(12.1) B(10.1) A(9.8) A(9.8) Chenango St at 6 EBL Canal Street 6 EBT A(7.8) A(7.8) A(7.8) A(7.7) A(7.7) A(7.7) A(7.6) A(7.6) A(7.6) Eastbound 6 EBR 6 EB AVG A(5.3) A(4.9) A(4.9) A(2.6) A(2.8) A(2.8) A(2.7) A(2.7) A(2.7) 6 WBL 6 WBT A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) Westbound 6 WBR 6 WB AVG A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) A(0.0) 6 OVERALL AVG A(6.3) A(5.4) A(5.4) A(6.6) A(6.0) A(6.0) A(4.5) A(4.3) A(4.3) Tables.3

12 Table 3. Queue Table SCENARIO AM Gen PM PEAK HOUR Exist Exist Exist Node Intersection Approach Lane Base Build Mitigate Base Build Mitigate Base Build Mitigate 1 NBT Northbound 1 NBR NY-12 at SBL Southbound 1 Chenango St SBT 1 WBL Westbound 1 WBR NBL Northbound NBT 2 NBR SBL Southbound SBT 2 NY-12 at NY- SBR EBL Eastbound EBT 2 EBR #182 #211 # WBL Westbound WBT 2 WBR 3 NBL 3 Northbound NBT 3 NBR 3 SBL 3 Southbound SBT 3 NY-206 at SBR 3 Canal Street EBL 3 Eastbound EBT 3 EBR 3 WBL 3 Westbound WBT 3 WBR 4 NBL Northbound 4 NBR 4 NY-12 at EBT Eastbound 4 Wheeler St EBR 4 WBL Westbound 4 WBT SBL Southbound 5 SBR 5 Canal Street at EBL Eastbound 5 Wheeler St EBT 5 WBT Westbound 5 WBR NBL 6 Northbound NBT NBR 6 SBL 6 Southbound SBT Chenango St at SBR 6 Canal Street EBL 6 Eastbound EBT EBR 6 WBL 6 Westbound WBT WBR Tables.4

13 FIGURES Figures.1

14 JOB: Village of Greene FIGURE : 1 AM_Count NY-12 SITE Canal St NY-12 NY-206 NY Chenango St Wheeler St Figures.2

15 FIGURE : JOB: 2 Village of Greene Gen_Count SITE NY-12 NY Chenango St Canal St NY-206 NY Wheeler St Figures.3

16 FIGURE : JOB: 3 Village of Greene PM_Count SITE NY-12 NY Chenango St Canal St NY-206 NY Wheeler St Figures.4

17 FIGURE : JOB: 4 Village of Greene AM_Redistribute SITE NY-12 NY Chenango St Canal St NY-206 NY Wheeler St Figures.5

18 FIGURE : JOB: 5 Village of Greene Gen_Redistribute SITE NY-12 NY Chenango St Canal St NY-206 NY Wheeler St Figures.6

19 JOB: Village of Greene FIGURE : 6 PM_Redistribute NY-12 SITE Canal St NY-12 NY-206 NY Chenango St -5 5 Wheeler St Figures.7

20 JOB: Village of Greene FIGURE : 7 AM_Build NY-12 SITE Canal St NY-12 NY-206 NY Chenango St Wheeler St Figures.8

21 FIGURE : JOB: 8 Village of Greene Gen_Build SITE NY-12 NY Chenango St Canal St NY-206 NY Wheeler St Figures.9

22 FIGURE : JOB: 9 Village of Greene PM_Build SITE NY-12 NY Chenango St Canal St NY-206 NY Wheeler St Figures.10

23 A SIDEWALK BULB-OUT A SIDEWALK BULBOUT It is a violation of the law for any person, unless acting under the direction of a licensed Architect, Engineer or Land Surveyor, to alter an item in any way. Plans, maps, specifications, studies, and reports not containing a red ink seal imprint on the cover sheet accompanied by an original signature by the licensed professional may have been fraudulently altered and shall not be considered an original copy. Copyright Protected 2015, Larson Design Group Commerce Park Drive Suite 201 Williamsport, PA PHONE TOLL FREE FAX R Architects Engineers Surveyors FIGURE 10 CONCEPT 1 CURBSIDE ANGLED PARKING VILLAGE OF GREENE DATE: SHEET NO.: PROJECT NO.: SCALE: Figures.11

24 ONLY NO TRUCKS OR BUSES O K It is a violation of the law for any person, unless acting under the direction of a licensed Architect, Engineer or Land Surveyor, to alter an item in any way. Plans, maps, specifications, studies, and reports not containing a red ink seal imprint on the cover sheet accompanied by an original signature by the licensed professional may have been fraudulently altered and shall not be considered an original copy. Copyright Protected 2015, Larson Design Group Commerce Park Drive Suite 201 Williamsport, PA PHONE TOLL FREE FAX R Architects Engineers Surveyors FIGURE 11 CONCEPT 2 INDIRECT U-TURN LANE VILLAGE OF GREENE DATE: SHEET NO.: PROJECT NO.: SCALE: Figures.12

25 ALL WAY STOP STOP ALL WAY STOP ALL WAY STOP ALL WAY It is a violation of the law for any person, unless acting under the direction of a licensed Architect, Engineer or Land Surveyor, to alter an item in any way. Plans, maps, specifications, studies, and reports not containing a red ink seal imprint on the cover sheet accompanied by an original signature by the licensed professional may have been fraudulently altered and shall not be considered an original copy. Copyright Protected 2015, Larson Design Group Commerce Park Drive Suite 201 Williamsport, PA PHONE TOLL FREE FAX R Architects Engineers Surveyors FIGURE 12 CONCEPT 3 ALL-WAY STOP VILLAGE OF GREENE DATE: SHEET NO.: PROJECT NO.: SCALE: Figures.13

26 APPENDIX A TRAFFIC COUNTS A.1

27 Time Count Totals Begin End Min Hour Peak 7:00 7: PEAK 7:15 7: PEAK 7:30 7: PEAK 7:45 8: PEAK 8:00 8: :15 8: :30 8: :45 9: :00 16: :15 16: :30 16: :45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: PEAK 17:45 18: A.2

28 Count 1 Gen TRAFFIC COUNT SUMMARY PERFORMED BY LARSON DESIGN GROUP Municipality: Village of Greene Factors Intersection: NY-12 at Chenango St Season Date: Tue 9/30/14 Northbound Job No: Southbound Client Code: Eastbound Counted by: LDG Westbound Passenger Cars and Heavy Vehicles Street NY-12 NY-12 Chenango St Chenango St Orientation Northbound Southbound Eastbound Westbound Totals Begin End Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 6:00 6: :15 6: :30 6: :45 7: :00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: :45 9: :00 9: :15 9: :30 9: :45 10: :00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: :45 12: :00 12: :15 12: :30 12: :45 13: :00 13: :15 13: :30 13: :45 14: :00 14: :15 14: :30 14: :45 15: :00 15: :15 15: :30 15: :45 16: :00 16: :15 16: :30 16: PEAK 16:45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: :45 18: :00 18: :15 18: :30 18: :45 19: Totals A.3

29 Count 1 Gen Heavy Vehicles Only Street NY-12 NY-12 Chenango St Chenango St Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 6:00 6: :15 6: :30 6: :45 7: :00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: :45 9: :00 9: :15 9: :30 9: :45 10: :00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: :45 12: :00 12: :15 12: :30 12: :45 13: :00 13: :15 13: :30 13: :45 14: :00 14: :15 14: :30 14: :45 15: :00 15: :15 15: :30 15: :45 16: :00 16: :15 16: :30 16: PEAK 16:45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: :45 18: :00 18: :15 18: PEAK 18:30 18: :45 19: Totals INTERSECTION PEAK HOUR Time NY-12 NY-12 Chenango St Chenango St Begin End Northbound Southbound Eastbound Westbound Totals 16:30 17:30 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF #DIV/0! HV% 0% 7% 0% 4% 50% 8% 0% 8% 0% 0% 0% 0% 1% 0% 0% 1% --- NETWORK PEAK HOUR Time NY-12 NY-12 Chenango St Chenango St Begin End Northbound Southbound Eastbound Westbound Totals 14:15 15:15 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF #DIV/0! HV% 0% 15% 5% 12% 0% 18% 0% 18% 0% 0% 0% 0% 3% 0% 31% 9% --- A.4

30 Count 1 AM TRAFFIC COUNT SUMMARY PERFORMED BY LARSON DESIGN GROUP Municipality: Village of Greene Factors Intersection: NY-12 at Chenango St Season Date: Tue 9/30/14 Northbound Job No: Southbound Client Code: Eastbound Counted by: LDG Westbound Passenger Cars and Heavy Vehicles Street NY-12 NY-12 Chenango St Chenango St Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 7:00 7: PEAK 7:15 7: PEAK 7:30 7: PEAK 7:45 8: PEAK 8:00 8: :15 8: :30 8: :45 9: Totals Heavy Vehicles Only Street NY-12 NY-12 Chenango St Chenango St Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 7:00 7: PEAK 7:15 7: PEAK 7:30 7: PEAK 7:45 8: PEAK 8:00 8: :15 8: :30 8: :45 9: Totals INTERSECTION PEAK HOUR Time NY-12 NY-12 Chenango St Chenango St Begin End Northbound Southbound Eastbound Westbound Totals 7:00 8:00 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF HV% 0% 12% 3% 7% 0% 14% 0% 14% 0% 0% 0% 0% 5% 0% 0% 5% --- NETWORK PEAK HOUR Time NY-12 NY-12 Chenango St Chenango St Begin End Northbound Southbound Eastbound Westbound Totals 7:00 8:00 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF HV% 0% 12% 3% 7% 0% 14% 0% 14% 0% 0% 0% 0% 5% 0% 0% 5% --- A.5

31 Count 1 PM TRAFFIC COUNT SUMMARY PERFORMED BY LARSON DESIGN GROUP Municipality: Village of Greene Factors Intersection: NY-12 at Chenango St Season Date: Tue 9/30/14 Northbound Job No: Southbound Client Code: Eastbound Counted by: LDG Westbound Passenger Cars and Heavy Vehicles Street NY-12 NY-12 Chenango St Chenango St Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 16:00 16: :15 16: :30 16: PEAK 16:45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: :45 18: Totals Heavy Vehicles Only Street NY-12 NY-12 Chenango St Chenango St Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 16:00 16: :15 16: :30 16: PEAK 16:45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: :45 18: Totals INTERSECTION PEAK HOUR Time NY-12 NY-12 Chenango St Chenango St Begin End Northbound Southbound Eastbound Westbound Totals 16:30 17:30 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF HV% 0% 7% 0% 4% 50% 8% 0% 8% 0% 0% 0% 0% 1% 0% 0% 1% --- NETWORK PEAK HOUR Time NY-12 NY-12 Chenango St Chenango St Begin End Northbound Southbound Eastbound Westbound Totals 16:45 17:45 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF HV% 0% 6% 0% 3% 50% 8% 0% 9% 0% 0% 0% 0% 1% 0% 0% 1% --- A.6

32 Count 2 Gen TRAFFIC COUNT SUMMARY PERFORMED BY LARSON DESIGN GROUP Municipality: Village of Greene Factors Intersection: NY-12 at NY-206 Season Date: Thu 10/2/14 Northbound Job No: Southbound Client Code: Eastbound Counted by: LDG Westbound Passenger Cars and Heavy Vehicles Street NY-206 NY-206 NY-12 NY-12 Orientation Northbound Southbound Eastbound Westbound Totals Begin End Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 6:00 6: :15 6: :30 6: :45 7: :00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: :45 9: :00 9: :15 9: :30 9: :45 10: :00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: :45 12: :00 12: :15 12: :30 12: :45 13: :00 13: :15 13: :30 13: :45 14: :00 14: :15 14: :30 14: :45 15: :00 15: :15 15: :30 15: :45 16: :00 16: :15 16: :30 16: :45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: PEAK 17:45 18: :00 18: :15 18: :30 18: :45 19: Totals A.7

33 Count 2 Gen Heavy Vehicles Only Street NY-206 NY-206 NY-12 NY-12 Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 6:00 6: :15 6: :30 6: :45 7: :00 7: :15 7: :30 7: :45 8: :00 8: :15 8: :30 8: :45 9: :00 9: :15 9: :30 9: :45 10: :00 10: :15 10: :30 10: :45 11: :00 11: :15 11: :30 11: :45 12: :00 12: :15 12: :30 12: :45 13: :00 13: :15 13: :30 13: :45 14: :00 14: :15 14: :30 14: :45 15: :00 15: :15 15: :30 15: :45 16: :00 16: :15 16: :30 16: :45 17: PEAK 17:00 17: PEAK 17:15 17: PEAK 17:30 17: PEAK 17:45 18: :00 18: :15 18: PEAK 18:30 18: PEAK 18:45 19: Totals INTERSECTION PEAK HOUR Time NY-206 NY-206 NY-12 NY-12 Begin End Northbound Southbound Eastbound Westbound Totals 16:45 17:45 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF #DIV/0! HV% 2% 3% 0% 2% 0% 0% 0% 0% 3% 4% 2% 3% 5% 10% 3% 8% 0% NETWORK PEAK HOUR Time NY-206 NY-206 NY-12 NY-12 Begin End Northbound Southbound Eastbound Westbound Totals 14:15 15:15 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF #DIV/0! HV% 7% 7% 11% 9% 7% 8% 25% 9% 6% 14% 4% 11% 17% 22% 18% 20% 1% A.8

34 Count 2 AM TRAFFIC COUNT SUMMARY PERFORMED BY LARSON DESIGN GROUP Municipality: Village of Greene Factors Intersection: NY-12 at NY-206 Season Date: Thu 10/2/14 Northbound Job No: Southbound Client Code: Eastbound Counted by: LDG Westbound Passenger Cars and Heavy Vehicles Street NY-206 NY-206 NY-12 NY-12 Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 7:00 7: PEAK 7:15 7: PEAK 7:30 7: PEAK 7:45 8: PEAK 8:00 8: :15 8: :30 8: :45 9: Totals Heavy Vehicles Only Street NY-206 NY-206 NY-12 NY-12 Orientation Northbound Southbound Eastbound Westbound Totals Begin End LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total LT TH RT Peds Total 15 Min Hour Peak 7:00 7: PEAK 7:15 7: PEAK 7:30 7: PEAK 7:45 8: PEAK 8:00 8: :15 8: :30 8: :45 9: Totals INTERSECTION PEAK HOUR Time NY-206 NY-206 NY-12 NY-12 Begin End Northbound Southbound Eastbound Westbound Totals 7:00 8:00 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF HV% 6% 7% 9% 7% 4% 3% 0% 3% 13% 17% 4% 15% 7% 13% 10% 11% 0% NETWORK PEAK HOUR Time NY-206 NY-206 NY-12 NY-12 Begin End Northbound Southbound Eastbound Westbound Totals 7:00 8:00 LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total LT TH RT Ped Total Trucks Hour Volume HV Volume Adjusted PHF HV% 6% 7% 9% 7% 4% 3% 0% 3% 13% 17% 4% 15% 7% 13% 10% 11% 0% A.9