Station Park at Saratoga

Transcription

1 Traansportation Impact Study for the proposed Station Park at Saratoga City of Saratoga Springs Saratoga County, New York July 2017 Project No Prepared For: Top Capital of New York 400 Andrews Street, Ste 360 Rochester, New York Attn: Mr. Louis Giardino Prepared By: 3495 Winton Place Building E, Suite 110 Rochester, New York 14623

2 Transportation Impact Study Proposed Station Park at Saratoga Development City of Saratoga Springs, NY TABLE OF CONTENTS LIST OF TABLES... ii LIST OF FIGURES... ii LIST OF APPENDICES... ii LIST OF REFERENCES... iii EXECUTIVE SUMMARY... iv I. INTRODUCTION... 1 II. LOCATION... 1 III. EXISTING HIGHWAY SYSTEM... 1 A. Study Area Roadways...1 B. Pedestrian Facilities...2 C. Bicycle and Trail Facilities...3 D. Transit, Train, and Trolley Facilities...4 IV. EXISTING TRAFFIC CONDITIONS... 5 A. Peak Intervals for Analysis...5 B. Existing Traffic Volume Data...6 C. Field Observations...6 V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH... 6 VI. PROPOSED DEVELOPMENT... 7 A. Description...7 B. Site Traffic...7 C. Determination of Multi-use (Internal) and Pass-by Trips...8 D. Site Traffic Distribution VII. FULL DEVELOPMENT VOLUMES VIII. CAPACITY ANALYSIS IX. SEASONAL CONDITIONS X. TRANSPORTATION DEMAND MANAGEMENT RECOMMENDATIONS XI. CONCLUSIONS & RECOMMENDATIONS XII. FIGURES i July 2017

3 Transportation Impact Study Proposed Station Park at Saratoga Development City of Saratoga Springs, NY LIST OF TABLES TABLE I PROJECTED TRIP GENERATION...8 TABLE II SITE TRAFFIC VOLUMES AND ADJUSTMENTS...9 TABLE III CAPACITY ANALYSIS RESULTS TABLE IV CAPACITY ANALYSIS RESULTS: SEASONAL OPERATIONS TABLE V BENEFITS OF TDM PROGRAMS LIST OF FIGURES FIGURE 1 FIGURE 2 FIGURE 3 FIGURE 4A FIGURE 4B FIGURE 5 FIGURE 6A FIGURE 6B FIGURE 7A FIGURE 7B FIGURE 7C FIGURE 8 SITE LOCATION & STUDY AREA LANE GEOMETRY & AVERAGE DAILY TRAFFIC PEAK HOUR VOLUMES 2017 EXISTING CONDITIONS PEAK HOUR VOLUMES 2022 BACKGROUND CONDITIONS PEAK HOUR VOLUMES 2022 BACKGROUND CONDITIONS PLUS PENDING PROJECTS SITE PLAN TRIP DISTRIBUTION RETAIL TRIP DISTRIBUTION RESIDENTIAL SITE GENERATED TRIPS RETAIL SITE GENERATED TRIPS RESIDENTIAL TOTAL SITE GENERATED TRIPS PEAK HOUR VOLUMES FULL DEVELOPMENT CONDITIONS LIST OF APPENDICES A1. COLLECTED TRAFFIC VOLUME DATA A2. MISCELLANEOUS TRAFFIC DATA AND CALCULATIONS A3. ALTERNATIVE TRANSPORTATION MODE MAPPING A4. TRANSPORATION DEMAND MANAGEMENT STRATEGIES A5. LOS CRITERIA/DEFINITIONS A6. LEVEL OF SERVICE CALCULATIONS EXISTING CONDITIONS A7. LEVEL OF SERVICE CALCULATIONS BACKGROUND CONDITIONS A8. LEVEL OF SERVICE CALCULATIONS BACKGROUND CONDITIONS + PENDING PROJECTS A9. LEVEL OF SERVICE CALCULATIONS FULL DEVELOPMENT CONDITIONS A10. LEVEL OF SERVICE CALCULATIONS FULL DEVELOPMENT CONDITIONS WITH MITIGATION A11. ROUNDABOUT EVALUATIONS ii July 2017

4 Transportation Impact Study Proposed Station Park at Saratoga Development City of Saratoga Springs, NY LIST OF REFERENCES 1. HCM 2016 Highway Capacity Manual. Transportation Research Board. The National Academies, Washington, DC: Trip Generation, 9 th Edition. Institute of Transportation Engineers. Washington, DC New York State Department of Transportation Traffic Data Viewer Retrieved from 4. Trip Generation Handbook, 3 rd Edition. Institute of Transportation Engineers. Washington, DC Manual on Uniform Traffic Control Devices for Street and Highways (MUTCD). Federal Highway Administration NCHRP Report 279, Intersection Channelization Design Guide. Transportation Research Board Traffic Evaluation, Pitney Meadows Community Farm, Creighton Manning, March 29, Traffic Impact Study, YMCA Saratoga Branch Expansion Project, Creighton Manning, December 7, Traffic Impact Evaluation, Intrada Development, Creighton Manning, July 7, Saratoga Race Course Redevelopment Plan Final Generic Environmental Impact Statement, AKRF, August Saratoga Springs Downtown Transportation Plan, BJF Planning with Vollmer Associates, September Saratoga Springs Complete Streets Plan, December 20, Transportation Demand Management Policy Guide, City of Buffalo, Adopted March 27, iii July 2017

5 Transportation Impact Study Proposed Station Park at Saratoga Development City of Saratoga Springs, NY iv July 2017

6 Transportation Impact Study Proposed Station Park at Saratoga Development City of Saratoga Springs, NY EXECUTIVE SUMMARY OVERVIEW The purpose of this report is to identify and evaluate the potential traffic impacts associated with the proposed Station Park development located between Station Lane and Washington Street in the City of Saratoga Springs, Saratoga County, New York. Within this report, the operating characteristics of the proposed access drives and impacts to the adjacent roadway network are identified and mitigating measures, if needed, are provided to minimize any identified capacity or safety concerns. In an effort to define traffic impact, this analysis establishes existing traffic conditions, projects background traffic flow including area growth, and determines the traffic operations that would result from the proposed project. The project site is located between Station Lane and Washington Street in the City of Saratoga Springs, Saratoga County, New York. The project site is bounded by Station Lane to the north, West Ave to the east, railroad tracks to the west, and Washington Street to the south. The site is currently undeveloped. The study area includes the intersections of Church Street/West Ave, Station Lane/West Ave, and Washington Street/Washington Street. The proposed Station Park development consists of a 110 unit hotel, 114 senior housing units, 66 assisted living units, two restaurants with 4,900 square feet of floor space each, 72 condominium units, five retail stores, and 14 townhouse units. The site is currently undeveloped. Access will be provided via driveways accessing the site from Station Lane and Washington Street. Construction of the proposed development is anticipated to reach full build-out within five years. The City of Saratoga Springs was contacted to discuss any other specific developments that are currently approved or under construction that would generate additional traffic in the study area. The following projects were identified: Pitney Meadows Community Farm is set for construction along West Ave near the intersection of West Ave and Congress Ave. The YMCA at 290 West Ave, Saratoga Springs, NY has been approved for a 17,000 SF expansion. Rite Aid Pharmacy at 91 West Ave, Saratoga Springs, NY has been approved for an expansion with a total Square Footage of 14,368. A Residential and Retail Development at 118 West Ave, Saratoga Springs, NY which consist of 36 apartment units and 4,100 SF retail space. West Ave Development next to the YMCA with 16 condominium units. Washington Commons Residential and Commercial Space at Washington Street and Central Ave. This site consists of 12 apartment units and 15,000 SF of commercial space. The Station Park Development is to be constructed in the same vicinity as three other developments, two developments on Station Lane and one development on Washington Street. These three developments are listed as pending projects and are described below: Intrada Development with 158 apartments located just east of the proposed Station Park development next to the post office on Washington Street. v July 2017

7 Transportation Impact Study Proposed Station Park at Saratoga Development City of Saratoga Springs, NY Akew Development on the north side of Station Lane, just east of the Amtrak train station. This development consists of 36 apartment units. Faden Development on the northwest corner of Station Lane and West Ave. This development consists of 71 condominium units as well as 6,428 SF of retail space. A review of historical NYSDOT traffic volume data on the study roadways in the vicinity of the site indicates that traffic has increased between 2005 and To account for normal increases in background traffic growth, including any unforeseen developments in the project study area, as well as any potential traffic from these specific developments, a growth rate of 0.30% per year has been applied to the existing traffic volumes, based upon historical traffic growth for the five-year or less build-out period. CONCLUSIONS & RECOMMENDATIONS This Traffic Impact Study identifies and evaluates the potential traffic impacts that can be expected from the proposed Station Park Development located between Station Lane and Washington Street in the City of Saratoga, Saratoga County, New York, as described in this Study. The results of this study determine that the existing transportation network can adequately accommodate the projected traffic volumes and resulting impacts to study area intersections, with the mitigation recommended. The following sets forth the conclusions and recommendations based upon the results of the analyses: 1. The proposed Station Park development is expected to generate approximately 150 entering/146 exiting new vehicle trips during the weekday AM peak hour and 196 entering/177 exiting new vehicle trips during the PM peak hour. 2. Transportation Demand Management Strategies are recommended for all of the pending and proposed developments in this area in order to reduce site generated traffic volumes as a form of mitigation for these projects. 3. Signal timing optimization is recommended at the West Ave/Church St intersection. A roundabout is not feasible at this location. Signal timing optimization combined with areawide TDM strategies will provide acceptable operating conditions at this intersection. 4. A new three color, fully actuated signal is recommended at the West Ave/Station Lane intersection. A roundabout was evaluated and is not feasible at this location. 5. A roundabout was evaluated at the West Ave/Washington St intersection and is not feasible at this location. Therefore, installation of new right turn lanes is recommended on the eastbound, northbound and southbound approaches. In addition to the TDM strategies mentioned previously, the signal will require phasing and timing optimization. Satisfactory levels of service can be achieved with this mitigation. 6. A signal lane roundabout is recommended at the new Washington St/Station Blvd intersection. vi July 2017

8 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY I. INTRODUCTION The purpose of this report is to identify and evaluate the potential transportation impacts associated with the proposed Station Park at Saratoga development located between Station Lane and Washington Street in the City of Saratoga Springs, Saratoga County, New York. Within this report, the operating characteristics of the proposed access drives and impacts to the adjacent roadway network are identified and mitigating measures, if needed, are provided to minimize any identified capacity or safety concerns. In an effort to define transportation impacts, this analysis establishes existing traffic conditions, projects background traffic flow including area growth, and determines the traffic operations that would result from the proposed project. II. LOCATION The project site is located between Station Lane and Washington Street in the City of Saratoga Springs, Saratoga County, New York. The project site is bounded by Station Lane to the north, West Ave to the east, railroad tracks to the west, and Washington Street to the south. The site is currently undeveloped. The study area includes the existing intersections of Church Street/West Ave, Station Lane/West Ave, and Washington Street/Washington Street. The site location and study area are illustrated in Figure 1 (all Figures are included at the end of this report). III. EXISTING HIGHWAY SYSTEM A. Study Area Roadways Washington Street is an east-west roadway that is functionally classified as an urban principal arterial roadway under the jurisdiction of the City of Saratoga Springs. The Annual Average Daily Traffic (AADT) just west of West Ave is approximately 11,054 vehicles per day (vpd) according to the most recent data collected in 2015 by the NYSDOT. Within the study area, the roadway consists of one travel lane in each direction with one eastbound approach auxiliary left turn lane and one westbound approach auxiliary left turn lane at the intersection with West Ave. The posted speed limit is 30 miles per hour (MPH). West Ave is a north-south roadway and is functionally classified as an urban minor arterial under the jurisdiction of the City of Saratoga Springs. The AADT between Church Street and Washington Street is approximately 14,970 vpd according to the most recent data collected in 2013 by the NYSDOT. The roadway consists of one travel lane in each direction one southbound approach auxiliary left turn lane, one northbound approach auxiliary left turn lane at the intersection with Washington Street, and one northbound auxiliary left turn lane at the intersection with Church Street. There is a two way left turn lane along West Ave within the study area. The posted speed limit is 30 MPH. Station Lane is an east-west roadway and is functionally classified as a local roadway under the jurisdiction of the City of Saratoga Springs. The average daily traffic (ADT) is approximately 390 vpd according to an extrapolation of turning movement counts collected in 2017 by SRF 1 July 2017

9 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY & Associates. The roadway consists of one travel lane in each direction. The posted speed limit is 30 MPH. Church Street is an east-west roadway and is functionally classified as an urban minor arterial under the jurisdiction of the New York State Department of Transportation (NYDOT). The AADT just west of West Ave is approximately 12,719 vpd according to the most recent data collected in 2014 by the NYSDOT. The roadway consists of one travel lane in each direction with one eastbound auxiliary left turn lane and one westbound approach auxiliary left turn lane at the intersection with West Ave. The posted speed limit is 30 MPH. Existing AADT information was obtained from the NYSDOT Traffic Data Viewer Website. Figure 2 illustrates the lane geometry at each of the study intersections and the AADT volumes on the study roadways. B. Pedestrian Facilities A review of pedestrian facilities within ¼-mile of the project site noted sidewalks along Station Lane (one side), West Avenue (both sides), and a small portion of Washington Street adjacent the intersection with West Avenue. The screenshot to the right is reprinted from the 2016 Saratoga Springs Complete Streets Plan and illustrates nearby pedestrian facilities. Project Site The solid lines show the locations of existing sidewalks. The dashed line along Church Street depicts recommended sidewalks while the dash blue line depicts sidepath or trail recommendations. Existing and proposed pedestrian facilities Pedestrian signals are currently in place at the intersections along West Avenue at Church Street and Washington Street. Sidewalks will be installed throughout the project site and provide a connection to the existing Station Lane sidewalk segment. Full scale maps illustrating the City s pedestrian, bicycle, trail, and transit facilities as part of the Complete Streets Plan are included in the Appendices for reference. 2 July 2017

10 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY C. Bicycle and Trail Facilities There are no dedicated bicycle facilities currently in place adjacent the project site. However, the Complete Streets Plan proposed bicycle facilities along the study area s roadways, as illustrated in the screenshot to the right. Project Site The dashed lines represent the following: blue line (proposed bicycle lanes); green line (sidepath or trail); purple (buffered bicycle lane); orange (shoulder/signed route); and red (bicycle boulevard). Bicycle lanes will be provided along both sides of the project site s central Proposed bicycle facilities roadway, Station Boulevard. The project site will also provide bicycle racks in convenient locations to be used by the project s residents and visitors. The bicycle boulevard concept, defined in the Complete Streets Plan as, street corridors that have low motor vehicle volumes and speeds [with] traffic calming features, balanced to ensure motor vehicle traffic travels at comfortable speeds for cyclists and pedestrians, while still allowing access to the overall street network for motorists. This conceptual plan is included in the Appendices. The project site is also adjacent the City s proposed Saratoga Springs Greenbelt Trail, a visionary 24-mile greenway that would encircle Saratoga Springs, connecting its existing trails and linking people directly to its many destinations. Development of this trail is key to expanding the City s trail system, while enhancing the quality of life and create a sense of place, enhancing the City s character and further solidifying Saratoga Springs as a desirable destination. Project Site On June 15, 2017, it was announced by the CDTA and Capital District Proposed Greenbelt and sidepath/trail Physicians Health Plan (CDPHP), the rollout of a bikeshare program called CDPHP Cycle! The program will consist of 160 bicycles over 38 locations, or hubs, in the capital districts four largest cities: Albany, Schenectady, Troy, and Saratoga Springs. The bicycles are smart bikes whereby riders have the choice of securely returning the bicycle to a designated CDPHP Cycle! station or to public bicycle rack for an additional fee. CDPHP Cycle! will be in operation starting summer 2017 until late November. 3 July 2017

11 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY The first phase of bikeshare distribution in the Saratoga Springs focuses on the following locations: Saratoga Spa State Park; Saratoga YMCA (Railroad Run); Saratoga Race Course (Union and East Avenues); Broadway/Congress and Spring Streets; Broadway/Division Street; and Caroline Street/Pavilion Lane. The CDTA expressed interest in placing bikeshare locations at the Amtrak Station and potentially within the project site. D. Transit, Train, and Trolley Facilities CDPHP Bikeshare Smart Bike Saratoga Springs is serviced by the region s transportation provider, the Capital District Transportation Authority (CDTA). The CDTA provides bus service connecting the City within and to regional destinations via six routes separated into three categories: 1) Neighborhood Routes (Route 450, Route 451, Route 452); 2) Northway Express (Route 540; and 3) Shopping/Special Routes (Route 840 and Route 875). Route 451 (Ballston Spa-West Saratoga via East Avenue/Lake Avenue) operates adjacent the project site and will be rerouted on-site (via a southbound bus stop along Station Boulevard) to provide continuous service to future users when fully developed. Current headways are 60 minutes on weekdays and 120 minutes on weekends. The adjacent screenshot illustrates the extent of the bus route. Base fares are $1.50 and a Day Card is $4.00. Other fare options are available via the CDTA website. Existing bus stops are located along Washington Street, West Avenue, and Station Lane. The CDTA is reviewing the project to develop ridership projects for the site, with service scaled to meet the projected demand. Project Site CDTA Route July 2017

12 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY In addition to local and regional bus service, the project site is afforded the proximity to Amtrak s Saratoga Spring Station at the terminus of Station Lane (see website). Daily service is offered via the Adirondack (Montreal-Albany-New York City) and Ethan Allen Express (Rutland, Vermont-Albany-New York City) routes. Trolley service (CDTA Route 875, service from 11:00 AM to 11:19 PM) is offered during summer months; the 2017 service runs from July 21 to September 4. The current route spans from Excelsior Avenue Courtyard Mariott through downtown and to the Saratoga Casino Hotel. Project Site Proposed trolley concept As stated in the Complete Streets Plan, the service is conceptually proposed to expand to include east/west routes, in addition to north/south (further study is required, as per the Plan). It is based on a park once, whereby users can park their vehicles outside the downtown in park-and-ride lots (e.g., Amtrak Station) and travel to destinations throughout the local area, such as Skidmore College, the Racino, the Amtrak Station, Spa State Park, and hotels. During times of operation, site users would be able to access popular areawide destinations without the need of their personal vehicle. IV. EXISTING TRAFFIC CONDITIONS A. Peak Intervals for Analysis Given the functional characteristics of the corridors and the land uses proposed for the site, the peak hours selected for analysis are the weekday commuter AM and PM peak periods. The combination of site traffic and adjacent through traffic produces the greatest demand during these time periods. 5 July 2017

13 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY B. Existing Traffic Volume Data Turning movement traffic counts were collected on Thursday, April 27 th, 2017 by SRF & Associates at the study intersections described in Section II. Traffic counts were conducted between 7:00-9:00 AM and 4:00-6:00 PM for the weekday AM and PM peak hours. The peak hour traffic periods generally occurred between 7:15-8:15 AM and 4:00-5:00 PM. All turning movement count data was collected on a typical weekday. The traffic volumes were reviewed to confirm the accuracy and relative balance of the collective traffic counts. Traffic volumes were adjusted to achieve reasonable balance between intersections, where necessary. The actual differences in traffic volumes can be attributed to temporal variations in traffic volumes as well as activity related to driveways located in the segments between the study intersections. The weekday AM and PM peak hour volumes are reflected in Figure 3. C. Field Observations The study intersections were observed during both peak intervals to assess current traffic operations. Signal timing information were obtained from the NYDOT to determine peak hour phasing plans and phase durations during each interval. This information was used to support and/or calibrate capacity analysis models described in detail later in this report. V. FUTURE AREA DEVELOPMENT AND LOCAL GROWTH Construction of the proposed development is anticipated to reach full build-out within five years. The City of Saratoga Springs was contacted to discuss any other specific developments that are currently approved or under construction that would generate additional traffic in the study area. The following projects were identified: Pitney Meadows Community Farm is set for construction along West Ave near the intersection of West Ave and Congress Ave. The YMCA at 290 West Ave, Saratoga Springs, NY has been approved for a 17,000 SF expansion. Rite Aid Pharmacy at 91 West Ave, Saratoga Springs, NY has been approved for an expansion with a total Square Footage of 14,368. A Residential and Retail Development at 118 West Ave, Saratoga Springs, NY which consist of 36 apartment units and 4,100 SF retail space. West Ave Development next to the YMCA with 16 condominium units. Washington Commons Residential and Commercial Space at Washington Street and Central Ave. This site consists of 12 apartment units and 15,000 SF of commercial space. A review of historical NYSDOT traffic volume data on the study roadways in the vicinity of the site indicates that traffic has increased between 2005 and To account for normal increases in background traffic growth, including any unforeseen developments in the project study area aside from these specific developments, a growth rate of 0.30% per year has been applied to the existing traffic volumes, based upon historical traffic growth for the five-year or less build-out period. Additional traffic resulting from these specific developments has been added to the existing traffic volumes. Future background traffic volumes, including these specific developments and the additional growth noted above, are shown in Figure 4A. 6 July 2017

14 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY In addition, three other pending developments are located in the vicinity of the Station Park Development, two developments on Station Lane and one development on Washington Street. These three developments are listed as pending projects and are described below: Intrada Development with 158 apartments located just east of the proposed Station Park development next to the post office on Washington Street. Akew Development on the north side of Station Lane, just east of the Amtrak train station. This development consists of 36 apartment units. Faden Development on the northwest corner of Station Lane and West Ave. This development consists of 71 condominium units as well as 6,428 SF of retail space. Traffic associated with these pending developments was added to the background conditions shown on Figure 4A to derive future traffic conditions with these pending projects and without the proposed Station Park Development. Figure 4B shows the 2022 Background traffic conditions plus pending projects. VI. PROPOSED DEVELOPMENT A. Description The proposed Station Park development consists of a 110 unit hotel, 114 senior housing units, a 66 bed assisted living facility, two restaurants with 4,900 square feet of floor space each, 72 condominium units, five retail stores totally 42,100 s.f., and 14 townhouse units. The site is currently undeveloped. Access will be provided via a new roadway connecting Washington Street and Station Lane. Figure 5 illustrates the proposed Concept Plan. B. Site Traffic The volume of traffic generated by a site is dependent on the intended land use and size of the development. Trip generation is an estimate of the number of trips generated by a specific building or land use. These trips represent the volume of traffic entering and exiting the development. Trip Generation, 9th Edition, published by the Institute of Transportation Engineers (ITE), is used as a reference for this information. The trip rate for the peak hour of the generator may or may not coincide in time or volume with the trip rate for the peak hour of adjacent street traffic. Volumes generated during the peak hour of adjacent street traffic, in this case, the weekday AM and PM peaks, represent a more critical volume when analyzing the capacity of the system; those intervals will provide the basis of this analysis. Table I shows the total site generated trips for the weekday AM and PM peak hours for the proposed development. All trip generation information has been included in the Appendices. 7 July 2017

15 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY TABLE I PROJECTED TRIP GENERATION ITE AM PEAK PM PEAK DESCRIPTION SIZE LAND USE ENTER EXIT ENTER EXIT CODE Buildings H, I, J & K Townhouse 14 DU Buildings D & E Condominium 72 DU Buildings B & C Assisted Living 66 Beds Buildings B & C Senior Housing 114 DU Buildings B & C Restaurant 9,800 SF Building A Hotel 110 Rooms Buildings B, C, D, E & F Retail 42,100 SF Total C. Determination Multi-use (Internal) and Pass-by Trips Inherent in the trip generation estimate for the proposed development, is the multi-use traffic component of traffic entering and exiting the site. According to the Institute of Transportation Engineers, Trip Generation Handbook, 2014, a multi-use development is typically a single real-estate project that consists of two or more ITE land use classifications between which trips can be made without using the off-site road system. Because of the nature of these land uses, the trip-making characteristics are interrelated, and some trips are made among the on-site uses. This capture of trips internal to the site has the net effect of reducing vehicle trip generation between the overall development site and the external street system (compared to the total number of trips generated by comparable, standalone sites). In some multi-use developments, these internal trips can be made by walking or by vehicles entirely on internal pathways or internal roadways without using streets external to the site. The ITE Trip Generation Handbook indicates internal capture rates for trips within a multiuse development to vary between office, residential, and retail uses during the AM and PM peak hours. Given the area in which the project site is located, the proposed hotel, residential, and retail components, and interconnection between internal adjacent components, multi-use (or multiple purpose) total volume trips will occur. Therefore, it is estimated, based on methods in the ITE Trip Generation Handbook using the recommended National Cooperative Highway Research Program (NCHRP) Report 684: Enhancing Internal Trip Capture Estimation for Mixed-use Developments, that an approximate 17% and 36% reduction in total trip generation for the site will occur during the AM and PM peak hours of analysis, respectively. This trip adjustment is calculated based upon ITE standards for multi-use trip reductions based on the varying uses and interconnections within the project site. However, these reduction credits were reduced slightly to analyze the project site under a more conservative approach. Therefore, a 15% and 25% internal reduction credit in total trip generation for the site was used during the AM and PM peak hours of analysis, respectively. This multi-use trip projection adjustment was applied to the total site generated trips and subtracted from the traffic entering and exiting the site for the AM and PM peak periods. The NCHRP 684 Report uses an interactive spreadsheet whereby users input baseline land use and trip generation information, as well as average land use interchange 8 July 2017

16 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY distances (feet walking distances), to determine the internal capture percentage. This completed spreadsheet is included in the Appendices. For certain types of developments, the total number of trips generated is different from the amount of new traffic added to the adjacent highway network by the generator. Serviceoriented developments (such as shopping centers and restaurants) often locate adjacent to busy streets in order to attract the motorists already passing the site on the adjacent street. These sites attract a portion of their trips from traffic passing the site. The pass-by traffic refers to the amount of existing traffic already on the roadway adjacent to the site that, as it passes by the site, will enter the site driveways to patronize the project site. The quantifying of pass-by trips has the net result of reducing the volume of new traffic that is added to the site driveways and/or adjacent roadways. Given the composition of the proposed land uses and location of the project site with frontage along both West Avenue and Washington Street, a conservative pass-by rate of 10% was used during the PM peak hour only. Table II shows the total site generated trips, internal trips, pass-by trips, and resulting primary trips that are added to the existing highway system for full development of the project. TABLE II SITE TRAFFIC VOLUMES AND ADJUSTMENTS DESCRIPTION AM PEAK PM PEAK ENTER EXIT ENTER EXIT Buildings H, I, J & K Townhouse Internal Credit Buildings D & E Condominium Internal Credit Buildings B & C Assisted Living Internal Credit Buildings B & C Senior Housing Internal Credit Buildings B & C Restaurant Internal Credit Building A Hotel Internal Credit Buildings B, C, D, E & F Retail Internal Credit Pass-By Credit Total Primary (New) Trips The proposed development is expected to generate approximately 150 entering/146 exiting new vehicle trips during the weekday AM peak hour and 196 entering/177 exiting new vehicle trips during the PM peak hour. 9 July 2017

17 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY D. Site Traffic Distribution The cumulative effect of site traffic on the transportation network is dependent on the origins and destinations of that traffic and the location of the driveways serving the site. The proposed arrival/departure distribution of traffic to be generated at this site is considered a function of several parameters, including the following: Employment centers; Residential centers; Internal site circulation design; New roadway intersection locations; Existing traffic patterns; and Existing traffic conditions and controls Figure 6A and 6B show the anticipated trip distribution pattern percentages for the proposed development traffic. Figures 7A and 7B illustrate the peak hour site generated traffic based on those percentages. VII. FULL DEVELOPMENT VOLUMES Proposed design hour traffic volumes are developed for the AM and PM peak hours by combining the background traffic conditions with pending developments (Figure 4B) and the new sitegenerated traffic volumes (Figures 7A & 7B) to yield the traffic volumes under full development conditions. The resulting design hour volumes for the proposed development are illustrated in Figure 8 under full build-out conditions. VIII. CAPACITY ANALYSIS Capacity analysis is a technique used for determining a measure of effectiveness for a section of roadway and/or intersection based on the number of vehicles during a specific time period. The measure of effectiveness used for the capacity analysis is referred to as a Level of Service (LOS). Levels of Service are calculated to provide an indication of the amount of delay that a motorist experiences while traveling along a roadway or through an intersection. Since the most amount of delay to motorists usually occurs at intersections, capacity analysis typically focuses on intersections, as opposed to highway segments. Six Levels of Service are defined for analysis purposes. They are assigned letter designations, from "A" to "F", with LOS "A" representing the best conditions and LOS "F" the worst. Suggested ranges of service capacity and an explanation of Levels of Service are included in the Appendix. The standard procedure for capacity analysis of signalized and un-signalized intersections is outlined in the Highway Capacity Manual (HCM 2016) published by the Transportation Research Board (TRB). Traffic analysis software, SYNCHRO 10, which is based on procedures and methodologies contained in the HCM, was used to analyze operating conditions at study area intersections. The procedure yields a Level of Service (LOS) based on the HCM 2016 as an indicator of how well intersections operate. Existing and background operating conditions during the peak study periods are evaluated to determine a basis for comparison with the projected future conditions. The future traffic 10 July 2017

18 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY conditions generated by the development were analyzed to assess the operation of the study area intersections. Capacity results for existing, background, and full build-out conditions are listed in Table III. The discussion following the table summarizes capacity conditions. All capacity analysis calculations are included in the appendices. INTERSECTION TABLE III CAPACITY ANALYSIS RESULTS EXISTING CONDITIONS BACKGROUND CONDITIONS Notes: 1. C(18.1) = Level of Service (Delay in seconds per vehicle) 2. (S) = Signalized; (U) = Un-signalized 3. NA = Approach does not exist and/or not analyzed under this condition BACKGROUND CONDITIONS PLUS PENDING PROJECTS FULL DEVELOPMENT CONDITIONS AM PM AM PM AM PM AM PM West Ave/Church St (S) Eastbound left/thru Church St C(24.8) C(29.8) C(25.5) C(33.8) C(24.9) C(33.8) C(26.9) C(33.8) Eastbound right Church St A(1.4) A(1.1) A(1.4) A(1.1) A(1.3) A(1.1) A(1.4) A(1.2) Westbound left Church St A(9.0) B(14.2) A(9.6) C(29.5) B(15.4) D(35.8) B(19.1) D(51.9) Westbound thru/right Church St A(6.1) B(10.6) A(6.2) B(12.0) A(6.8) B(12.0) A(7.2) B(12.0) Northbound left West Ave C(29.9) C(31.0) C(30.9) C(31.9) C(30.1) C(33.2) C(31.4) D(35.7) Northbound right West Ave A(2.5) A(2.1) A(2.6) A(2.3) A(2.6) A(2.4) A(2.6) A(2.9) Overall LOS B(11.6) B(15.2) B(11.9) B(18.6) B(12.9) B(19.9) B(13.9) C(23.5) West Ave/Station Lane (U) Northbound left West Ave A(8.9) A(8.7) A(9.0) A(9.2) A(9.1) A(9.7) A(9.4) B(10.2) Eastbound Station Lane B(14.0) B(14.7) B(14.1) C(16.8) C(18.0) D(25.2) D(27.2) F(57.2) West Ave/Washington St (S) Eastbound left Washington St C(23.9) C(31.2) C(24.9) D(46.4) C(26.4) D(52.9) C(27.6) E(62.5) Eastbound thru/right Washington St D(45.1) D(37.7) D(47.5) D(49.6) D(49.2) D(52.4) D(53.9) E(73.6) Westbound left Washington St C(25.7) C(24.8) C(27.5) D(43.7) C(28.5) D(47.2) D(31.0) F(85.5) Westbound thru/right Washington St D(37.2) D(54.6) D(38.0) E(73.3) D(37.9) F(92.1) D(38.4) F(134.2) Northbound left West Ave B(17.3) C(23.3) B(18.4) D(35.3) B(20.0) D(49.5) C(28.1) E(55.4) Northbound thru/right West Ave C(34.3) D(42.2) D(37.4) E(56.1) D(39.9) E(65.7) D(42.5) E(66.6) Southbound left West Ave B(17.0) C(21.0) B(18.0) C(24.9) B(19.2) C(27.0) C(20.7) C(28.0) Southbound thru/right West Ave C(33.9) E(55.2) D(36.1) E(57.0) D(39.6) F(80.7) D(54.3) F(107.8) Overall LOS C(33.6) D(43.3) D(35.8) D(54.8) D(37.8) E(67.4) D(43.4) F(87.9) Station Lane/Proposed Station Blvd Northbound Proposed Station Blvd A(8.8) A(8.9) NA NA NA Westbound left Station Lane A(7.4) A(7.5) Washington St/Proposed Station Blvd Eastbound left Washington Ave A(8.2) A(9.4) NA NA NA Southbound Proposed Station Blvd F(53.9) F(347.7) 11 July 2017

19 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY West Avenue/Church Street All approaches operate at level of service (LOS) C or better under existing and background conditions during the peak hours. The westbound left turn movement from Church Street to West Avenue is projected to decrease from LOS A to LOS B during the AM peak hour as a result of both the pending projects and the proposed Station Park development. This remains an above average condition and does not require mitigation. During the PM peak hour, both the westbound left turn and the northbound left turn movements decrease from LOS C to D. This intersection was evaluated for a potential roundabout however, a single lane roundabout will not provide acceptable operating conditions. Hence a two-lane roundabout would be required and this will not fit within the current available right of way (ROW). Therefore, the recommended mitigation involves optimizing signal timings and reducing trips at all of the pending and proposed developments in the area through Transportation Demand Management (TDM) programs. A discussion on TDM programs is provided in Section X below. West Avenue/Station Lane The unsignalized intersection of West Ave and Station Lane operates at LOS C or better under existing and background conditions during the peak hours. The additional traffic related to the pending projects and the proposed Station Park development results in decreases in LOS to D and F during the AM and PM peak hours respectively. This intersection was evaluated for a potential roundabout however, a single lane roundabout will not provide acceptable operating conditions. Hence a partial two lane roundabout with a second lane along the east side of the roundabout would be required and this will not fit within the current available right of way (ROW). Signal warrants were also evaluated and it has been determined that some warrants for signalization will likely be met in the future. Therefore, a new three color fully actuated traffic signal is recommended at this location in addition to reducing trips at all of the pending and proposed developments in the area through TDM programs. The signalized intersection will operate at LOS C or better on all approaches during both peak hours. West Avenue/Washington Street All approaches operate at level of service (LOS) E or better under background conditions during the peak hours. The westbound, northbound, and southbound left turn movements are projected to decrease from LOS B and C to LOS C and D during the AM peak hour as a result of both the pending projects and the proposed Station Park development. During the PM peak hour, the majority of the movements decline to LOS E and F. This intersection was evaluated for a potential roundabout however, a single lane roundabout will not provide acceptable operating conditions. Hence a two-lane roundabout would be required and this will not fit within the current available right of way (ROW). Therefore, the recommended mitigation involves optimizing signal timings, installing right turn lanes on the northbound, southbound, and eastbound approaches, and reducing trips at all of the pending and proposed developments in the area through Transportation Demand Management (TDM) programs. Installation of the right turn lanes along with optimized signal phasing/timing can provide satisfactory LOS E or better on all approaches and trip reductions resulting from TDM strategies will further improve operating conditions. ROW mapping indicates that there appears to be sufficient ROW to accommodate the additional lanes. However, more detailed investigation is required. Station Lane/Proposed Station Blvd All approaches are projected to operate at LOS A during all peak hours under all conditions. No mitigation is warranted or recommend. 12 July 2017

20 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY Washington Street/Proposed Station Blvd The unsignalized intersection of Washington St and the proposed Station Blvd operates at LOS F for traffic exiting Station Blvd. This intersection was evaluated for a potential roundabout and a single lane roundabout will operate at LOS A on all approaches. Hence, a roundabout is the recommended mitigation at this location. If a roundabout is deemed unfeasible, the intersection is also likely to meet signal warrants under full development conditions and a new three color, fully actuated signal may be considered. The signalized intersection would also require installation of an eastbound left turn lane and a westbound right turn lane as well as two lanes exiting from Station Blvd. The signalized intersection will operate at LOS B or better on all approaches during both peak hours. IX. SEASONAL CONDITIONS A Seasonal analysis for the proposed Station Park Development was conducted to provide information related to traffic impacts during the 6 week time period that the Saratoga Race Track is in season. The Saratoga Race Track is an upper echelon horse racing track that attracts tourists from all over the country. The competitive season begins in late July and closes in early September. To account for the increase in traffic volumes during this seasonal period, an increase of 10% was applied to all existing condition traffic volumes during the PM peak hour. This increase is based upon historical data along NY Route 9 that indicates traffic volumes during this time period are generally 10% higher than average traffic volumes at other times of the year. TABLE IV CAPACITY ANALYSIS RESULTS: SEASONAL OPERATIONS INTERSECTION EXISTING CONDITIONS BACKGROUND CONDITIONS BACKGROUND CONDITIONS PLUS PENDING PROJECTS FULL DEVELOPMENT CONDITIONS PM PM PM PM West Ave/Church St (S) Eastbound left/thru Church St C(33.2) C(34.0) C(34.0) C(34.0) Eastbound right Church St A(1.1) A(1.1) A(1.1) A(1.2) Westbound left Church St C(21.0) D(43.8) D(48.8) E(76.4) Westbound thru/right Church St B(11.9) B(12.3) B(12.3) B(12.3) Northbound left West Ave C(32.8) D(37.6) C(39.6) D(43.9) Northbound right West Ave A(2.3) A(2.5) A(3.1) A(4.1) Overall LOS B(17.4) C(22.1) C(23.6) C(29.9) West Ave/Station Lane (U) Northbound left West Ave A(8.9) A(9.4) B(10.0) B(10.5) Eastbound Station Lane C(17.0) C(18.2) D(28.9) F(76.3) West Ave/Washington St (S) Eastbound left Washington St D(46.7) D(53.1) E(61.0) E(76.1) Eastbound thru/right Washington St D(42.3) D(54.8) E(58.0) F(88.3) Westbound left Washington St C(29.3) E(60.7) E(72.0) F(105.1) Westbound thru/right Washington St E(70.2) F(96.0) F(121.9) F(170.5) Northbound left West Ave C(34.4) D(47.8) D(51.1) E(56.3) 13 July 2017

21 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY Northbound thru/right West Ave D(45.4) E(72.8) F(85.9) F(85.9) Southbound left West Ave C(21.8) C(25.8) C(28.5) C(29.9) Southbound thru/right West Ave E(63.2) E(76.2) F(111.5) F(148.4) Overall LOS D(51.4) E(70.3) F(87.7) F(112.0) Proposed Driveway/Station Lane (U) Northbound Proposed Driveway A(9.0) NA NA NA Westbound left Station Lane A(7.4) Proposed Driveway/Washington Ave (U) Eastbound left Washington Ave A(9.6) NA NA NA Southbound Proposed Driveway F(464) Notes: 4. C(18.1) = Level of Service (Delay in seconds per vehicle) 5. (S) = Signalized; (U) = Un-signalized 6. NA = Approach does not exist and/or not analyzed under this condition During this six week time period of the racing season at Saratoga Race Track, traffic conditions will be slightly worse than during the remainder of the year. However, similar to Christmas time in retail areas, this is not the determining factor for design purposes. X. TRANSPORTATION DEMAND MANAGEMENT RECOMMENDATIONS Transportation Demand Management (TDM) or Commute Trip Reduction (CTR) initiatives, if implemented strategically, can have a noticeable impact on reducing trips from a project. TDM is the application of strategies and policies to reduce Single Occupant Vehicle (SOV) travel demand, or to redistribute this demand in space or in time. By definition, TDM includes various strategies that produce a more efficient use of transportation resources and increase the efficiency of a transportation system. TDM programs have many potential benefits. They can reduce the total number of vehicle miles traveled (VMT) by promoting alternatives to driving alone. Fewer vehicle miles traveled results in less ozone pollution. Employers can use TDM programs to reduce overhead costs, enhance productivity and reduce employee turnover. TDM programs can also improve the use of public transit services, bikeways, sidewalks and carpool lanes by educating users about their travel options and coordinating trips between users with similar trip patterns. Implementing an effective TDM program may also reduce the required number of parking spaces for a project. Table V summarizes some of the benefits that can be realized from an effective TDM program. TABLE V BENEFITS OF TDM PROGRAMS BENEFIT Congestion Reduction Road & Parking Savings Consumer Savings Transport Choice Road Safety DESCRIPTION Reduces traffic congestion delays and associated costs. Reduces road and parking facility costs, as well as supply needed for parked vehicles. Helps consumers save money by reducing their need to own and operate motor vehicles. Improved travel options, particularly for non-drivers. Reduced crash risk. 14 July 2017

22 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY Environmental Protection Efficient Land Use Community Livability Economic Development Physical Fitness and Health Reduced air, noise and water pollution, wildlife crashes and other types of environmental damages. Supports strategic land use planning objectives, such as reduced sprawl, urban redevelopment and reduced habitat fragmentation. Improved local environmental quality and community cohesion. Supports a community s economic objectives, such as increased productivity, employment, wealth, property values and tax revenues. Improved public fitness and health due to more physical activity, usually through increased daily walking and cycling. Successful TDM programs reduce the number of vehicles on the road by increasing the number of persons per vehicle, or influencing the time of or need to travel. This in turn can lead to less traffic congestion, reduce the possibility that system upgrades or new facilities will be required, lower road maintenance costs and improve air quality. On March 27, 2017, the City of Buffalo enacted a TDM Policy as part of their newly adopted Green Code Land Use Plan and Unified Development Ordinance (UDO). A TDM Plan is required for most new development or substantial redevelopment within the City. The TDM Plan sets forth travel and parking demand reduction targets based upon a project s location and variables, such as proximity to a Metro Rail Station and zoning classification; these targets are either 10% or 20%. Satisfaction of the required target is based upon a project-specific selection of TDM Strategies, and associated credits, provided within the City s TDM Policy Guide. As stated in the TDM Policy Guide, these credits are based on a review of published literature, a survey of TDM policies and ordinances, and guidance published by professional transportation experts. A list of the Strategies available for selection is included in the Appendices. It is noted that the Saratoga Springs Complete Streets Plan recommended that TDM guidelines be included in the Saratoga Springs UDO for worksites greater than 50 employees. The following TDM strategies, and associated credit per Buffalo s TDM Policy Guide, are recommended for consideration in connection with the proposed project: 1. Transit (Up to 4%) a. Transit Coordination Coordinating transit routes, specifically Route 451, and marketing with the CDTA will boost ridership through increased awareness coupled with improved service. b. Route Expansion Rerouting CDTA Route 451 through the project site provides an opportunity for greater mode choice resulting in trip and parking reductions. c. Bus Stop Amenities A clean, well-lit, informative bus stop with shelters and seating greatly improves the image of the transit serving an area. Station amenities make taking the bus a comfortable experience, while proper maintenance tells people that transit makes up an important part of the neighborhood. New bus stops should have the following elements: A level concrete pad, unobstructed by street furniture, landscaping, or signage Reliable pedestrian access with clear sidewalks providing direct access to the bus loading area 15 July 2017

23 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY Clear sight lines allowing travelers to see around the stop and drivers to see around corners to make turns Adequate lighting Pedestrian amenities such as a bench and trash receptacle Route, schedule and information Bicycle rack d. CDTA Universal Access Coordinate with the CDTA to determine the feasibility and structure of the Universal Access initiative at the project site. Universal Access can provide discounted rates to riders via arrangements with the property. e. Future Trolley Service The conceptual trolley service expansion would provide enhanced use of higher capacity transportation. 2. Share Programs a. Bikeshare (1 trip for 5 bikeshare spaces or 5 bikeshare memberships) As stated in Section III, bikeshare will be available beginning in 2017 and can reduce travel demand, especially as nearby roadways are outfitted with dedicated bicycle facilities. As the bikeshare program expands, a bikeshare station can prove to be beneficial from an operation and quality of life perspective. b. Carshare Services, such as Capital Carshare, can be a substitute to private vehicle ownership (up to 15 vehicles for every one careshare vehicle, Ithaca Carshare), which can reduce parking demand. Expansion of a carshare program into the Saratoga Springs area could benefit the project site. 3. Promotion and Education (Up to 2%) Materials describing TDM benefits, opportunities, and incentives should be made available to the site s residents, tenants, employees, and visitors. These should be displayed in highly visible locations, printed materials given to new residents, and/or provided via online media. 4. Parking Management a. Shared-parking (Up to 10%) Should shared-parking between the project site and the train station take place, a modest trip reduction credit can be expected. b. Unbundled Parking (Up to 10%) Parking spaces that are sold or rented separately from building space (applies to employees, tenants, and residents) can positively impact travel and parking demand reductions. 5. Bicycle Facilities and Services a. Parking (1 trip for 5 bicycle spaces in excess of minimum required) Bicycle parking should be provided throughout the site and consist of a combination of shortterm and long-term storage. Short-term parking consists of standard bicycle racks in convenient locations; typically, adjacent primary building doors. Long-term storage may consist of bicycle lockers (within or outside buildings) or secure parking areas within buildings. b. Repair Station (1%) A bicycle repair station consists of tools design for emergency repair or maintenance of bicycles. These should be located in designated 16 July 2017

24 Traffic Impact Study Proposed Station Park Development City of Saratoga Springs, NY and secure locations. Such tools included are lubricants, bicycle tire pump, wrenches, screw drivers, etc. These strategies, along with marketing campaigns like Smart Trips a volunteer program whereby individuals commit to using alternate modes of travel, log their trips, and receive prizes for their efforts can reduce SOV travel demand. XI. CONCLUSIONS & RECOMMENDATIONS This Traffic Impact Study identifies and evaluates the potential traffic impacts that can be expected from the proposed Station Park Development located between Station Lane and Washington Street in the City of Saratoga, Saratoga County, New York, as described in this Study. The results of this study determine that the existing transportation network can adequately accommodate the projected traffic volumes and resulting impacts to study area intersections, with the mitigation recommended. The following sets forth the conclusions and recommendations based upon the results of the analyses: 1. The proposed Station Park development is expected to generate approximately 150 entering/146 exiting new vehicle trips during the weekday AM peak hour and 196 entering/177 exiting new vehicle trips during the PM peak hour. 2. Transportation Demand Management Strategies are recommended for all of the pending and proposed developments in this area in order to reduce site generated traffic volumes as a form of mitigation for these projects. 3. Signal timing optimization is recommended at the West Ave/Church St intersection. A roundabout is not feasible at this location. Signal timing optimization combined with areawide TDM strategies will provide acceptable operating conditions at this intersection. 4. A new three color, fully actuated signal is recommended at the West Ave/Station Lane intersection. A roundabout was evaluated and is not feasible at this location. 5. A roundabout was evaluated at the West Ave/Washington St intersection and is not feasible at this location. Therefore, installation of new right turn lanes is recommended on the eastbound, northbound and southbound approaches. In addition to the TDM strategies mentioned previously, the signal will require phasing and timing optimization. Satisfactory levels of service can be achieved with this mitigation. 6. A signal lane roundabout is recommended at the new Washington St/Station Blvd intersection. XII. FIGURES Figures 1 through 8 are included on the following pages. 17 July 2017

25 Allen Dr S Newton Ave FIGURE 1 - SITE LOCATION AND STUDY AREA Tait Ln Route 9N Care Ln McGee Rd! 1 Central Ave Allen Dr! 5 Station Ln! 2 Outlook Ave Worden Dr West Ave Glen Dr Marjorie Dr Madeline Dr Storage Ln PROPOSED STATION PARK DEVELOPMENT Glenwood Dr Eastman Ln Washington St! 4! 3 St Charles Pl St Rose Ct Lee Dr James Dr Michael Dr Grand Ave Legend! Study Intersection! Proposed Intersection Site Location Study Area PROPOSED STATION PARK DEVELOPMENT CITY OF SARATOGA SPRINGS, NY Feet ,200

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30 0 25 N Feet DATE DESCRIPTION DRAWN CHK RJM/ELG DFM SKETCH PLAN SITE PLAN DRAFT DATE: DRAWN BY: CHECKED BY: PHASE: UNAUTHORIZED ALTERATION OR ADDITION TO THIS DOCUMENT IS A VIOLATION OF SECTION 7209 OF THE NEW YORK STATE EDUCATION LAW. COPYRIGHT 2017 ALL RIGHTS RESERVED SARATOGA ASSOCIATES L200 SARATOGA ASSOCIATES PROJECT # M NO REVISIONS STATION LANE SARATOGA SPRINGS, NY STATION PARK TOP CAPITAL OF NEW YORK FIGURE 5 - SITE PLAN