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Corinth Rd Chazen Response to Comments_2017-03-27 NAP I E RALA CONSULTING 110 FAYETTE STREET PROFESSIONAL ENGINEER.PC. MANLIUS, NEW YORK 13104 SITE • DESIGN • ENGINEERING March 27,2017 Mr. Craig Brown Zoning Administrator and Code Compliance Officer Town of Queensbury 742 Bay Road Queensbury,New York 12804 Re: Proposed Fastrac Cafe 220 Corinth Road Town of Queensbury,Warren County,New York Queensbury Reference Numbers SP 22-2017 and SUP 5-2017 Dear Mr.Brown, The following is a compilation of project questions and Fastrac Markets LLC's (the Applicant's) responses regarding the proposed Fastrac Cafe at 220 Corinth Road(the project). The Chazen Companies (Chazen) conducted a review of the stormwater system design and the Traffic Impact Study as requested by the Town of Queensbury. By way of response to Chazen's letter dated March 23, 2017, we offer the following: Stormwater Manaeement& Erosion and Sediment Control: 1. Section 179-6-080 of the Town Code, states that stormwater drainage plans shall analyze the impacts of a project using at least a 50 year return interval storm with regards to both runoff rate and volume for commercial projects. It is noted that the stormwater management practices proposed for the site have been designed to fully infiltrate runoff from the 100 year return interval storm. The Applicant shall provide discussion/50-YR analysis in the SWPPP which demonstrates that the Town Code requirement has been met. The SWPPP will be revised to include the 50-year, 24-hour design storm in the analysis of the peak flow. As noted, the system is designed to collect runoff from the 100-year event; therefore, the 50- year storm,which will require less volume,can be accommodated without a change in the design. 2. The existing topography shown on Sheet C-3 is not consistent with existing topography shown on other sheets in the site plan set. The applicant to clarify. The inconsistencies between the sheets is a factor of trying to mesh the "existing", ie, current, condition with the developed condition of the hotel site. The hotel site is an active construction site and the driveway is currently paved with the asphalt binder only. The plans were put together to attempt to represent the finished condition of the hotel site. The plans will be reviewed and the inconsistencies will be corrected in order to present a more accurate depiction. 3. Inconsistencies were noted with the proposed grading shown on Sheet C-6. The proposed grading does not appear to tie into existing topography at the 200'contour on Corinth Road, and one contour that depicts the general grade of the site is labeled in some locations as 201 'and in other locations as 202'; the applicant to clarify and ensure that the proposed grading plan is consistent and constructible. PH 315-682-5580 0 FAx 315-682-5544 • EMAIL:MNAP@NAPCON.COM Fastrac Cafe, Corinth Road, Town of Queensbury 7 Response to Comments As stated in our response to Comment 2, the plans attempted to meld the current site conditions with the proposed grades of the hotel development. Through this process, inconsistent information is on the plans. This information will be corrected. 4. The applicant proposes to provide quality and quantity controls for a majority of the site's runoff through use of an existing shared infiltration basin located north of the project site with conveyance provided through existing roadside ditches. A plan of the roadside ditches and the infiltration basin shall be provided to the Town for review which shows all elevations, dimensions, and overflows. The shared infiltration basin and the existing roadside ditches have not been re-designed from the original Boehler Engineering design. The next submission will include Boehler's design information for the infiltration basin and the ditches for the Town's review. 5. It does not appear that details were provided for the sand filter pretreatment, sand filter; or underground infiltration practice. The applicant shall add details for all proposed post-construction stormwater management practices that include dimensions, material specifications and installation details. The plan set will be augmented to include complete details of all components of the stormwater management system. 6. The bioretention area is to receive runoff from the stormwater hotspots. Section 6.4 (page 6-57)of the NYS SMDM states that bioretention areas can accept stormwater hotspots but requires and impermeable liner. The bioretention detail does not depict the impermeable liner; the Applicant to revise accordingly. The detail will be revised to include the impermeable liner. 7. The proposed condition watershed map is not labeled and does not show time of concentration flow paths. The Applicant to revise accordingly. The map will be revised to include the labels as commented. 8. The plan does not indicate a connection between the sand filter and underground infiltration chamber. The applicant to clarify. The plans and details will include the connection piping between the two components of the stormwater management system. 9. The SWPPP indicates than an overflow has been provided for the bioretention area which shall limit ponding to a height of 6 inches. This overflow is not shown on the plan. The applicant to clarify. The overflow from the bioretention filter into the underground storage system will be shown on the plans and details. 10. Soil testing is required for the proposed bioretention area, sand filter, and underground infiltration practice to confirm that ATS SMDM design parameters are met with respect to separation from groundwater; soil type, and infiltration rates. The applicant shall perform and submit applicable soil testing. The Geotechnical Evaluation that Dente Engineering performed on the site for the proposed Holiday Inn Express has been used as preliminary data for the Fastrac project. Two borings, identified in the report as I-1 and I-2, are in relative proximity of the Fastrac site with I-1 being located at the northwest corner of the property. Both borings went to a depth of seven feet, which based on the Page 2 Fastrac Cafe, Corinth Road, Town of Queensbury 7 Response to Comments existing grades is to an elevation of approximately 193 (surveyor's assumed vertical datum). These borings did not encounter groundwater. A boring that was done at the southeast corner of the hotel building was the only boring to encounter groundwater, which was at a depth of 18.3 feet, approximately at elevation 179.7. The invert/bottom elevations of the onsite stormwater practices are: • Bioretention filter: elevation 192.25,approximately 12 feet above the observed water table • Underground Sand Filter: elevation 191.4, approximately 11 feet above the observed water table • Underground infiltration practice: elevation 187, approximately seven feet above the observed water table. The soils consist of a fine to medium brown sand. The average infiltration rate measured at I-1, which is the boring closest to the project site,is 18.9 inches per hour. 11. The NYS SMDM describes pretreatment requirements for bioretention areas. The applicant has proposed a direct piped connection to the bioretention area and does not appear to provide required pretreatment. The applicant to clam. A Crystal Stream water quality unit that will enhance the removal of hyrdocarbons, suspended solids, and other debris will be installed upstream of the bioretention filter. The NYS SMDM allows proprietary products to be used as pretreatment practices. 12. The NYS SMDM requires a planting soil bed depth of 4 feet. The bioretention filter cross section shown on Detail S, Sheet GIS indicates a planting soil depth of 30"; the applicant to clarify. A bioretention filter with a cross section in conformance with Figure 6.19 of the NYS SMDM has been provided. As dimensionally shown in the figure,the planting soil depth can vary from 30 inches (2.5 feet)to four feet. 13. Section 6.3.6 of the NYS SMDM states that infiltration designs should include dewatering methods in the event of failure; the applicant to clarify if dewatering methods are proposed. Due to the constraints of the site and the surrounding area,dewatering of the underground system will require pumping to dewater the system. This information will be provided in the revised SWPPP. 14. The applicant shall revise the SWPPP to include a discussion of the function of the proposed stormwater management system in frozen conditions with consideration given to the NYS SMDM's cold climate design guidance for the chosen practices. The SWPPP will be revised as commented to address the cold climate design guidance. 15. A legally binding and enforceable maintenance agreement may be executed between the facility owner and the Town ensuring that proper maintenance measures will be implemented for all proposed stormwater management practices as specified in Town code section 147-IO.D if the Town chooses. A draft of this agreement should be provided to the Town for review and shall be included in the SWPPP. a. It is noted that the applicant proposes use of an existing regional infiltration practice to provide quantity and quality controls for much of the site's runoff and has indicated that a storm water conveyance and quantity mitigation easement will be developed. The applicant shall idents any pre-existing maintenance agreements in place for these practices and include those in the SWPPP. If an existing maintenance agreement is not in place for these facilities, one shall be developed as part of this project as described above. Page 3 Fastrac Cafe, Corinth Road, Town of Queensbury 7 Response to Comments The maintenance agreements, as commented, will be included for both the onsite and offsite stormwater management facilities. 16. The SWPPP indicates that an archeological investigation was performed for the site as part of the neighboring Switch Co project and it was determined that construction activities would not have an adverse impact on archeological resources. Per the requirements of the SPDES General Permit, documentation to this effect must be included in the SWPPP. The applicant shall revise the SWPPP to include such documentation. SwitchCo has provided a copy of the letter of no effect that it received from SHWO. The archeological investigation included the project site and the documentation will be included in the SWPPP. 17. The SWPPP includes a discussion of potential impacts to threatened and endangered species and concludes that tree clearing will have to be limited to certain times of the year to protect Northern Long Eared Bats and the Indiana Bat. The applicant shall add the tree clearing requirements to the site plan. Notes will be added to the site plans to identify the tree clearing requirements in relation to the Northern Long Eared Bat and Indiana Bat. 18. An erosion and sediment control inspection and maintenance checklist is provided on page 30 of the SWPPP and maintenance/inspection procedures are listed in the Erosion Control Notes on Sheet C- 15. These lists are inconsistent. The applicant shall revise for consistency to ensure that these practices are properly maintained for the duration of construction. The SWPPP and C-15 will be revised to provide consistent notes,procedures,etc. 19. The NYS SMDM indicates that infiltration practices must be protected from sedimentation and compaction during construction to function as designed. The applicant shall clam how the proposed infiltration practice will be protected during construction. Notes and construction fencing to describe and delineate the infiltration practice area and the means and methods to protect the area from construction activity will be provided. 20. The HydroCAD model does not provide distinct inflow depths as indicated by the ">", which indicates that a time span of 5-20 hours may not be sufficient. The Applicant to revise the time span such that the full effects of the storm is realized. The time span of the HydroCAD model will be revised as commented. 21. HydroCAD model pond 6P "Underground Storage" accepts runoff from the site's hotspots. As indicated on the grading and drainage plan, the hotspot runoff is conveyed to a bioretention area, underground sand filter; and underground infiltration chambers. Pond 6P in the HydroCAD model does not appear to match the drainage plan. The Applicant to revise the HydroCAD model to match the drainage plan. A more formal review of the WQv, RRv, and pretreatment requirements will occur once the HydroCAD model matches the drainage plan. The HydroCAD model will be revised to include the water quality treatment practices. These practices provide additional storage and peak flow attenuation, most notably during the smaller and more frequent rainfall events, such that the addition of these practices to the model will increase the performance of the overall stormwater management system. Page 4 Fastrac Cafe, Corinth Road, Town of Queensbury Response to Comments 22. The Applicant shall revise the HydroCAD model to include all proposed drainage features (i.e. catch basins and pipes). The model will be revised as commented. 23. It is difficult to discern due to the post-development drainage map not having labels, the Applicant to clarify if Pond 2P Infiltration Basin is the existing large infiltration basin constructed during the Switchco development. The stage storage information for the infiltration basin does not match the stage storage information in Bohler's HydroCAD model for Switchco. The Applicant to clarify. All figures will be revised with corresponding labels to clarify the correlation between the mapping and the HydroCAD model. Stage-storage information from Bohler's HydroCAD model will be reviewed and compared to the information provided for consistency. 24. The subcatchment at Corinth Road, based on the existing topography, appears to require revision portions of the road would be tributary to the site.Applicant to revise%larify. The subcatchment boundaries and the corresponding hydrologic characteristics will be reviewed and revised as necessary. 25. The proposed HydroCAD model depicts the proposed nonhot spot subcatchment as the only tributary area to the road side ditch. However; the access road runoff, for the Switchco project, also contributes to the roadside ditch. The Applicant to revise the HydroCAD model accordingly and coordinate with Bohler Engineering as necessary. The modeling will be revised and coordinated with the Bohler modeling as necessary Traffic Impact Study: 26. There are a number of text mistakes in the narrative and tables that should be corrected for an accurate record copy for the files (i.e., reversed distribution percentages, wrong town, different project sizes,figure titles, etc.). The Applicant will review and revise the report for text and data inconsistencies. 27. This is a large project and the size exceeds the average sample size contained in ITE's Trip Generation Manual. The site is proposed at 5,800 square feet (SF) with 26 fueling positions;fueling positions are the maximum number of vehicles that can fueled at the same time. The study bases its trip generation on the 5,800 SF for a total of 238 and 296 trips in the AM and PM peak hours, respectively. However, using the 26 fueling positions yields 431 and 496 total trips for the AM and PM peaks - a significant difference in the estimates. The traffic study shouldprovide an analysis based on fueling positions. Further, this amount of traffic exceeds the volumes for Parcel A in the Rezone Study such that additional intersections will need to be included in the traffic study. Alternatively, the applicant may present an analysis for comparison purposes using store-specific trip rates calculated from a number of existing and similar-sized Fastrac facilities which are also located adjacent to interstate highways. Page 5 Fastrac Cafe, Corinth Road, Town of Queensbury 7 Response to Comments Further, the project includes a drive-thru. Drive-thrus are not typically included in this land use and the applicant should make further adjustments to the trip generation estimates if the drive-thru contributes to additional trips. Other service-type land uses in the Trip Generation Manual have higher trip rates with drive-thrus than without drive-thrus. The ITE Trip Generation Manual (9th edition) for LUC 853 Convenience Market with Gasoline Pumps states that the average floor area studied was 3,000 SF for both morning an evening peak hours and that the average number of fueling positions studied was 7 positions for the morning peak hour and 8 positions for the evening peak hour. The argument that the scale of the project exceeds the sample size of the ITE Manual is not relative to this project as the proposed building is 5,800 SF and the number of fueling positions is 20 positions,both well above the average. A trip generation analysis based on a 5,800 SF building was used because it provides a consistent estimate of vehicle trip ends across all Fastrac stores. Projecting trip generation using vehicle fueling positions over-estimates vehicle trips to the site. The diesel fueling positions should not be included in the total as the diesel dispenser canopy is an added convenience for trucks and heavy vehicles to fuel their vehicle without conflicting with passenger vehicles or pedestrians at the petroleum fueling canopy. The diesel spaces do not generate additional traffic. In addition,the 20 fueling positions do not accurately estimate trip ends as the dispensers are included for convenience,not due to demand. A comparison of the trip generation between the base of floor area and number of fueling positions is shown in Table 1, below. After deducting pass-by trips and CHA's Exit 18 Rezone Study projected trips at this location,the overall impact on the roadway is negligible under either condition. Using 20 fueling positions, the analysis yields one additional vehicle every four minutes added to the roadway networking entering or exiting the site during both the morning and evening peak hours. Table 1: Trip Generation Comparison LUC 853 Convenience LUC 853 Convenience Net Increase Market w/Gas Station Market w/Gas Station in Trips (5,800 SF floor area) (20 fueling positions) Added to Trip Total Pass Primary Total Pass Primary Roadway Type By By Network (65%) (65%) AM Peak Hour Enter 119 77 42 166 108 58 +16 Exit 119 77 42 166 108 58 +16 Total 238 154 84 332 216 116 +32 PM Peak Hour Enter 148 96 52 191 124 67 +15 Exit 148 96 52 191 124 67 +15 Total 296 192 104 382 248 134 +30 As with the diesel fueling canopy, the drive-thru is an added convenience to the Fastrac customer to purchase food or products in the store without getting out of their vehicle. The drive-thru does not operate like a typical fast-food or coffee shop and is not considered a traffic generator. Based on observations at other comparable Fastrac stores, there are only one to two vehicles using the drive- thru per hour. Page 6 Fastrac Cafe, Corinth Road, Town of Queensbury 7 Response to Comments 28. It is not apparent what "other" developments are included in the 2020 Build traffic forecasts. The study should list them and show their volumes on a figure. As stated in the Traffic Impact Study dated February 2017, in CHA's Exit 18 Rezone Study, the Build 2020 Condition includes three proposed build-outs for the parcel: a 170 room hotel, a 60,000 SF office building and a 7,000 SF bank or other service with drive-thru. In addition to the traffic forecasted by those three trip generators, CHA's report identified three approved development projects that were included in the 2020 No-Build Conditions. These projects include the Parillo Mixed Use (2,800 SF fast food and 20,000 SF office/retail), the 30,300 SF expansion of an existing 30,500 SF warehouse, and four 200 FT x 300 FT self storage buildings. These project trips are summarized in CHA's report. 29. The Private Drive to Corinth Road will be built in phases and the analysis includes a single lane for the Private Drive approach and the eastbound left-tum lane on Corinth Road which are currently under construction for the adjacent hotel project. The capacity analysis should also include all phases of the construction to verify the appropriate timing of the build-out of the additional improvements to the intersection, especially given the difference in trips in Comment 2. The construction of Private Drive is near complete and is expected to be fully operational by the opening of the Fastrac. The Corinth Road eastbound left-turn lane will be striped as part of the Fastrac construction. The Build 2020 Capacity analysis is for post-construction activities and no phasing is required. 30. The level of service results show a queue length of nearly 300 feet for the southbound Private Drive movement at the Corinth Road/Big Bay Road intersection. This extends past the exit lane at the southern site driveway such that left-turns exiting the site will be unable to exit, or they may be stopped across the northbound lane. The exit lane is proposed to be about 60 feet from the stop line at the intersection. Left-turns exiting the site should be prohibited at this location. The Build 2020 Conditions analysis for the PM peak hour shows a 50th percentile queue length of 83 feet (approximately four vehicles) and a 95th percentile queue of 242 feet (approximately 12 vehicles). The 95th percentile queue means that if traffic were observed for 100 signal cycles, the 95th percentile queue would be the queue experienced during the 95th busiest cycle. This is considered a worst-case scenario and is an overly conservative measure to design for. The 50th percentile queue, or the queue under average traffic, provides opportunity for the left-turning vehicle to maneuver out of the site and onto Private Road. 31. Further review of the capacity analyses will be provided pending resolution of the above comments. Acknowledged. 32. The following comments pertain to the on-site layout and circulation: a. There are three angled parking spaces in the front of the store that are presumably for large vehicles—vehicle paths in/out of the spaces should be shown on the plan to ensure that large vehicle access can be adequately provided. See Figure 1 attached showing a truck with a boat trailer attachment maneuvering into and out of the angled spaces. b. Plan C-4, Neighborhood Plan, shows a dimension of 34.7 feet from the eastern edge of the building to the property line. How much width is to be provided for the side-by-side drive- thru lane and the pass-by lane, and is it enough to adequately accommodate both lanes? Page 7 Fastrac Cafe, Corinth Road, Town of Queensbury Response to Comments 1 The drive-thru lane and pass-by lane are 18-feet wide total and one-way northbound. See Figure 2 attached showing a vehicle in each lane without any conflicts. It should be noted that the drive-thru is a means of convenience for the Fastrac customer and not typical to a fast-food or coffee shop drive-thru. Comparable stores show about one to two vehicles using the drive-thru per hour. c. As noted in Comment 2, drive-thrus are not typical for this type of land use. An analysis should be provided to determine if the stacking length is sufficient for the drive-thru lane to ensure that traffic will not back-up to the site access. As stated previously, the drive-thru portion of the project is not a trip generator and should not be treated like a fast-food or coffee shop drive-thru. The distance from the menu board to the Corinth Road driveway opening is approximately 100-feet or 5 car lengths and the distance from the menu board to the pick-up window is an additional 140 feet or 7 car lengths. Based on comparable stores showing one to two vehicles using the drive-thru per hour,a 12-car stacking length is more than sufficient to ensure clear site access. d. Vehicle paths to access the diesel fueling stations should be shown on the plan to ensure that ingress and egress can be adequately provided, especially considering what appears to be a narrow path for the pass-by lane adjacent to the drive-thru lane. Passenger vehicle access through the drive-thru lane and bypass lane can happen simultaneously as shown in Figure 1. As seen in Figure 3, a heavy vehicle will need the entire 18-foot one-way aisle to access the diesel canopy. Considering Fastrac anticipates approximately one to two vehicles per hour using the drive-thru lane, and approximately four to five heavy vehicles using the diesel canopy, conflicts should be minimal between the passenger vehicle in the drive-thru lane and the heavy vehicle maneuvering to the rear of the site. In the event of a conflict between a passenger vehicle and heavy vehicle, there is adequate stacking room(100 feet) for a 50 to 60 foot long truck to idle for the approximately 30 seconds a passenger vehicle is ordering at the menu board. e. There is a bypass lane adjacent to the diesel fueling pumps — how will vehicles access the lane when the adjacent parking lanes are occupied? Also, it appears that when fueling, a large truck could block access to the lane as well. The Applicant is reviewing the proposed parking spaces at the rear northeast corner of the site based on truck turning maneuvers and possible interconnectivity to the McDonald's property. The aisle between the fuel dispenser and edge of pavement is 21 feet wide which provides enough room for a passenger vehicle to bypass the fueling truck. Should the truck encroach into the bypass lane, the passenger vehicle has the option to bypass the diesel canopy using the southern bypass lane between the diesel canopy and the drive-thru lane. Page 8 Fastrac Cafe, Corinth Road, Town of Queensbury Response to Comments 1 f. For good access management practice, the site should allow for provisions for a cross connection to the adjacent property to the east. Parking spaces at the rear of site will preclude this. The Applicant is working with the McDonald's property owner to determine the feasibility of a vehicle and pedestrian cross connection. g. Is there a rear access to the store for patrons that use the rear parking spaces?If not, what is the walking path to the front of the store? Through the drive-thru route? The rear parking will be designed based on previous comments about truck turning and a possible connection to the McDonald's property. The parking in this area of the site will be designated as for employees only. Employees will be versed in a safe walking route from their vehicle to the front door of the building. 33. Conclusions of the Exit 18 Rezone Study include the need to provide a means to equitably allocate the costs for funding roadway improvements with developers and property owners in this area. It is recommended that the Town initiate negotiations with the project applicant to establish an agreement to begin to collect the funds for the improvements. At this time, Fastrac Markets, LLC is working with SwitchCo to negotiate an agreement for a repayment structure to the Town. Thank you for the consideration. Sincerely, NAPIERALA CONSULTING Professional Engineer,P.C. Matthew R.Napierala,P.E. Managing Engineer/President Page 9 Fastrac Cafe, Corinth Road, Town of Queensbury Response to Comments 1 Figure 1: Truck with Boat Trailer Parking Maneuver o.evr Hort �e.tv we P/B Car and Boat Trailer verall dLength 42.00 O f tQverall Width 8.000111=0 o= Overall BoGyy Hdht 6.3O5ft Clearance 2n. od h pfft me 40 s Max Steering Angle (Virtual) 31.60' W-PI • L.---J • •J • I �o 13= J © © I �o off( I I 0 • From Corinth Road =o OU - F taSa� L_____J 3011:11 n= • • • -- • • • I 3013 13C( I -i Will I � d • From Private Road Page 10 Fastrac Cafe, Corinth Road, Town of Queensbury Response to Comments 1 Figure 2: Passenger Vehicles-Drive-Thru Turning Maneuver � I � . 7F" -ro. I � fG L— II b-6 �b I I I L-----J L—---—J L-----J i a E P — Passenger Car Overall Len tit 19.000ft Overall wdt�t 7.000ft Overall Bad Height 5.101 ft Min Bod Ground Cleoronce 1.116ft Track dth 6.000ft Lock—to—lock time 4.00s Max Steering Angle (Virtual) 31.60' Page 11 Fastrac Cafe, Corinth Road, Town of Queensbury Response to Comments 1 Figure 3: Passenger Vehicles-Drive-Thru Turning Maneuver ■ ee psi• F' Fas#rac �^=af _ alO[ TrrrrrI T. IL o YF a 3s4�r ° luervn¢r-w R • � RIM=26D.38 RIM—yn1-10 ih�MY SrIi CORINTH ROAD (ROUTE 28) R1M=zon.aa s9r C- — All" e 9E'Work 0 10'Wn! WB-5 — Intermediate Semi—Trailer $ opp 0M era�l�l�of Hel ht 85� 42tft Mo 7ra5k�oudn�Clearance p£t MLochrcebbb—lock �irno Max Steering Angle (Virtual) 7. �' Page 12