Utica Medical Clinic CAPSTONE SPRING 2017

Nueva Era Engineering | CTC 490 | 5/4/2017

Table of Contents PROJECT SUMMARY AND PROJECT LOCATION ...... 5 INtroduction ...... 5 NUEVA ERA ENGINEERING ...... 5 ENVIRONMENTAL ...... 6 LEED ...... 7 NEW CONSTRUCTIONS AND MAJOR RENOVATIONS ...... 8 Interior Design and Construction ...... 9 Building Operations and Maintenance ...... 10 Neighborhood Development ...... 11 Homes ...... 11 Sustainable sites ...... 12 WATER POINTS ...... 13 REGIONAL PRIORITY ...... 13 STRUCTURAL DESIGN ...... 14 Overview ...... 14 Geotechnical Report...... 14 Building loads ...... 15 ROOFING LOADS ...... 15 FLOOR LOADS ...... 16 STAIRCASE LOADS ...... 17 HVAC LOADS ...... 18 Wind and Seismic Loads ...... 18 Elevator Details ...... 18 Structural Design Results...... 19 Structural Steel/Ram Output ...... 19 Foundation Walls/Footings ...... 20 Column Footings ...... 21

Concrete Slab on Grade...... 22 STORMWATER DESIGN ...... 22 Introduction ...... 22 Site Overview...... 23 Design Challenges ...... 24 Green Infrastructure Practices...... 25 Vegetated Swales ...... 25 Bioretention ...... 26 Pre and Post Construction Comparison ...... 28 SITE DEVELOPMENT ...... 29 Existing Conditions ...... 29 Placement of Building ...... 30 Proposed Conditions ...... 31 LEED Certification Points ...... 31 City of Utica Codes Requirements ...... 32 ADA ...... 32 Site Elevations ...... 33 Drainage ...... 34 Standard Details ...... 34 PARKING LOT LIGHTING ...... 35 DESIGN CRITERIA ...... 35 DESIGN ...... 36 LEED Points Justified ...... 37 UTILITIES ...... 37 WATER ...... 37 WATER MAIN DESIGN ...... 37 Sewer ...... 38 SANITARY SEWER DESIGN ...... 38

STORM SEWER DESIGN ...... 39 GAS ...... 40 GAS LINE DESIGN ...... 40 TRANSPORTATION ANALYSIS ...... 40 ESIMATING AND SCHEDULING ...... 41 ESTIMATING ...... 41 Scheduling ...... 42 Estimating Technique ...... 42 Scheduling Software ...... 42 Estimation Breakdown ...... 43 Schedule ...... 44 APPENDIX ...... 47 Structural ...... 133 ROOF Materials ...... 133 HVAC ...... 133 Ram Structural resultS ...... 151 FLOOR MEMBERS ...... 151 ROOF MEMBERS ...... 161 COLUMN SUMMARY ...... 167 BASEPLATES ...... 172 RAM RESULTS SUMMARY...... 172 COMPARE INDIVIDUAL BASEPLATES TO SPREADSHEET ...... 173 Schindler Elevator ...... 181 Slabs ...... 182 Snowloads ...... 186 STORMWATER DESIGN ...... 191 Pre-Construction Conditions 1-yr Storm ...... 191 Pre-Construction Conditions 10-yr Storm ...... 192

Pre-Construction Conditions 100-yr Storm ...... 193 Proposed Construction HydroCAD ...... 194 Proposed Conditions for 1-yr Storm (Western) ...... 195 Proposed Conditions for 10-yr Storm (Western) ...... 196 Proposed Conditions for 100-yr Storm (Western) ...... 197 Proposed Conditions for 1-yr Storm (Eastern) ...... 198 Proposed Conditions for 10-yr Storm (Eastern) ...... 199 Proposed Conditions for 100-yr Storm (Eastern))...... 200 NYS DEC Spreadsheet Data ...... 201 Site Development ...... 207 Stationing and Offset Table ...... 207 Signage Plan ...... 208 PARKING LOT LIGHTING ...... 209 Project site with lighting fixtures ...... 209 Detailed Lighting Fixture ...... 210 Light Distribution Map ...... 211 Utilities ...... 212

PROJECT SUMMARY AND PROJECT LOCATION

INTRODUCTION

Nueva Era Engineering was tasked with providing engineering plans and specifications for

a commercial tenant, which would take advantage of the proximity to major

transportation routes, excellent location relative to urban center of Utica, NY, and the

proposed downtown hospital that is currently in planning stages. The structure will be a

two-story Medical Office building containing an Urgent care unit and an Outpatient

Surgical Facility. The building will sit on a 5.6acre lot that is the former site of the Utica

Municipal Housing Authority complex, just north of Whitesboro Street.

NUEVA ERA ENGINEERING

Nueva Era Engineering was formed during the Spring 2017 Semester. Nueva Era

Engineering is committed to enhancing the skills of young aspiring engineers who are entering the workforce after college. Two of our major Core Values are Integrity, and

Collaboration. We strongly believe in behaving honestly with the highest standards of

ethical intent, and that teamwork and communication are both key ingredients in the

recipe of success. The seven major departments are, Environmental, LEED Design,

Structural Design, Stormwater Management, Site Development, which also has Utilities

and Lighting as a branch, Transportation, and Scheduling and Estimating.

ENVIRONMENTAL

A history report was completed using google earth and Sanborn maps of the project location to determine the properties existing conditions, if there was a possibility of contamination in the ground at the project location, appropriate approaches for treatment, to determine if existing utilities are present for the new medical clinic to connect to, to provide significant dates or periods of construction, and to determine other additional information.

After completing the history report, the State Environmental Quality Review

(SEQR) Short Environmental Assessment Form was completed with assistance from EAF

Mapper. EAF mapper is a screening tool intended to assist project sponsors and reviewing agencies in preparing an environmental assessment form (EAF). EAF Mapper came to the conclusion that there may be a species of animal or habitat that is listed by the State or

Federal government as threatened or endangered. Because of this, a project review cover form to the NYS Parks, Recreation, and Historic Preservation Division for Historic

Preservation was submitted to determine the animal or habitat that is listed as threatened or endangered at the project location. This form was also submitted to get permission to construct the medical facility on this project location. The Project Review Cover Form requires a project description, maps of the project location, and photographs of and from the project location.

Please refer to appendix for additional information pertaining to the history report

Refer to appendix for additional information on SEQR (Short Environmental

Assessment Form), Project Review Cover Form, and additional information

required for each.

LEED

LEED is leadership in energy and environmental design, it was created by the U.S green building council to be the standard guide and certification for buildings. LEED is designed to work for all types of projects and buildings regardless of where they may be in the life cycle. You can implement LEED standards into projects that are still in design to historical buildings that are going through renovations. It applies in every aspect of a project, from site work, structural design, energy usage, water usage, indoor conditions, outdoor conditions and many more. There are five main categories that determine which guiding standard for LEED certification points your project can earn. These are five main categories that can apply to your project:

NEW CONSTRUCTIONS AND MAJOR RENOVATIONS

Addresses design and construction activities for both new buildings and major renovations of existing buildings. This includes major HVAC improvements, significant building envelope modifications and major interior rehabilitation;

• Core and Shell Development: For projects where the developer controls the

design and construction of the entire mechanical, electrical, plumbing, and fire

protection system—called the core and shell—but not the design and construction

of the tenant fit-out.

• Schools: For buildings made up of core and ancillary learning spaces on K-12

school grounds. Can also be used for higher education and non-academic

buildings on school campuses.

• Retail: Addresses the unique needs of retailers—from banks, restaurants, apparel,

electronics, big box and everything in between.

• Data Centers: Specifically designed and equipped to meet the needs of high

density computing equipment such as server racks, used for data storage and

processing.

• Warehouses and Distribution Centers: For buildings used to store goods,

manufactured products, merchandise, raw materials, or personal belongings, like

self-storage.

• Hospitality: Dedicated to hotels, motels, inns, or other businesses within the

service industry that provide transitional or short-term lodging with or without

food.

• Healthcare: For hospitals that operate twenty-four hours a day, seven days a

week and provide inpatient medical treatment, including acute and long-term care.

INTERIOR DESIGN AND CONSTRUCTION

Applies to projects that are a complete interior fit-out; includes Commercial Interiors,

Retail and Hospitality

• Commercial Interiors: For interior spaces dedicated to functions other than retail

or hospitality.

• Retail: Guides retailer’s interior spaces used to conduct the retail sale of

consumer product goods. Includes both direct customer service areas (showroom)

and preparation or storage areas that support customer service.

• Hospitality: Designed for interior spaces dedicated to hotels, motels, inns, or

other businesses within the service industry that provide transitional or short-term

lodging with or without food.

BUILDING OPERATIONS AND MAINTENANCE

Applies to existing buildings that are undergoing improvement work or little to no construction; includes Existing Buildings, Schools, Retail, Hospitality, Data Centers, and

Warehouses & Distribution Centers;

• Existing Buildings: Specifically, projects that do not primarily serve K-12

educational, retail, data centers, warehouses and distribution centers, or

hospitality uses.

• Retail: Guides existing retail spaces, both showrooms, and storage areas.

• Schools: For existing buildings made up of core and ancillary learning spaces on

K-12 school grounds. Can also be used for higher education and non-academic

buildings on school campuses.

• Hospitality: Existing hotels, motels, inns, or other businesses within the service

industry that provide transitional or short-term lodging with or without food.

• Data Centers: Existing buildings specifically designed and equipped to meet the

needs of high density computing equipment such as server racks, used for data

storage and processing.

• Warehouses and Distribution Centers: Existing buildings used to store goods,

manufactured products, merchandise, raw materials, or personal belongings (such

as self-storage).

NEIGHBORHOOD DEVELOPMENT

Applies to new land development projects or redevelopment projects containing residential uses, nonresidential uses, or a mix. Projects can be at any stage of the development process, from conceptual planning to construction; includes Plan and Built

Project

• Plan: certification is available to your neighborhood-scale project if it’s currently

in any phase of planning and design and up to 75% constructed. We designed this

offering to help you or your developers market and fund your project among

prospective tenants, financiers, public officials, etc. by affirming your intended

sustainability strategies.

• Project certification: designed for neighborhood-scale projects that are near

completion, or were completed within the last three years.

HOMES

LEED for Homes is available for building design and construction projects for single family homes and multifamily projects up to eight stories.

• Homes and Multifamily Low-rise: Designed for single family homes

and multifamily buildings between one and three stories.

• Multifamily Midrise: Designed for midrise multifamily buildings between four

and eight stories.

Depending on the total points earned by your project, it can be certified under four different levels. The starting level of certification is 40-49 points, next level is Silver 50-

59 points, followed by Gold 60-79 and highest level of Platinum 80 points and above.

At Nueva Era Engineering we use LEED as the foundation to our designs. On this project, we used LEED 2009 for New Construction and Major Renovation rating system.

The project earned a total of 31 points for the civil engineering portion of the project. The project earned LEED points for each qualified sub-categories of New Construction and

Major Renovation are listed below;

SUSTAINABLE SITES

23 points

Site Select - Avoid Inappropriate sites: Site meets criteria = 1 point

Development Density and Community connectivity: site is previously developed and meets connectivity requirements= 5 points

Brownfield Redevelopment: Documented as a brownfield by Phase 2 ESA and effectively remediated = 1 point

Alternative Transportation- Public Access: Site is within ½ mile from commuter rail = 6 points

Alternative Transportation- Bicycles: Bicycle storage for 5% of occupants plus showers and changing rooms = 1 point

Alternative Transportation- Fuel efficient vehicles: Project will include discounted, preferred parking for 5% of FTEs = 3 points

Alternative Transportation- Parking: Project provides preferred or discounted parking for carpools for 5% of FTEs = 2 points

Stormwater Design- Quantity Control: Stormwater Management Plan results in no net increase in runoff = 1 point

Stormwater Design- Quality Control: Project captures and treats 90% of runoff with

BMPs = 1 point

Heat Island Effect-Roof: Project roofing materials meet SRI requirements for at least

75% of roof = 1 point

Light Pollution Reduction: Design minimizes light trespass from building and site = 1 point

WATER POINTS

4 Points

Water Efficient Landscaping- 50% or elimination: Design eliminates potable water use for irrigation = 4 points

REGIONAL PRIORITY

4 Points

Bus stop proximity = 1 point

Stormwater Design- Quantity Control = 1 point

Heat Island Effect-Non-roof = 1 point

Heat Island Effect-Roof = 1 point

STRUCTURAL DESIGN

OVERVIEW

The Outpatient Surgical Facility was designed using the 2010 NYS Building

Code as well as ACI Concrete Design Codes and the ASCE LRFD Steel Design

Codes. This section of the report contains all the information regarding the foundation, concrete slab, geotechnical reports, structural loads, Ram Structural System

Specifications, and Results and other portions of the structural building design and layout.

GEOTECHNICAL REPORT

The geotechnical report for this building was sourced from John P. Stopen

Engineering Partnership out of Syracuse, NY for QPK Design also out of Syracuse,

NY. The soils consist of a thin layer of Lacustrine sand which is overlaid on Glacial Till and Utica Shale Bedrock. the borings that were completed encountered medium dense

sand and gravel between 6 and 10 feet below ground surface and glacial till was encountered below the sand to a maximum boring depth of 50ft. based on these borings an allowable bearing stress of 4 kips per square foot was to be used in the design of the concrete foundation and slab.

BUILDING LOADS

The calculated building loads for the proposed structure (with the exception of snow loads) are based on the 2010 NYS Building Code.

ROOFING LOADS The roof loads are comprised of a combination of snow load, calculated by

Section 1608.2-1608.3.5 in the 2007 NYS Building Code, and roofing materials. The snow load was calculated to have a factored live load of 73.9psf across the entire roof.

This was calculated using the following equation:

Pf = 0.7*Ce*Ct*I*Pg = 0.7*1.0*1.0*1.1*60psf

Ce = 1.0, due to surface roughness B or C, exposure category B or C, and

partially exposed.

Ct = 1.0, due to not being a continuously heated greenhouse, unheated

structure intentionally kept under freezing, or a structure kept just below freezing

with a cold, ventilated roof.

I = 1.1, due to not being a substantial risk building as well as not an

essential facility.

Pg = Ground snow load in Utica, NY, based upon ground snow load map

Figure 7-1.

Pf = Calculated snow dead load

http://publicecodes.cyberregs.com/st/ny/st/b200v07/

The roof system consists of a 90 mil thick RubberGard EcoWhite Platinum EPDM

Membrane. Made by Firestone Building Products, 2 layers of ½” thick USG Securock glass-mat roof board manufactured by USG Roofing Solutions (one layer on both the top and bottom of the insulation layer), 4” (2 layers of 2” thick boards, with staggered joints) of RMax Multi-max FA-3 insulation. It is manufactured by RMax Insulation, all of which to be installed on 1-½” 20 gage Type-B roof decking. These materials total 24psf of dead load across the entire roof, bringing the total factored load used to design the roof up to

97.92psf. For this type of building Factory Mutual Span does apply and therefore the maximum span was set at 6’-6”. An overview of the roof boards, EPDM membrane, and insulation can be found in the Appendix: Structural Loads. Note: an HVAC unit is also considered for roof loading, and is discussed in the following section.

FLOOR LOADS The floor loads for the Medical Building were found in the 2010 NYS Building

Code. The types of occupancy that the building is designed to deal with determine the

loading. Due to the fact that it is a medical building it is subject to higher loading than

other types of buildings. The NYS Building code stated that for Hospital Corridors the

occupancy level requires an 80psf loading across the floor. The NYS Building Code also

requires higher loading levels to be used for design in storage and mechanical rooms. The

code required that 100psf be used for mechanical rooms and 125psf be used for the

design of the storage rooms to take into account the large amount of static weight placed

in the areas. After factoring the loads, the factored floor load for the majority of the

floor came to 128psf with the mechanical room having a load of 160psf and the storage

areas having a design factored load of 200psf. The floor construction uses a 5.5 inch

thick slab including a 1 ½” Lok Floor metal deck. This met our 2 hour fire rating required

by code. Also included in the dead load are allowances for mechanical and electrical

applications as well as ceiling coverings. Taking all the aforementioned items into

account the dead loads came to be 96psf after factoring all loads. The total load used on

the majority of the floor of the building was 224psf with the total increasing to 256psf for

mechanical areas and 296psf for storage areas. An overview of the floor loads can be

found in the following appendices.

STAIRCASE LOADS The staircase for the medical building was not designed during this project but in order to

properly calculate our floor loading and beam sizes the stair cases weight needed to be

calculated. The structural design team used a 150psf load on the stairs, taking into

account 100psf L.L and 50psf D.L The tributary width was 3.75 ft. There is a direct

reference to the hand calculations that were done to calculate the distributed and point

loads on the surrounding beams.

HVAC LOADS The Outpatient Surgical Facility will be equipped with a single HVAC unit, located on the roof above the mechanical room that is used to keep the facility at the correct temperature throughout the year. The proposed HVAC is a Trane packaged heat pump, model WSC120A downflow unit. This unit will come equipped with an economizer, powered exhaust, motorized damper, coil guards, hinged doors, powered convenience outlet, roof curb, and electric heaters. The manufacturer's specifications are included in the Appendix: Structural Loads. The corners, after taking the accessories and snow load into account, were 410 lbs. and translated as a line load the unit is 111 lbs/ft.

WIND AND SEISMIC LOADS

The Surgical facility design process did not include allocations for wind and seismic loads in the load cases.

ELEVATOR DETAILS

The elevator being used in the Outpatient Surgical Facility is a Schindler 330A

Holeless Hydraulic elevator. The elevator uses a hydraulic lifting mechanism to raise the

cab from level to level. The maximum travel of the cab within the elevator shaft as per

the specifications given in the manufacturer information is 39’ of which the building will

use 12’8”. The opening required for the elevator shaft is 8’4” by 6’0”. The elevator also

requires a pit that has a depth of 4’. The foundation will consist of a 12 in. concrete slab,

4 feet below the finished floor elevation of the building. Along with a 10 in wall footing

that is continuous around the elevator. Reinforcing in the elevator will be detailed in the sheet 1.1 of the structural plans.

STRUCTURAL DESIGN RESULTS Structural Steel/Ram Output

The design of the structural steel framing of the Outpatient Surgical Facility was performed by RAM Structural System. RAM Structural System is a structural analysis and design program created by Bentley Software solutions. This program is very useful in the design of steel framed buildings due to its automated design and analysis of the structure that is input by the user. Before the building can be designed the user must input all beam, column and decking manually. This requires the user to calculate the locations of columns as well as the beam spacing but no manual beam calculations need to be completed. Decking, loads and structure design criteria must also be input by the user before the design can be completed. Once these steps have been followed and all inputs are correct, RAM will calculate the reactions and moments in the beams and size the members based on specified design tables and guides.

Over the course of the project the Surgical Facility was designed two separate ways. The building was first designed Non-Compositely through RAM in order to ensure all loads and criteria were entered into the program correctly as well as to allow manual calculations to be done to check the calculations done by the program. Once the setup was confirmed to be correct the design was converted to a composite model. This meant that now the beams were to be designed with shear studs along each beam that work with

the concrete slab as one composite structure. This is where RAM structural system

becomes very useful. A composite structure such as this is also an indeterminate structure which is very difficult if not impossible to calculate manually, RAM has to ability to solve and design these structures.

RAM also allows the user to limit beam sizes manually if there are circumstances that require a specific size or require specific clearances. In cases such as around staircases and elevators sizes can be limited in order to prevent overhang or interference with clear spaces. It also allows the user to prevent issues with framing such as a deeper beam framing into a shallower section. Beams can be selected manually and RAM will calculate whether the chosen section is adequate for the application.

Foundation Walls/Footings

For the foundation walls, the structural team decided to go with a 12 inch thick concrete wall, we made this decision due to the wall construction that is above the concrete wall. The exterior walls that are above the foundation wall consists of 3” thick red brick, a 2” airspace, 2 layers of ⅝” gypsum wall board, and a 6” metal stud, making a total of wall thickness of 12 ¼”. So making the wall 12” allows for most of the above wall construction to sit on a surface.

The wall footing that is below the foundation wall it is used to disperse the weight

of the wall loads above by transferring the loads down to the footing. The structural team

went with a 1’ x 2’ continuous wall footing, we went with this size because if these

dimensions were used then no reinforcement bars were required to be placed based on development lengths.

Column Footings

Individual column footing are used to disperse the axial load over the area of the footing to the earth. For the individual column footings, the structural team decided to design each individual footing as a square, with a minimum thickness of 16”. This is because there are no restrictions such as adjacent buildings to cause the shape of the footing to differ. Once the general footing shape was decided, the structural team created an individual column footing schedule, giving each individual footing a designation with a letter. The sizes of the footings, and the reinforcement within them are based on the axial loads traveling through the column. Reference the drawing to see the sizes and the reinforcement bars associated with each footing. The reinforcement put into the footings were calculated with the consideration of the development length. See the following appendices for the calculations associated.

Column pockets are the location where the columns rest inside the foundation wall. For the design of the column pockets, the structural team went with a general size of

16” x 16” area for the columns baseplate to sit. This was decided because the baseplate needs enough room to rest inside of the pocket. The team also needed to consider the space that is required for the steel erectors to fit their drills between the columns and the concrete surrounding the columns itself.

Concrete Slab on Grade

The final design that the structural team needed to consider for the foundation was the concrete slab on grade and the reinforcement associated with it. The slab of a building is used to give a surface for the building occupants to walk upon. The reinforcement inside the slab is used to control the cracking of the slab due to temperature. The team first had to decide on the building category it would be considered, which we decided was commercial or institutional. Once decided, the team had to choose the thickness of the slab with the reinforcement to be placed inside of it. The choice of the slab thickness and reinforcement was done with the use of a design sheet specifying the thickness and the reinforcement associated with its specific thickness. So the structural team went with a 5” thick slab with reinforcement size of 6” x 6” W2.0 x W2.0. The sheet referenced here can be seen in the appendix that follows this report.

STORMWATER DESIGN

INTRODUCTION

Stormwater management is a major facet when designing for a project on a proposed site. Runoff from stormwater is a major cause of water pollution carrying trash, bacteria, and other unwanted pollutants. Proper stormwater planning calls for designing a site to handle the largest storms and amount of water the property will get. For this project, the site is designed to handle a 100 year storm. Engineers are looking for a more

cost effective and resilient way to manage water on a project in a given area. Green infrastructure is a cheaper and economically friendly practice in reducing water while providing cleaner water, natural habitats, and flood protection. The New York State

Department of Environmental Conservation (NYSDEC) provides different green infrastructure practices located in chapter 5 of their stormwater management design manual. Two practices were chosen from this design manual, a vegetated swale and bioretention pond. These two techniques will implement reductions in calculated runoff and required water quality volume from the contributing area on the site located on

Whitesboro Street in Utica, NY. Using the NYSDEC runoff reduction worksheets to properly size these techniques, they can be designed in HydroCAD to reduce the outflow of water from the existing pre-construction site.

SITE OVERVIEW

The project site is at the location of the former Utica Municipal Housing

Authority complex situated just north of Whitesboro Street in the City of Utica. In 2005, the housing units were demolished and all foundations were removed. In 2007, the City of Utica removed all remaining roads, and foundations, and then installed new sidewalks and sewers in order to present the site as “shovel ready” and to attract development with the City limits.

The only remaining structure on the site is comprised of a small business known as A&P Master Images along the northern border, a large parking lot for Utica

Auditorium, and former “Tony’s Audilicious” on the western site border adjacent to

Potter Street. The catch basin that the stormwater plans are hooking up to are located to

the north of the site located on the south side of Water Street.

DESIGN CHALLENGES

When designing the stormwater plan for this site, although the property is

comprised of good soil and had a lot of usable land, there were still some issues that were

encountered. One of them being an existing building located on the site (A&P Master

Images) to the north of the Utica Medical Center. This buildings lot consists of the land

fifty feet off of the back of their building. This did not leave much room to design certain

things such as using just a bioretention without a swale. The swale helps direct the water

to the designed bioretention.

When designing, there were a lot of different ideas that were considered. Ultimately, the final product needed to treat and reduce all the water (storm runoff). A few ideas that were considered included using rain gardens, porous pavement, and adding trees to treat and reduce the stormwater. Although all these options would work more of these options would need to be included in the design. Our final design was a simpler option.

GREEN INFRASTRUCTURE PRACTICES

Vegetated Swales

Vegetated swales are maintained turf-lined swales designed specifically to

transfer stormwater at low velocities. These swales are designed to promote natural

treatment and infiltration. Used as an alternative to storm sewers, swales increase time of

concentration and reduce peak discharge if designed properly. A vegetated swale requires

maintenance in order to keep vegetation at a height of approximately 4 to 6 inches. For

this project, there will be two swales extending east and west on the north side of the

building. The designed bottom widths are 6 feet, side slopes are 3:1, channel height is 1

foot, flow depth of 0.33 feet, and type B soil with an infiltration rate of 37 in/hr for both swales. The shorter swale on the northwest side of the building has a designed length of

245 feet at a 0.8% slope and the swale flowing to the opposite side is 355 feet at a 0.7% slope.

DESIGN NUMBERS

*All numbers are calculated on the excel spreadsheet found in Appendix H*

Northwest side Swale

• Velocity = 1.18 fps

• Detention Time = 3.47 mins

• Runoff Reduction = 378 ft3

• Portion of Water Quality Volume not reduced = 1,514 ft3

Northeast side Swale

• Velocity = 1.08 fps

• Detention Time = 5.48 mins

• Runoff Reduction = 704 ft3

• Portion of Water Quality Volume not reduced = 2,815 ft3

The swales are not able to handle all of the water quality volume that they

convey. Therefore the swales will lead to separate bioretention ponds to provide final

runoff reduction volume and/or treatment.

Bioretention

Bioretention is a pond like structure that removes contaminants and sedimentation

that is collected from other stormwater management practices(SMP). This SMP consists

of plants, planting soil, grass buffer strip, engineered soil, and an underdrain. The stormwater runoff is collected from the sheetflow on the site and collected into the vegetated swales. From the swales, it is transferred to the forebay ponds, and then into the

bioretentions. This practice is used to treat the volume of stormwater runoff stored within

the depression. Within the depression engineered soil with a value of 37 inches per hour

infiltration rate treats the runoff that is collected.

DESIGN NUMBERS

Northwestern Biorention

• Water Quality Volume = 1892ft3

• Depth of Soild Media (df) = 2.5 feet

• Hydraulic Conductivity (k) = 0.5ft/day

• Average Height of ponding (hf) = 0.5 feet

• Filter Time (tf) = 1.67 days

• Required Filter Area = 1889 ft2

• Designed Filter Area = 2500 ft2

• Soil Infiltration Rate = 37 in/hour

Northeastern Biorention

• Water Quality Volume = 3519 ft3

• Depth of Soild Media (df) = 2.5 feet

• Hydraulic Conductivity (k) = 0.5ft/day

• Average Height of ponding (hf) = 0.5 feet

• Filter Time (tf) = 1.67 days

• Required Filter Area = 3512 ft2

• Designed Filter Area = 4000 ft2

• Soil Infiltration Rate = 37 in/hour

PRE AND POST CONSTRUCTION COMPARISON

Before any designing was done the outflow for this lot for a 1-year storm was

0.12 cfs, a 10-year storm was 1.98 cfs, and a 100-year storm was 9.18 cfs. When

comparing this data to the outflow of the post-construction phase at all three storms the outflow was zero. With the stormwater design all the runoff at this site is being accounted for and is being treated. Being that all the water is accounted for there is no

need for any catch basin in this site.

Outflows (cfs)

1year 10 year 100 year

Pre-Construction 0.12 1.94 9.18

Post-Construction 0 0 0

SITE DEVELOPMENT

EXISTING CONDITIONS

The existing Utica Gateway Site on Whitesboro Street in Utica New York used to be a low income housing development. This site had utilities running under the site such as electrical wiring, sewer, and water pipes. Between the years of 2005 and 2007 the City of Utica removed the buildings including their foundations. At the same time the city created new sidewalks along the site. Half of the site was developed as an extra parking lot for the Utica Auditorium and the other half was undeveloped. On the center top section of our site there's a building that is owned by a small business named A&P

Master Images. The site is approximately 5.6 acres. There are no outpatient medical clinics in close proximity to the Utica Gateway Site making this site an ideal location.

PLACEMENT OF BUILDING

Four main factors decided the placement of the building. One factor was providing direct access to Broadway for incoming and outgoing traffic. Another factor was allowing easy access to existing sewer and various other utilities lines. Providing sufficient drainage on this site without interfering with the existing structure in the north end of the site was also taken into consideration.

PROPOSED CONDITIONS

The proposed site design conforms with the City of Utica zoning code as well as meeting the ADA (American Disability Act) requirements. The site design team has taken the owner's needs for servicing a medical outpatient facility. Protecting the environment was taken into consideration during the design as well, several LEED certification points were gained due to this. A 24 foot wide road will provides access to the front and rear parking lots from Whitesboro St. The front parking lot will provide 40 spots designated for patients and visitors. The back parking lot will be for employees and medical staff which consists of 50 spots. The proposed layout conforms with all the required codes, provides smooth traffic flow, and attempts to be environmentally friendly. All signage on the site must conform to MUTCD standard or equivalent see

Appendix B sign locations and quantities.

LEED CERTIFICATION POINTS

The Nueva Era Engineering Site and LEED teams came together to find ways to make the project the most environmentally friend that can be obtained. After looking over many different elements of the surrounding area and the site lay out itself the teams found a few environmentally friendly options that are being used for this project. The first option is installing a bicycle rack for the employees and or visitors to use. The second and third options are installing special parking spots for low emission vehicles and for people who carpool to the site. The site team designed the bike rack and the signage for these three options. To look at the design and layout of these options refer to drawing 31

details SD-4 (Bike Rack Detail), and SD-4 (Signage Details). For more information on the requirements and specifications for these three options, please refer to the LEED’s team report.

CITY OF UTICA CODES REQUIREMENTS

The 2016 Utica, NY zoning requirements 2-29-384-(10) states “Medical or dental clinic: there shall be four parking spaces per examination or treatment room, plus one space for each doctor and employee.” The proposed building has a total of ten examination rooms which means that in order to comply with the code a total of 40 parking spots are going to be needed for patient parking. Employee parking will have a total of 50 parking spots which includes extra 5o percent of parking spots in order to have ample room to manage shift changes. Both the employees parking and patience parking combine to be 90 spots which complies with the Utica zoning requirements of 80 minimum parking spots. Therefore the parking lot conforms to the Utica zoning requirements.

ADA

American Disability Act require to have a certain amount of accessible parking

for hospital outpatient facilities. The ADA code 208.31 states that “Ten percent of patient

and visitor parking spaces provided to serve hospital and outpatients facilities shall

comply with 502.” Therefore ten percent of total patients parking of 40 spots will equal a

total of 4 accessible parking spots. The Nueva Era Engineering site team felt this was not

adequate for a Medical Clinic. Therefor the team decided to base the ten percent off of the total amount of parking spots of 90. This means instead of having only 4 accessible parking spots there will be a total of 9 accessible parking spots for the Utica Medical

Clinic.

SITE ELEVATIONS

The final floor elevation for the medical center will be at 412’ above sea level.

This elevation was proposed because it is one foot above the 100 year storm flood plain; which is required to comply with Utica code as well as LEED criteria. The existing ground elevation where the building is proposed has a elevations ranging from 410’ to

413’. The actual slope of the land matches the proposed parking lot slopes naturally so sustainable cut and fill can be achieved. Spot elevations were provided to ensure proper drainage off the site. Locations were measured off an azimuth of 352° for the proposed site layout and documented in the stationing and offset table (Appendix A). The proposed site locations can be seen below.

DRAINAGE

The lot being proposed is a fairly flat property with only a variation of about three feet from one side of the property to the other. With this shallow change in elevation a big concern is getting the water drained away from the proposed building. A two percent slope into a drainage swale is proposed for both the front and rear parking lots. See stormwater for additional details.

STANDARD DETAILS

Most of the details attained for this particular site were in accordance with the

New York State Department of Transportation’s Standard Specifications. The curb

details both standard curb and mountable curb were as per NYSDOT standard sheet No.

609-03. The sidewalk detail, as per NYSDOT under the 608 Standards. The bike rack

detail was detailed as per manufacturer’s dimensions along with site requirements. The

building required a bicycle rack to hold at least 4 bicycles. We designed the rack to hold a

capacity of 5 bicycles.

PARKING LOT LIGHTING

DESIGN CRITERIA

The Parking lot lighting design process was governed by the LEED requirements outline

below.

LZ4: High2 (high-activity commercial districts in major metropolitan areas)

Design exterior lighting so that all site and building-mounted luminaires produce a

maximum initial illuminance value no greater than 0.60 horizontal and vertical

footcandles (6.5 horizontal and vertical lux) at the LEED project boundary and no greater

than 0.01 horizontal footcandles (0.1 horizontal lux) 15 feet (4.5 meters) beyond the site.

Document that no more than 10% of the total initial designed fixture lumens (sum total of

all fixtures on site) are emitted at an angle of 90 degrees or higher from nadir (straight

down).

LZ2, LZ3 and LZ4 - For LEED project boundaries that abut public rights-of-way, light trespass requirements may be met relative to the curb line instead of the LEED project boundary.

DESIGN

The parking lot lights were designed using Cooper Lighting’s online light simulation program. This program lets the user select the light and place the light on a grid which then shows the luminaire output from the light chosen. Once the light is placed the different line colors on the grid show the amount of light and how far it spreads.

Using this program two poles with three head lights at ninety degree angles were chosen to light the parking lot. The poles will be placed on the center island of the parking lot.

Vision site small LED luminaire will be used as the light source.

LED bulbs are much more efficient and have a more direct beam of light which helps with reducing the light overflow off the site. LED lights emit light at 180 degrees which is more direct than the metal halide light fixtures which emit light at 360 degrees. LED lights can also be dimmed and are much easier to use timers to limit the energy usage as well as using nearly 50% less wattage on average than the metal halide fixtures.

Foot candle is a measure that describes the amount of light reaching a specified surface area as opposed to the total amount of light coming from a source. LEDs are very efficient relative to every lighting type on the market. Typical source efficiency ranges 37 and 120 lumens/watt. Where LEDs really shine, however, is in their system efficiency,

the amount of light that actually reaches the target area after all losses are accounted for.

Most values for LED system efficiency fall above 50 lumens/watt.

LEED POINTS JUSTIFIED

The LED emits a light beam at 180 degrees which when measured from straight down is a maximum of 90 degrees in each direction. The lines displayed on the lighting chart also show that the farthest footcandles on the map is measured at 0.1 vertical and is barely over the project boundary by approximately 5 feet.

UTILITIES

WATER

WATER MAIN DESIGN

Design Criteria

The proposed water supply was designed in accordance with the Mohawk Valley

Water Authority, Ten State Standards, and the intended occupancy of the facility. This is

80 full-time workers, working 3 shifts daily, and a night time personnel of 14. This yielded a peak flow of approximately 1860 GPD. The loading of the building sanitary sewers was designed such as "water in = water out."

Design

Two TS&V Taps and pipes will be fitted onto the 8” main, on the East side of the

proposed design. Pressurized pipe PP-1 is the main water supply. Pipe PP-1 will be designed to withstand up to 50 psi. PP-1 will be, 14’ long, 2” in diameter, and made of

Type K copper. PP-2 is the sprinkler supply. It will be 4” in diameter, a length of 6’, and made of cement-lined ductile piping with the ability to withstand 150 psi. Both PP-1 and

PP-2 will be fitted with a water meter furnished by the Mohawk Valley Water Authority and an anti-backflow device.

SEWER

SANITARY SEWER DESIGN

Due to restrictions on velocity, slope, and length of building sanitary sewers as per Ten State Standards for Wastewater. A manhole, MH-1 will be installed on the 15” sanitary sewer on the East side of the building. MH-1 will be made of precast concrete and designed to the attached NYS DOT standards. MH-1 will be 14’ deep and have a rim elevation of 411.49’. The rim and access diameter will be 24” and 48” respectively.

Design Criteria

Sanitary Sewers carry liquid and solid waste. According to Ten State Standards,

in order to keep the solids from separating from the liquid, the flow within the pipe can

be no less than 2 ft/s when flowing full. For gravity pipe SAP-1, a sanitary load of 1860

GPD was used as the peak flow. 38

Design

The proposed sanitary sewer, SAP-1 will be a 4” gravity pipe made of SDR 35. It

will run from the building to proposed MH-1, on the East side of the building. The

beginning invert elevation of SAP-1 will be 404’. SAP-1 will connect to MH-1 at an elevation of 399.49’. SAP-1 will have a length of 28’. See appendix for profile drawing.

STORM SEWER DESIGN

Design Criteria

Two detention ponds sit on the East and West sides of the proposed design. The

East pond has a bottom elevation of 401.5', the West pond has an elevation of 395.5'.

Both of these ponds require over flow piping, so the height of water does not exceed 6'

above the bottom elevation. *See Storm Design report for more details.

Design

The overflow for the East pond, SS-1 will be 6” corrugated metal piping. The

vertical portion of the pipe will be 5’ in length and begin at an elevation of 401.5’. A

grated cap will be fitted to the top of this section with spacing no larger than 1”. The pipe

will have a 90o bend, and continue horizontally 440’ to MH- 11730, meeting it at an elevation of 398’.

The overflow for the East pond, SS-2 will be 6” corrugated metal piping. The vertical

portion of the pipe will be 5’ in length and begin at an elevation of 395.5. A grated cap

will be fitted to the top of this section with spacing no larger than 1”. The pipe will have a

90o bend, and continue horizontally 82’ to MH- 10766, meeting it at an elevation of

394.5’.

GAS

GAS LINE DESIGN

Design Criteria

The parameters of the gas line such as psi, etc. will be determined by the utility company. Any parameters designated below are in accordance with the NYS Fuel & Gas code.

Design

Proposed gas line G-1 will consist of schedule 40 metallic piping. G-1 will run approximately 420’ to an underground gas valve on the North side of the proposed design. This design may change at the discretion and/or direction of utility company.

TRANSPORTATION ANALYSIS

The purpose of this Traffic Impact Study is to model the changes brought on by

additional trips to the new Utica Medical Clinic. This data was used to determine the

need for any changes in major routes used. For example; signal timing, traffic control

devices, or redesign of travel lanes were subject to change. The impact of the new clinic

will be minimal when compared to no-build conditions, and will only require change of one intersection. A new traffic signal will be added at intersection 3,

Broadway/Whitesboro St./Site Main Entrance. The gravity model method was used to

generate trips from the entirety of Oneida County. HCS 2010 was used to generate light

timing and Level of Service for all intersections. The Level of Service at all intersections

was maintained from no-build to post-build, eliminating the need for intersection

improvement. Raw data used in this study was taken from the NYSDOT Traffic Data

Viewer and the NYS GIS Clearinghouse.

See attached Traffic Impact Study, as it is separately formatted.

ESIMATING AND SCHEDULING

ESTIMATING

Estimating in construction is vital to provide the owner with a reasonably accurate idea of how much the given project will cost. A detailed estimate gives the owner the ability to see exactly where his/her money is going and how much each task will cost.

The breakdown provides the cost of material, labor, and equipment. The owner can then decide whether or not a specific task is costing too much money and make changes such as, choosing a different material, changing the size of a material, or completely abandoning the task all together if possible. Without an estimate breakdown the owner would just receive a bill without knowing where the money came from.

SCHEDULING

Scheduling is an important part in construction planning. Scheduling activities

helps Engineers complete projects on time, and within a budget. A schedule allows for

Engineers to see when each task should start, and finish. Although a project rarely runs

smoothly and follows the schedule exactly, it provides a base to know what tasks can be

done at the same time, and what tasks must be complete first in order to begin another.

Using a schedule also allows the owner, or Engineer to see how far ahead, or behind a

project is. Without a schedule breakdown, workers could very likely fall behind, or miss

steps in big complicated projects.

ESTIMATING TECHNIQUE

An estimate breakdown was created using Microsoft Excel. The breakdown

provides an accurate calculation of material cost, labor hours, equipment cost, and totals

including overhead and profit. The numbers used to calculate these costs were directly

from the RS Means Heavy Construction Cost Data, 2015 Edition. The RS Means

gathered this data from past construction projects and allows for an up-to-date accurate estimate. For this specific project, only the civil aspects of the project will be estimated.

Things such as interior, and exterior finishes will not be accounted for.

SCHEDULING SOFTWARE

A detailed overview of the project’s schedule was created using Microsoft

Project, and having a general knowledge of construction. The schedule provided shows

each individual task, how long it takes to complete, and in what order is necessary. Some

tasks can be run at the same time, cutting down overall build time on the project, while

others cannot begin until their predecessors are finished. The duration of each task is determined by the daily output found directly from the RS Means. Using this software, goals and milestones can be set, maintaining the schedule deadline.

ESTIMATION BREAKDOWN

The estimate for this project is broken down into 5 different sections, each with their own subsections. The sections are as follows:

1. Site Work a. Grading b. Pavement c. Signage 2. Stormwater a. Bioretention b. Swales 3. Utilities a. Water Supply b. Sanitary Sewer c. Storm Sewer d. Gas Lines 4. Lighting a. Light Poles b. Light Tops 5. Structural a. Columns b. Roof Beams c. First Floor Beams/Girders d. Joists e. Concrete/Rebar The spreadsheet was split into different sections such as material, labor, and

equipment so the costs can easily be located. Each item had its own final cost, with each 43

main section having a total cost with the exception of the structural section, which has

totals after each subsection. Below is an example of the layout of the spreadsheet, along

with the totals for each section. The full spreadsheet can be seen separately.

Summary of Totals:

1. Site Work = $240,611

2. Storm Water = $184,740 3. Utilities = $28,445 4. Lighting = $32,683 5. Structural = $568,927 (total) a. Columns = $46,612 b. Roof Beams = $81,287 c. First Floor Beams/Girders = $201,834 d. Joists = $27,794 e. Concrete/Rebar = $211,400 This brings the project to a subtotal of $1,055,406. After an 8% sales tax is included, the total cost comes to $1,139,839.

SCHEDULE

The schedule’s start date is Monday, May 1st 2017. The project will last 50 work days and is scheduled to end on Friday, July 7th 2017. The project is based off an 8-hour

work day with a 5 day work week. Below is a summary of the schedule. A more detailed version can be found separately.

Task Name Duration Start Finish

Development 15 days Mon 5/1/17 Fri 5/19/17

Site Work 21 days Mon 5/22/17 Mon 6/19/17

Storm Water 14 days Tue 5/23/17 Fri 6/9/17

Utilites 2 days Mon 6/5/17 Tue 6/6/17

Foundation 6 days Mon 6/5/17 Mon 6/12/17

Building Structure 15 days Tue 6/13/17 Mon 7/3/17

Concrete Slabs 3 days Tue 6/13/17 Thu 6/15/17

HVAC 2 days Tue 7/4/17 Wed 7/5/17

Plumbing 2 days Tue 7/4/17 Wed 7/5/17

Electrical 4 days Tue 7/4/17 Fri 7/7/17

Project Complete 0 days Fri 7/7/17 Fri 7/7/17

APPENDIX

APPENDIX UTICA MEDICAL CLINIC

New Outpatient Surgical Center & Brownfield Redevelopment Project

TRAFFIC IMPACT

STUDY

For Non-DOT Projects

Prepared in Accordance With Chapter 5 of the NYSDOT Highway Design Manual (HDM)

Nueva Era Engineering Utica, NY

Prepared By: Dylan Jones, Brandon Longo, Tyler Vyce

April 2017

Note: It is a violation of law for any person, unless they are acting under the direction of a licensed professional engineer, architect, landscape architect, or land surveyor, to alter an item in any way. If an item bearing the stamp of a licensed professional is altered, the altering engineer, architect, landscape architect, or land surveyor shall stamp the document and include the notation "altered by" followed by their signature, the date of such alteration, and a specific description of the alteration.

This report is based on the NYSDOT TIS Shell revised on 9/16/2014.

Table of Contents

1.0 SUMMARY OF TRAFFIC IMPACTS 3

2.0 EXISTING CONDITIONS 4 2.1 Roadways Serving Site……………………………………………………………………...……………4 2.2 Impacted Intersection Descriptions……………………………………………………………………...5

3.0 CAPACITY ANALYSIS 7

3.1 Overview 7 3.2 Existing Volumes 8 3.3 Projected Trip Generation 8 3.4 Internal Circulation & Parking 8 3.5 Capacity Analysis for Proposed Condition 8 3.6 Mitigation Measures 8

4.0 CRASH ANALYSIS 9

4.1 Crash Data 9

APPENDICIES 10

A Trip Distribution 10 B Travel Maps 11 C Site Maps 17 D Traffic Data Circles 18 E Intersection Diagrams 21 F Traffic Control Map 26 G HCS Report Screenshots 27 H LOS Requirements 81

1.0 Summary of Traffic Impacts

1.1 – Project Description and Location

This report provides a summary of the Traffic Impact Study (TIS) for the proposed new outpatient medical center located in the brownfield redevelopment area located near the Utica. The proposed medical clinic would be located in the large plot of classified brownfield between Water and Whitesboro Streets, found near the heart of the city of Utica, NY. The site will have one driveway entrance that will be accessible from the north side of the intersection of Whitesboro Street and Broadway. The new facility will be dimensioned at 120’ x 120’ and be one-story tall. The Estimated Time of Completion (ETC) is 20XX.

The proposed development will maintain an acceptable Level of Service according to Section 3.0 of this report.

1.2 – Scope of Study

This report was prepared to evaluate the potential traffic impacts associated with the proposed business park on the surrounding roadway network. The study is limited to the existing, no-build and build conditions.

The study area was defined as:

• 1 – NYS Route 12 North On/Off Ramp; NYS Route 12 South Off Ramp; State Street • 2 – NYS Route 5S (Oriskany Street West); Auditorium Drive; Cornelia Street • 3 – Whitesboro Street; Broadway – Main Entrance to Site • 4 – Whitesboro Street; Seneca Street • 5 – NYS Route 5S (Oriskany Street, 1-Way West); Washington Street • 6 – NYS Route 5S (Oriskany Street); Broadway

There are no High Accident Locations (HAL’s) within 0.1 miles of the proposed driveway. An Accident/Crash Analysis is not required to be done for this site.

2.0 Existing Conditions

2.1 – Roadways Serving Site

NYS RT 12: New York State Route 12 is a state highway that runs North/South through Central and Northern New York for 222.3 miles. The highway is a rural arterial expressway with a speed limit of 55 mph, until it hits the Town of New Hartford and the City of Utica, where it transitions to a principal urban arterial expressway. Once leaving the City of Utica, the highway returns to a rural arterial. The speed limit remains constant throughout the change. The newly constructed on and off ramps go to and come from the Northbound side of the highway, and intersect with State St. and the continuing Southbound off ramp.

Whitesboro St.: This roadway is one of the most important in this study, as the main entrance to the new medical facility will be on this road. This road travels west to east, starting at Potter Ave and finishing where it intersects with Genesee St. Stretching 0.6 miles, it is classified as a minor arterial with a posted speed limit of 30 mph. It forms a four-way intersection with Broadway and the site main entrance. This intersection is Intersection #3 in the study.

State St.: This road is a minor arterial that is a main access point to NYS Rts. 5,8,12, as well as Interstates 790 and 90. It can also be used as a side street to travel around Downtown Utica. State St. begins at a five-way traffic circle where Genesee St., Oneida St., and Park Ave meet in the heart of the city. It runs north/south 0.7 miles and ends when it intersects NYS Rt. 12 southbound off ramp, and northbound on/off ramps. This Intersection is Intersection #1 in the study. The posted speed limit on this road is 30 mph.

NYS RT 5S/Oriskany St.: This roadway is a 4 lane Urban Principal Arterial (other) that runs west/east connecting Whitestown to Downtown Utica. The road passes under the NYS Rt. 5/8/12 Interchange and features multiple access points in each direction. The section of the road in the study has a posted speed limit of 40 mph. Oriskany St. emerges from Oriskany Blvd. to the west in the Town of Whitestown and runs 2.8 miles until it turns into a Principal Arterial Expressway, which stays NYS Rt. 5S and runs 79 miles until it turns into Interstate 890 in the Town of Rotterdam, NY. Intersection #2 in this study is the intersection of Oriskany St., Cornelia St., and Auditorium Dr. Intersection #5 is the intersection of Oriskany St. and Washington St. Intersection #6 is the intersection of Oriskany St. and Broadway.

Broadway: This roadway is a city street in the City of Utica. There is no NYS DOT TDV information for this road. It runs 0.4 miles northeast/southwest through Utica from its intersection with Court St. to its intersection with Whitesboro St. This road is a critical road in the study as it brings traffic from all directions to the main entrance to the site. The posted speed on this road is 30 mph. Improvements to this road may need to be made in the future due to large increase in use. Intersection #6 is the intersection of Oriskany St. and Broadway. Intersection #3 in this study is the intersection of Broadway, Whitesboro St., and the site entrance.

Seneca St.: This roadway is also a city street in the City of Utica with no information from the NYS DOT TDV. It runs northeast/southwest through Utica with a posted speed limit of 30 mph. It starts at a dead end parking area at the Landmark Building in Downtown Utica and runs for 0.3

miles until it turns into Water St. Intersection #4 in the study is the intersection of Seneca St. and Whitesboro St.

2.2 – Impacted Intersection Descriptions

Intersection #1 – State Street; NYS RT 12 Southbound Off Ramp; NYS RT 12 Northbound On/Off Ramps This intersection is dictated by 5 total traffic signals facing the 3 directions that travelers are coming from. Coming from State Street, drivers may turn right onto the NYS RT 12 Southbound Off Ramp and continue into the City of Utica, or proceed straight onto the NYS RT 12 Northbound On Ramp and merge onto NYS RT 12 North. Drivers may not turn left. Coming from the NYS RT 12 Southbound Off Ramp, drivers may proceed straight and merge onto NYS RT 5S into the City of Utica, turn right onto State Street and head towards Downtown Utica, or turn left onto the NYS RT 12 Northbound On Ramp. This intersection does not have any protected left or right turns.

Intersection #2 – Oriskany Street/NYS RT 5S; Cornelia Street; Auditorium Drive This is a 4-way, 7 lane intersection controlled by 10 separate traffic signals facing all oncoming directions at multiple angles. Vehicles coming from the West on Oriskany Street may either continue straight or turn right onto Cornelia Street. There is a left turn restriction and a right on red restriction for these vehicles. The NYS Route 12 Southbound off ramp towards Downtown Utica merges in to this intersection and has its own signal. From here, drivers may either continue straight on Oriskany Street or turn right on to Cornelia Street. Drivers travelling the opposite direction on Oriskany Street, from the east, may continue straight on Oriskany Street towards Whitestown, or turn right onto Auditorium Drive, towards the Utica Memorial Auditorium. There is a left turn restriction to these vehicles. Vehicles on Auditorium Drive have 3 options when approaching this intersection. Continue straight onto Cornelia Street towards downtown Utica, turn left on Oriskany Street East towards East Utica, or turn right onto Oriskany Street West towards Whitestown. The final vehicles at this intersection will be coming from Cornelia Street. These vehicles may continue straight onto Auditorium Drive towards the Utica Memorial Auditorium, turn left onto Oriskany Street West towards Whitestown, or turn right onto Oriskany Street East towards East Utica. There is a right turn on red restriction to these vehicles. There are no protected left or right turns at this intersection.

Intersection #3 – Broadway; Whitesboro Street; Site Main Entrance This intersection will be the only one in the study that will be altered during construction of the new medical center. Pre-construction, this is a 3-way intersection between Whitesboro Street and Broadway. Vehicles traveling on Whitesboro Street are not subjected to a stop sign or traffic signal, and may continue straight or turn left onto Broadway towards downtown Utica. Vehicles traveling on Broadway are controlled by a single stop sign, and may either turn left or right, both towards downtown Utica. Post-construction will be a different set up. This will now be a 4-way intersection between Broadway, Whitesboro Street, and the Site Main Entrance. A new system of traffic signals will be put in place with one signal facing each oncoming direction. The stop sign will be removed. Vehicles coming for Broadway will now have 3 options. They may continue straight into the site main entrance, or turn right or left onto Whitesboro Street towards downtown Utica. Vehicles traveling on Whitesboro Street can either turn onto Broadway towards downtown Utica, or turn into the site main entrance. Vehicles leaving the site main entrance may continue straight onto Broadway, or turn left or right onto Whitesboro Street. This intersection will not have any protected left or right turns. Intersection #4 – Whitesboro Street; Seneca Street

This intersection is the least impacted intersection in the study. It does not have a traffic signal pre-construction, and will not receive one during construction. This is a 4-way intersection with posted stop signs for Seneca Street in each direction. Vehicles traveling on Seneca Street may continue straight, or turn right or left onto Whitesboro Street. Vehicles traveling on Whitesboro Street may either continue on Whitesboro Street, or turn right or left on Seneca Street towards downtown Utica.

Intersection #5 – Oriskany Street/NYS RT 5S; Washington Street This intersection is a 4-way, signal controlled intersection between Oriskany Street West and Washington Street. This study does not include the close by intersection of Oriskany Street East and Washington Street. Vehicles heading west on Oriskany Street can continue straight on Oriskany Street West towards Whitestown, turn right onto Washington Street towards the new site, or turn left on Washington Street towards downtown Utica. Vehicles traveling on Washington Street may either continue straight, or turn right/left onto Oriskany Street West. There are no protected right or left turns in this intersection.

Intersection #6 – Oriskany Street/NYS RT 5S; Broadway This is another critical intersection in the study. Most of the traffic going into the site will turn left onto Broadway from Oriskany Street East. This is a 4-way intersection controlled by 10 separate traffic signals. Vehicles heading north on Broadway can continue straight on Broadway towards downtown Utica, turn left onto Oriskany Street East towards East Utica, or turn right onto Oriskany Street West towards Whitestown. There are no protected left or right turns offered to these vehicles. Vehicles traveling south on Broadway approaching the intersection also have 3 choices. They may continue straight onto Broadway towards the new site, turn left on Oriskany Street West towards Whitestown, or turn right onto Oriskany Street East towards East Utica. There are no protected left or right turns offered to these drivers. Vehicles traveling west on Oriskany Street may continue on Oriskany Street, turn right on Broadway towards the new site, or turn left on Broadway towards downtown Utica. These drivers are offered a protected left turn and have a separate turning lane. Vehicles traveling east on Oriskany Street may either continue straight on Oriskany Street towards East Utica, turn left towards the new site, or turn right towards downtown Utica. These drivers are also offered a protected left turn with a separate left turn lane.

3.0 Capacity Analysis

3.1 - Capacity Analysis Overview

Capacity analyses performed in this report are consistent with the most recent version of the Highway Capacity Manual (HCM). The software used to perform this analysis is HCS 2010

The HCM quantifies the quality of traffic flow in terms of levels of service (LOS). There are six levels of service, with LOS A indicating very low levels of delays and LOS F indicating high levels of delays associated with congestion. These represent a qualitative measure of operational conditions within a traffic stream, and the perception of conditions by motorists and/or passengers. Levels of service and capacity for signalized intersections are calculated for each lane group (a lane group may be one or more movements), each intersection approach, and the intersection as a whole. The intersection level of service is merely a weighted average of the individual approaches and may not be considered a valid measure of the quality or acceptability of an intersection design since it can conceal poor operating conditions on individual approaches.

Levels of service at un-signalized intersections are only calculated for minor movements since the through movement on the major street is not affected by intersection traffic control. The level of service for signalized intersections and un-signalized intersections can be compared.

The level of service for freeway facilities is a measurement of density expressed as the number of passenger car equivalents/lane/mile. The corresponding level of service represents the congestion of the roadway. LOS for Signalized Intersection LOS by Volume-to-Capacity Ratio (v/c) Control Delay (s/veh) v/c ≤1.0 v/c >1.0 ≤10 A F >10-20 B F >20-35 C F >35-55 D F >55-80 E F >80 F F HCM 2010, Exhibit 18-4, p. 18-6

LOS for non-signalized Intersections LOS by Volume-to-Capacity Ratio (v/c)a, b Control Delay (s/veh) v/c ≤1.0 v/c >1.0 ≤10 A F >10-15 B F >15-25 C F >25-35 D F >35-50 E F >50 F F NOTE: a, b For approaches and intersection-wide assessment, LOS is defined solely by control delay.

2-way stop control - HCM 2010, Exhibit 19-1, p. 19-2 a All way stop control - HCM 2010, Exhibit 20-2, p. 20-3 b Roundabout control - HCM 2010, Exhibit 21-1, p. 21-1

3.2 Existing Traffic Counts

Traffic Volume data was not provided prior the beginning of this report. All traffic data used was taken from the NYS DOT Traffic Data Viewer. These counts were done by the NYS DOT for previous studies at earlier dates, but the information is considered up to date. Traffic data for small city streets in this study is not available through the TDV, and was interpolated based on local traffic data and surrounding business locations. Traffic counts can be found in the HCS printout appendices.

3.3 Projected Trip Generation

The proposed commercial driveway is expected to handle 44 one-way passenger car trips in the morning peak hour of 8 p.m. to 9 p.m. and the evening peak hour of 5 p.m. to 6 p.m. The site will be open 24 hours a day, and is expected to receive 4 one-way trips per hour during all non-peak hours of operation. The site will receive occasional truck trips to deliver products, however these trips will be made during non-peak hours.

3.4 Internal Circulation, Parking, Deliveries

The proposed commercial driveway leads to parking areas on the east and west sides of the business. Combined, these areas have a total of 103 parking spots to serve both employees and patients. The parking lot design allows for the smooth flow of both passenger vehicles and delivery vehicles.

3.5 Capacity Analysis for Proposed Build Condition

3.6 Mitigation Measures

This project will not require any roads or intersections to be widened for additional lanes. However, some streets may require minor improvements to handle the increased traffic volume. Broadway and Seneca Street are both only lined about 75 feet from Oriskany Street. These roads need to have double yellow striping down the middle of each road painted the entire length of the road. A traffic light will also need to be installed as previously discussed for Intersection 3. This will be a timed intersection, not requiring any sensors. 4.0 Crash Analysis

4.1 – Crash Data

The purpose of this crash analysis is to identify safety problems by studying and quantifying accidents within and immediately adjacent to the driveway, and identifying abnormal patterns and clusters. An accident cluster is defined as an abnormal occurrence of similar accident types occurring at approximately the same location or involving the same geometric features. The severity of the accidents should also be considered. A history of accidents is an indication that further analysis is required to determine the cause(s) of the accident(s) and to identify what actions, if any, could be taken to mitigate the accidents.

A crash analysis was performed in accordance with NYSDOT Highway Design Manual, Chapter 5, and Section 5.3.4. There are no High Accident Locations (HAL’s) within 0.1 miles of the proposed driveway. A crash analysis is not required for this TIS and was not performed.

APPENDICIES

APPENDIX A – TRIP DISTRIBUTION

APPENDIX B – TRAVEL MAPS

Southern Oneida County, Clark Mills, New Hartford

New York Mills, Oriskany, Whitesboro, Yorkville, Remainder Whitestown

Westmoreland

North Eastern Oneida County, Western Oneida County, North Western Oneida County, Rome, Marcy

North Utica

East Utica

West Utica

South Utica

APPENDIX C – SITE MAPS

APPENDIX D – TRAFFIC DATA CIRCLES

APPENDIX E – INTERSECTION DIAGRAMS

APPENDIX F – TRAFFIC CONTROL MAP

APPENDIX G – HCS REPORT SCREENSHOTS INTERSECTION ONE FULL REPORT

SIGNALS TEST REPORT

STREET TEXT REPORT

INTERSECTION TWO FULL REPORT

SIGNALS TEXT REPORT

STREETS TEXT REPORT

INTERSECTION THREE FULL REPORT

SIGNALS TEXT REPORT

100

STREETS TEXT REPORT

101

102

103

INTERSECTION FOUR FULL REPORT

104

105

106

SIGNALS TEXT REPORT

107

108

109

STREETS TEXT REPORT

110

111

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INTERSECTION FIVE FULL REPORT

113

114

115

SIGNALS TEXT REPORT

116

117

118

STREETS TEXT REPORT

119

120

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INTERSECTION SIX FULL REPORT

122

123

124

SIGNALS TEXT REPORT

125

126

127

STREETS TEXT REPORT

128

129

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APPENDIX H – LEVEL OF SERVICE REQUIREMENTS Level of Service Criteria for Signalized Intersections The following is an excerpt from the 2010 Highway Capacity Manual (HCM). Level of Service for Signalized Intersections Level of Service (LOS) can be characterized for the entire intersection, each intersection approach, and each lane group. Control delay alone is used to characterize LOS for the entire intersection or an approach. Control delay and volume-to-capacity (v/c) ratio are used to characterize LOS for a lane group. Delay quantifies the increase in travel time due to traffic signal control. It is also a surrogate measure of driver discomfort and fuel consumption. The volume-to-capacity ratio quantifies the degree to which a phase's capacity is utilized by a lane group. LOS A describes operations with a control delay of 10 s/veh or less and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is exceptionally favorable or the cycle length is very short. If it is due to favorable progression, most vehicles arrive during the green indication and travel through the intersection without stopping. LOS B describes operations with control delay between 10 and 20 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is low and either progression is highly favorable or the cycle length is short. More vehicles stop than with LOS A. LOS C describes operations with control delay between 20 and 35 s/veh and a volume-to-capacity ratio no greater than 1.0. This level is typically assigned when progression is favorable or the cycle length is moderate. Individual cycle failures (i.e., one or more queued vehicles are not able to depart as a result of insufficient capacity during the cycle) may begin to appear at this level. The number of vehicles stopping is significant, although many vehicles still pass through the intersection without stopping. LOS D describes operations with control delay between 35 and 55 s/veh and a volume-to capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high and either progression is ineffective or the cycle length is long. Many vehicles stop and individual cycle failures are noticeable. LOS E describes operations with control delay between 55 and 80 s/veh and a volume-to capacity ratio no greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is high, progression is unfavorable, and the cycle length is long. Individual cycle failures are frequent. LOS F describes operations with control delay exceeding 80 s/veh or a volume-to-capacity ratio greater than 1.0. This level is typically assigned when the volume-to-capacity ratio is very high, progression is very poor, and the cycle length is long. Most cycles fail to clear the queue. A lane group can incur a delay less than 80 s/veh when the volume-to-capacity ratio exceeds 1.0. This condition typically occurs when the cycle length is short, the signal progression is favorable, or both. As a result, both the delay and volume-to-capacity ratio are considered when lane group LOS is established. A ratio of 1.0 or more indicates that cycle capacity is fully utilized and represents failure from a capacity perspective (just as delay in excess of 80 s/veh represents failure from a delay perspective). The Level of Service Criteria for signalized intersections are given in Exhibit 18-4 from the 2010 HCM. Level of Service Criteria for Unsignalized Intersections Level of service (LOS) for a TWSC intersection is determined by the computed or measured control delay. For motor vehicles, LOS is determined for each minor-street movement (or shared movement) as well as major-street left turns by using criteria given in Exhibit 19-1. LOS is not defined for the intersection as a whole or for major-street approaches for three primary reasons: (a) major-street through vehicles are assumed to experience zero delay; (b) the disproportionate number of major-street through vehicles at a typical TWSC intersection skews the weighted average of all movements, resulting in a very low overall average delay for all vehicles; and (c) the resulting low delay can mask important LOS deficiencies for minor movements. LOS F is assigned to the movement if the volume-to-capacity ratio for the movement exceeds 1.0, regardless of the control delay. The LOS criteria for TWSC intersections are somewhat different from the criteria used in Chapter 18 for signalized intersections, primarily because user perceptions differ among transportation facility types. The expectation is that a signalized intersection is designed to carry higher traffic volumes and will present greater

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delay than an unsignalized intersection. Unsignalized intersections are also associated with more uncertainty for users, as delays are less predictable than they are at signals, which can reduce users' delay tolerance. The level-of-service (LOS) criteria for All-Way Stop-Controlled (AWSC) intersections are given in Exhibit 20-2. LOS F is assigned if the volume-to-capacity (v/c) ratio of a lane exceeds 1.0, regardless of the control delay. For assessment of LOS at the approach and intersection levels, LOS is based solely on control delay.

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STRUCTURAL ROOF Materials HVAC

133

134

135

136

137

EPDM

138

139

Insulation

140

141

142

Roof boards

143

144

145

B-Lok

146

147

148

149

150

RAM STRUCTURAL RESULTS FLOOR MEMBERS

151

152

153

154

155

156

157

158

159

160

ROOF MEMBERS

161

162

163

164

165

166

COLUMN SUMMARY

167

168

169

170

171

BASEPLATES RAM RESULTS SUMMARY

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COMPARE INDIVIDUAL BASEPLATES TO SPREADSHEET Column Line 1.1-A

173

174

Column Line 1-E

175

176

Column Line 3-B

177

178

Column Line 5-C

179

180

SCHINDLER ELEVATOR

181

SLABS

182

183

184

185

SNOWLOADS

186

187

188

189

190

STORMWATER DESIGN Pre-Construction Conditions 1-yr Storm

Note: TC and CN are same for 10-yr and 100-yr Storms

191

Pre-Construction Conditions 10-yr Storm

192

Pre-Construction Conditions 100-yr Storm

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Proposed Construction HydroCAD

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Proposed Conditions for 1-yr Storm (Western)

195

Proposed Conditions for 10-yr Storm (Western)

196

Proposed Conditions for 100-yr Storm (Western)

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Proposed Conditions for 1-yr Storm (Eastern)

198

Proposed Conditions for 10-yr Storm (Eastern)

199

Proposed Conditions for 100-yr Storm (Eastern))

200

NYS DEC Spreadsheet Data Northwest Vegetated Swale

201

Northeast Vegetated Swale

202

Northwest Bio Retention

203

Northeast Bio Retention

204

Summary Table

205

Minimum RRv

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SITE DEVELOPMENT Stationing and Offset Table

207

Signage Plan

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PARKING LOT LIGHTING Project site with lighting fixtures

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Detailed Lighting Fixture

210

Light Distribution Map

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UTILITIES

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