TRAFFIC IMPACT REPORT July 28, 2026
20265269.0001
WEBSTER TRANSPORTATION INFRASTRUCTURE PLAN TOWN & VILLAGE OF WEBSTER, NY
Costich Engineering, Land Surveying & Landscape Architecture, D.P.C 217 Lake Ave Rochester, NY 14608
242 West Main Street, Suite 100 | Rochester, NY 14614 | 585.325.1000 | www.passero.com
Webster Transportation Infrastructure Plan July 28, 2026
TABLE OF CONTENTS 1.0 2.0
EXECUTIVE SUMMARY....................................................................................................................................... 2 INTRODUCTION.................................................................................................................................................. 7 2.1 Study Purpose and Objectives ............................................................................................................................................................................... 7 2.2 Traffic Impact Report Methodology..................................................................................................................................................................... 7 2.3 Project Location ........................................................................................................................................................................................................... 7 2.4 Study Area ...................................................................................................................................................................................................................... 8
3.0
TRANSPORTATION SETTING ............................................................................................................................. 8 3.1 Description of Study Area Roadways .................................................................................................................................................................. 8 Table 1: Existing Highway System........................................................................................................................................................... 8
3.2 Description of Multimodal Network .................................................................................................................................................................... 9 Table 2: Multimodal Network ................................................................................................................................................................. 9
3.3 Planned/Programmed Highway Improvements...........................................................................................................................................10
4.0
EXISTING CONDITIONS ANALYSIS .................................................................................................................. 10 4.1 Peak Intervals for Analysis ......................................................................................................................................................................................10 4.2 Existing Traffic Volume Data .................................................................................................................................................................................10 4.3 Field Observations ....................................................................................................................................................................................................11
5.0 6.0
BACKGROUND & ETC CONDITIONS ................................................................................................................ 11 ETC TRAFFIC OPERATIONS AND ANALYSIS ................................................................................................... 12 6.1 Turn Lane Warrant Investigations – ETC Conditions ...................................................................................................................................12 6.2 Signal Warrant Analysis – ETC Conditions .......................................................................................................................................................13 Table 3: Signal Warrant Analysis Results .............................................................................................................................................. 15
6.3 Description of Capacity Analysis .........................................................................................................................................................................15 Table 4: Level of Service Criteria ........................................................................................................................................................... 16
6.4 Capacity Analysis Results .......................................................................................................................................................................................16 Table 5: Capacity Analysis Results – Existing, Background, ETC ........................................................................................................... 17
7.0
ETC + 20 CONDITIONS ..................................................................................................................................... 19 7.1 Potential ETC + 20 Future Development .........................................................................................................................................................19 7.2 ETC + 20 Trip Generation .......................................................................................................................................................................................19 7.3 ETC + 20 Trip Distribution ......................................................................................................................................................................................19 7.4 ETC + 20 Future Traffic Volumes..........................................................................................................................................................................20 7.5 ETC + 20 Capacity Analysis Results .....................................................................................................................................................................20 Table 6: Capacity Analysis Results – ETC +20 ........................................................................................................................................ 21
8.0 9.0 10.0
CONCLUSIONS AND RECOMMENDATIONS .................................................................................................... 22 REFERENCES ..................................................................................................................................................... 23 FIGURES ............................................................................................................................................................ 23
APPENDICES EXISTING TRAFFIC COUNT DATA MISCELLANEOUS CALCULATIONS LOS CALCULATIONS – EXISTING CONDITIONS LOS CALCULATIONS – BACKGROUND CONDITIONS LOS CALCULATIONS – ETC CONDITIONS LOS CALCULATIONS – ETC + 20
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Webster Transportation Infrastructure Plan July 28, 2026
1.0 EXECUTIVE SUMMARY The purpose of this report is to evaluate proposed highway improvements associated with the Focused Attraction of Shovel-Ready Sites (FAST NY) funding grant received by the Webster Economic Development Alliance (WEDA) to implement improvements on behalf of the Town and Village of Webster, NY. The FAST NY funding award triggers a process whereby Xerox Corporation dedicates several privately owned roadways and land to the Town and Village so that their property can be accessed from a public right-of-way and therefore subdivided. The funding will be used to reconstruct and extend several roadways in the vicinity of the Xerox Campus, along with multimodal improvements. The project will position the campus and surrounding area for subdivision, redevelopment, and investment of vacant and underutilized property, fostering business attraction in key strategic industries. Within this report, the operating characteristics of the study intersections and potential impacts to the adjacent roadway network are identified. Mitigating measures, if needed, are provided to minimize capacity or safety concerns. To define traffic impact, this analysis establishes existing baseline traffic conditions, projects background traffic flow including area growth, and determines the traffic operations that would result from future development in the area based on the November 2024 Reimagine Webster Brownfield Opportunity Area Plan (BOA). All figures and supporting calculations are included at the end of this report. This comprehensive Traffic Impact Report provides the Town and Village of Webster, the Monroe County Department of Transportation (MCDOT), the New York State Department of Transportation (NYSDOT), and other involved and interested agencies with detailed information allowing for a “hard look” of potential traffic impacts. The study was completed in accordance with the procedures of the SEQRA, the NYSDOT, ITE, and local requirements. Project Location and Description The project study area extends from North Ave/Webster Rd on the west side to Basket Rd on the east side, Mitcheldean Dr to the north and NY Route 104 to the south. The roadway improvements covered by the grant funding include: 1. Reconstruction of Orchard Street from Panama Road to Phillips Road 2. Reconstruction of Panama Road from Orchard Street to Chiyoda Drive 3. Reconstruction of Mitcheldean Drive from Phillips Road to Salt Road 4. Construction of a multimodal trail on the west side of Phillips Road from the NY-104 interchange to Chiyoda Drive 5. Extension of Chiyoda Drive from the termination of the existing Drive westerly to the intersection of NY-250 6. Extension of Boulter Industrial Parkway from the termination of the existing Parkway westerly to the intersection of Salt Road Study Area To ensure a comprehensive analysis of traffic operations, a study area was selected consisting of the following intersections. These intersections were identified with input from the WEDA, the Town and Village of Webster, MCDOT and NYSDOT. 1. NY Route 104 EB Ramps/Salt Rd (CR-6) – signalized (NYSDOT) 2. NY Route 104 WB Ramps/Salt Rd (CR-6) – signalized (NYSDOT) 3. Salt Rd (CR-6)/Mitcheldean Dr – unsignalized 4. Phillips Rd (CR-8)/Mitcheldean Dr-Chiyoda Dr – signalized (MCDOT)
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Webster Transportation Infrastructure Plan July 28, 2026 5. Phillips Rd (CR-8)/San Jose Dr-Orchard St – signalized (MCDOT) 6. Basket Rd (CR-4)/Tebor Rd-Boulter Industrial Park– unsignalized 7. North Ave (NY-250)/Orchard St – signalized (NYSDOT) The NYSDOT Projects in Your Neighborhood web portal was reviewed. There are no planned highway improvement projects in the nearby study area. It is noted, however, that the Monreo County Department of Transportation (MCDOT) is planning a “Road Diet” lane reduction project for Phillips Rd. It is anticipated that the intersection geometries will remain the same while segments between intersections are reduced to one travel lane in each direction. This is accounted for the ETC and future anaysis conditions. Existing, Background & ETC Conditions Turning movement traffic counts were collected on Thursday, April 30th, 2026 by Passero Associates at five of the study area intersections listed in Section 2.3 to determine peak hour traffic volumes. These include Phillips Rd (CR8)/Mitcheldean Dr-Chiyoda Dr, Phillips Rd (CR-8)/San Jose Dr-Orchard St, Basket Rd (CR-4)/Tebor Rd-Boulter Industrial Park, North Ave (NY-250)/Orchard St, and on North St at the potential location for the Chiyoda Dr extension. The other three intersections including NY Route 104 EB Ramps/Salt Rd (CR-6), NY Route 104 WB Ramps/Salt Rd (CR-6), and Salt Rd (CR-6)/Mitcheldean Dr were collected by Passero Associates on Wednesday May 31, 2023 for the NY Route 104/Salt Rd Ramp intersections and Wednesday January 10, 2024 for the Salt Rd/Mitcheldean Dr intersection. Traffic counts were conducted between 7:00-9:00 AM for the weekday AM peak period and 4:00-6:00 PM for the weekday PM peak period. The peak hour traffic periods generally occurred between 7:30-8:30 AM for the AM peak hour and 4:30-5:30 PM for the PM peak hour at the study intersections; these time periods were used for analysis purposes in this study. The weekday turning movement count data was collected on typical weekdays while local schools were in session. No adverse weather conditions impacted the traffic counts. The traffic volumes were reviewed to confirm accuracy, seasonality, and relative balance between intersections. Older traffic data were adjusted using a growth rate of 1% per year to achieve representative 2026 existing conditions. The actual differences in traffic volumes between study intersections can be attributed to temporal variations in traffic volumes as well as activity related to side streets and driveways located in the segments between the study intersections. Background traffic volumes represent the traffic conditions during the proposed build year (ETC) without the anticipated highway improvements or any future development in the study area. The transportation improvements evaluated in this study are expected to be constructed over the next two years. The widely accepted methodology for preparing traffic impact studies requires that any projects in the study area that are currently approved and/or under construction must be considered in the traffic analysis. Projects that are contemplated but not yet approved are not included in the traffic analysis. Based on guidance from WEDA and Town 7 Village of Webster, the background conditions at ETC include traffic related to fairlife and some nearby residential development. To account for normal increases in background traffic growth, including any unforeseen developments in the project study area aside from the identified projects, a growth rate is applied to the 2026 existing traffic volumes in the study area. The growth rate is determined based upon a review of historical traffic information obtained from the New York State Department of Transportation and a June 3, 2024 Memorandum from MCDOT, which provides a recommended growth rate for each town in Monroe County. Traffic volume data from various ATRs published on the NYSDOT Traffic Data Viewer were reviewed and it was found that traffic has generally decreased between 2015 and 2024. The MCDOT Memorandum states that the Town of Webster has a recommended growth rate of 1.0%. Given the historical NYSDOT
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Webster Transportation Infrastructure Plan July 28, 2026 traffic information in the study area shows that traffic has been decreasing, a growth rate of 1.0% is used to account for normal increases in background traffic growth, including any unforeseen developments in the study area for the threeyear build-out period. The ETC conditions build upon the background traffic volumes and evaluate the roadway improvements covered by the grant funding. The improvements evaluated under the ETC conditions include: 1. Reconstruction of Orchard Street from Panama Road to Phillips Road •
The overall cross section of Orchard St will be reduced from 4 lanes to 3 lanes. The eastbound Orchard St approach to Phillips Rd will remain unchanged. The westbound San Jose Dr approach will be re-striped to provide one exclusive left turn lane, one exclusive thru lane, and one exclusive right turn lane
2. Reconstruction of Panama Road from Orchard Street to Chiyoda Drive 3. Reconstruction of Mitcheldean Drive from Phillips Road to Salt Road 4. Construction of a multimodal trail on the west side of Phillips Road from the NY-104 interchange to Chiyoda Drive 5. Extension of Chiyoda Drive from the termination of the existing Drive westerly to the intersection of NY-250 • Chiyoda Drive should consist of one westbound lane approaching NY-250 6. Extension of Boulter Industrial Parkway from the termination of the existing Parkway westerly to the intersection of Salt Road •
Boulter Industrial Park Extension should be designed to provide one exclusive left turn lane and one shared through and right turn lane. Mitcheldean Drive should be re-striped to provide one exclusive left turn lane and one shared through and right turn lane. The eastbound and westbound left turn lanes should be aligned opposite one another. This will provide appropriate geometry for the future if and when a traffic signal is needed. Additionally, providing two westbound lanes will improve off-peak congestion that may result from traffic associated with the multiple recreational facilities in the area.
The extension of Boulter Industrial Parkway from the termination of the existing Parkway westerly to the intersection of Salt Road will provide an alternate route for traffic associated with fairlife. Therefore the analyses take into account diversion of a portion of the fairlife peak hour traffic from Basket Rd to Salt Rd using the new Boulter Industrial Parkway extension. Traffic Analyses This study evaluated the ETC conditions including intersection capacity analyses, left turn lane warrants at the newly created intersections, and signal warrant analyses at the newly created intersections. The results indicate that neither left turn lanes nor traffic signals are warranted at the newly created intersections under the ETC conditions. The November 2024 Reimagine Webster Brownfield Opportunity Area Plan (BOA) Plan identified development opportunities and associated public improvement projects which resulted in the FAST NY grant funding for the roadway improvements evaluated in this traffic study. In order to design these roadway improvements to last into the future, an ETC + 20 analysis has been completed that takes into account some of the potential future development identified in the BOA Plan. A Master Plan Concept was created as a part of the BOA Plan and was used as a basis for evaluation of future development for this traffic study.
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Webster Transportation Infrastructure Plan July 28, 2026 It is noted that this traffic study/analysis is not intended to serve as a traffic impact study for approval purposes for any of the developments evaluated. Proposed developments will still be required to provide their own traffic studies as necessary for agency approval purposes. Analysis of the ETC + 20 conditions evaluated future build out of a portion of the BOA Plan. The future development evaluated is comprised of the following components: o Residential Townhomes and Apartments (±1,133 Units) o Office (±100,000 SF) o Light Industrial (±1,813,000 SF) o Retail (±263,000 SF) o Recreational (±136,200 SF) It is noted that warrants for left and right turn lanes were reviewed at the Salt Rd intersection with Mitcheldean Dr/Boulter Industrial Park Extension as well as the NY-250/Chiyoda Dr Extension intersection for the ETC + 20 conditions. The analyses indicate that northbound and southbound left turn lane warrants are met under the ETC + 20 build out conditions. Additionally, a southbound left turn lane is warranted on NY-250 at the Chiyoda Dr Extension intersection under the ETC + 20 build out conditions. Traffic signal warrants were also reviewed for these two intersections under the ETC + 20 build out conditions. The signal warrant analyses indicate that a signal is expected to be needed under the ETC + 20 build out conditions only at the Salt Rd/ Mitcheldean Dr/Boulter Industrial Park Extension intersection. Conclusions and Recommendations This report evaluated proposed highway improvements associated with reconstructing and extending several roadways in the vicinity of the Xerox Campus, along with multimodal improvements. The analyses evaluated existing baseline traffic conditions, background traffic flow including area growth, traffic conditions at the estimated time of construction (ETC), and determines the traffic operations that would result from future development in the area based on the November 2024 Reimagine Webster Brownfield Opportunity Area Plan (BOA) under an ETC + 20 scenario. The results of this comprehensive study determined that the existing transportation network can adequately accommodate the ETC conditions with the proposed roadway improvements. Potential future ETC + 20 Conditions may require additional improvements beyond those covered by the funding provided for the proposed highway and multi-modal improvements. The following sets forth the conclusions and recommendations based upon the results of the analyses: Conclusions 1. There are no changes in levels of service as a result of the proposed highway improvements under the ETC conditions. 2. Neither left turn lane warrants nor traffic signal warrants are met under the ETC conditions at either the Salt Rd intersection with Mitcheldean Dr/Boulter Industrial Park Extension orthe NY-250/Chiyoda Dr Extension intersection. 3. Warrants for left and right turn lanes were reviewed at the Salt Rd intersection with Mitcheldean Dr/Boulter Industrial Park Extension as well as the NY-250/Chiyoda Dr Extension intersection for the ETC + 20 conditions. The analyses indicate that northbound and southbound left turn lane warrants are met under the ETC + 20 build out conditions. Additionally, a southbound left turn lane is warranted on NY-250 at the Chiyoda Dr Extension intersection under the ETC + 20 build out conditions.
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Webster Transportation Infrastructure Plan July 28, 2026 4. Traffic signal warrants were reviewed for the Mitcheldean Dr/Boulter Industrial Park Extension and NY250/Chiyoda Dr Extension intersections under the ETC + 20 build out conditions. The signal warrant analyses indicate that a signal is expected to be needed under the ETC + 20 build out conditions only at the Salt Rd/ Mitcheldean Dr/Boulter Industrial Park Extension intersection. 5. Pursuant to the State Environmental Quality Review Act (SEQRA), this detailed analysis demonstrates that the proposed roadway and multi-modal improvements do not result in any significant adverse traffic impacts at ETC. Recommendations 6. Future development within the study area should be required to provide independent traffic impact studies that will inform when future roadway improvements (such as left turn lanes on Salt Rd, a southbound left turn lane on NY-250 at the Chiyoda Dr Extension, and/or a new traffic signal at the Salt Rd/Mitcheldean Dr intersection) may be needed.
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Webster Transportation Infrastructure Plan July 28, 2026
2.0 INTRODUCTION 2.1
Study Purpose and Objectives
The purpose of this report is to evaluate proposed highway improvements associated with the Focused Attraction of Shovel-Ready Sites (FAST NY) funding grant received by the Webster Economic Development Alliance (WEDA) to implement improvements on behalf of the Town and Village of Webster, NY. The FAST NY funding award triggers a process whereby Xerox Corporation dedicates several privately owned roadways and land to the Town and Village so that their property can be accessed from a public right-of-way and therefore subdivided. The funding will be used to reconstruct and extend several roadways in the vicinity of the Xerox Campus, along with multimodal improvements. The project will position the campus and surrounding area for subdivision, redevelopment, and investment of vacant and underutilized property, fostering business attraction in key strategic industries. Within this report, the operating characteristics of the study intersections and potential impacts to the adjacent roadway network are identified. Mitigating measures, if needed, are provided to minimize capacity or safety concerns. To define traffic impact, this analysis establishes existing baseline traffic conditions, projects background traffic flow including area growth, and determines the traffic operations that would result from future development in the area based on the November 2024 Reimagine Webster Brownfield Opportunity Area Plan (BOA). All figures and supporting calculations are included at the end of this report.
2.2
Traffic Impact Report Methodology
This comprehensive Traffic Impact Report provides the Town and Village of Webster, the Monroe County Department of Transportation (MCDOT), the New York State Department of Transportation (NYSDOT), and other involved and interested agencies with detailed information allowing for a “hard look” of potential traffic impacts. The study was completed in accordance with the procedures of the SEQRA, the NYSDOT, ITE, and local requirements.
2.3
Project Location
The project study area extends from North Ave/Webster Rd on the west side to Basket Rd on the east side, Mitcheldean Dr to the north and NY Route 104 to the south. More specifically, the roadway improvements covered by the grant funding include: 1. Reconstruction of Orchard Street from Panama Road to Phillips Road 2. Reconstruction of Panama Road from Orchard Street to Chiyoda Drive 3. Reconstruction of Mitcheldean Drive from Phillips Road to Salt Road 4. Construction of a multimodal trail on the west side of Phillips Road from the NY-104 interchange to Chiyoda Drive 5. Extension of Chiyoda Drive from the termination of the existing Drive westerly to the intersection of NY-250 6. Extension of Boulter Industrial Parkway from the termination of the existing Parkway westerly to the intersection of Salt Road A project site map is included at the end of this report that shows the above improvement areas.
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Webster Transportation Infrastructure Plan July 28, 2026
2.4
Study Area
To ensure a comprehensive analysis of traffic operations, a study area was selected consisting of the following intersections. These intersections were identified with input from the WEDA, the Town and Village of Webster, MCDOT and NYSDOT. Figure 1 illustrates the study intersections. 1. NY Route 104 WB Ramps/Salt Rd (CR-6) – signalized (NYSDOT) 2. NY Route 104 EB Ramps/Salt Rd (CR-6) – signalized (NYSDOT) 3. Salt Rd (CR-6)/Mitcheldean Dr – unsignalized 4. Phillips Rd (CR-8)/Mitcheldean Dr-Chiyoda Dr – signalized (MCDOT) 5. Phillips Rd (CR-8)/San Jose Dr-Orchard St – signalized (MCDOT) 6. Basket Rd (CR-4)/Tebor Rd-Boulter Industrial Park– unsignalized 7. North Ave (NY-250)/Orchard St – signalized (NYSDOT)
3.0 TRANSPORTATION SETTING 3.1
Description of Study Area Roadways
The information outlined in Table 1 provides a description of the existing roadway network within the study area and the Annual Average Daily Traffic (AADT) volumes on the study roadways. The AADTs, in vehicles per day (vpd), reflect the most recently collected data obtained from the NYSDOT. Figure 2 illustrates the lane geometry and traffic controls at each of the study. Functional classification (FC) of roadways is determined by the NYSDOT and the Federal Highway Administration (FHWA). Both the NYSDOT and FHWA groups roads, streets, and highways into different classes based on how they are used. This is called functional classification. Roads and streets do not work alone to move traffic. Instead, they form a network. Functional classification defines how each road or street fits into this network, how it provides access to nearby properties, and whether it is in an urban or rural area. In the study area, all the roadways are classified as urban. The following lists the primary functional classifications within the study area: • Urban Principal Arterial – Other Freeway/Expressway (Class 12) • Urban Principal Arterial – Other (Class 14) • Urban Minor Arterial (Class 16) • Urban Major Collector (Class 17) • Urban Local (Class 19)
Table 1: Existing Highway System CLASS1
AGENCY2
SPEED LIMIT3
TRAVEL LANES4
NY-104
12
NYSDOT
55
4
Salt Road (CR-6)
17
MCDOT
40
Phillips Rd (CR-8)
17
MCDOT
35
ROADWAY
ORIENTATION OF TRAVEL Two-way/ East-West
31,846 NYSDOT (2024)
4
Two-way/ North-South
5,500 NYSDOT (2024)
2
Two-way/ North-South
6,071 NYSDOT (2025)
AADT5
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Webster Transportation Infrastructure Plan July 28, 2026 CLASS1
AGENCY2
SPEED LIMIT3
TRAVEL LANES4
Basket Road (CR-4)
18
MCDOT
40
2
San Jose Dr
19
Town of Webster
35
Mitcheldean Dr
19
Town of Webster
Webster Rd (NY-250)
16
NYSDOT
ROADWAY
ORIENTATION OF TRAVEL Two-way/ North-South
4,205 NYSDOT (2017)
2
Two-way/ East-West
1,600 PA (2026)
35
2
Two-way/ East-West
200 PA (2024)
40
2
Two-way/ North-South
6,972 NYSDOT (2024)
AADT5
1. State functional classification of roadway 2. Jurisdictional agency of roadway. 3. Posted or statewide limit in miles per hour (mph). 4. Number of travel lanes. Excludes turning/auxiliary lanes developed at intersections. 5. Estimated AADT in vehicles per day (vpd). AADT source (Year).
3.2
Description of Multimodal Network
Table 2 summarizes the traffic controls, pedestrian, bicycle, and transit accommodations within the study area.
Table 2:
Multimodal Network PEDESTRIAN
BICYCLE
TRAFFIC CONTROL
SIDEWALK
CROSSWALK
PED SIGNAL
LANE
NY-104 EB Ramps/Salt Rd (CR-6)
Signal
Yes
Some presence
Yes
No
NY-104 WB Ramps/Salt Rd (CR-6)
Signal
Yes
Some presence
Yes
No
Salt Rd (CR6)/Mitcheldean Dr
Sign
No presence
No presence
No
No
Phillips Rd (CR8)/Mitcheldean DrChiyoda Dr
Signal
Some presence
No presence
No
No
Phillips Rd (CR-8)/San Jose Dr-Orchard St
Signal
Fully present
No presence
No
No
Basket Rd (CR-4)/Tebor Rd/Boulter Industrial Park
Sign
No presence
No presence
No
No
North Ave (NY250)/Orchard St
Signal
Some presence
Some presence
No
No
INTERSECTION
OTHER In lane and some shoulder In lane and some shoulder In lane and some shoulder In lane and some shoulder In lane and some shoulder In lane and some shoulder In lane and some shoulder, Bike Lane SB south of intersection
TRANSIT No
No
No
No No
No
No
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Webster Transportation Infrastructure Plan July 28, 2026 There are no dedicated bicycle trail/paths along the study area roadways within the immediate study area; however, the Hojack Trail (see map below) is located south of Orchard St, the Route 104 Trail runs along the south side of NY Route 104 in this area, and the Chiyoda Trail Connector (see map to the right) is located to the north and west of Panama Rd.
3.3
Planned/Programmed Highway Improvements
The NYSDOT Projects in Your Neighborhood web portal was reviewed. There are no planned highway improvement projects in the nearby study area. It is noted, however, that the Monreo County Department of Transportation (MCDOT) is planning a “Road Diet” lane reduction project for Phillips Rd. It is anticipated that the intersection geometries will remain the same while segments between intersections are reduced to one travel lane in each direction. This is accounted for the ETC and future anaysis conditions.
4.0 EXISTING CONDITIONS ANALYSIS 4.1
Peak Intervals for Analysis
Given the functional characteristics of the corridors, adjacent land uses, and the potential future land uses identified in the Reimagine Webster BOA Plan, the peak hours selected for analysis are the weekday morning (AM) and weekday afternoon (PM) peak periods. The combination of future potential site traffic and adjacent street traffic produces the greatest demand during these time periods.
4.2
Existing Traffic Volume Data
Turning movement traffic counts were collected on Thursday, April 30th, 2026 by Passero Associates at five of the study area intersections listed in Section 2.3 to determine peak hour traffic volumes. These include Phillips Rd (CR8)/Mitcheldean Dr-Chiyoda Dr, Phillips Rd (CR-8)/San Jose Dr-Orchard St, Basket Rd (CR-4)/Tebor Rd-Boulter Industrial
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Webster Transportation Infrastructure Plan July 28, 2026 Park, North Ave (NY-250)/Orchard St, and on North St at the potential location for the Chiyoda Dr extension. The other three intersections including NY Route 104 EB Ramps/Salt Rd (CR-6), NY Route 104 WB Ramps/Salt Rd (CR-6), and Salt Rd (CR-6)/Mitcheldean Dr were collected by Passero Associates on Wednesday May 31, 2023 for the NY Route 104/Salt Rd Ramp intersections and Wednesday January 10, 2024 for the Salt Rd/Mitcheldean Dr intersection. Traffic counts were conducted between 7:00-9:00 AM for the weekday AM peak period and 4:00-6:00 PM for the weekday PM peak period. The peak hour traffic periods generally occurred between 7:30-8:30 AM for the AM peak hour and 4:30-5:30 PM for the PM peak hour at the study intersections; these time periods were used for analysis purposes in this study. The weekday turning movement count data was collected on typical weekdays while local schools were in session. No adverse weather conditions impacted the traffic counts. The traffic volumes were reviewed to confirm accuracy, seasonality, and relative balance between intersections. Older traffic data were adjusted using a growth rate of 1% per year to achieve representative 2026 existing conditions. The actual differences in traffic volumes between study intersections can be attributed to temporal variations in traffic volumes as well as activity related to side streets and driveways located in the segments between the study intersections. Figures 3a-3b illustrate the 2026 existing conditions for the AM and PM peak hours, respectively.
4.3
Field Observations
The study intersections were observed during peak intervals to assess current traffic operations. Signal timing and phasing information was obtained from the NYSDOT and MCDOT to determine peak hour phasing plans and phase durations during each interval at the signalized intersections. This information was used to support and/or calibrate capacity analysis models described in detail later in this report.
5.0 BACKGROUND & ETC CONDITIONS Background traffic volumes represent the traffic conditions during the proposed build year (ETC) without the anticipated highway improvements or any future development in the study area. The transportation improvements evaluated in this study are expected to be constructed over the next two years. The widely accepted methodology for preparing traffic impact studies requires that any projects in the study area that are currently approved and/or under construction must be considered in the traffic analysis. Projects that are contemplated but not yet approved are not included in the traffic analysis. Based on guidance from WEDA and Town 7 Village of Webster, the background conditions at ETC include traffic related to fairlife and some nearby residential development. To account for normal increases in background traffic growth, including any unforeseen developments in the project study area aside from the identified projects, a growth rate is applied to the 2026 existing traffic volumes in the study area. The growth rate is determined based upon a review of historical traffic information obtained from the New York State Department of Transportation and a June 3, 2024 Memorandum from MCDOT, which provides a recommended growth rate for each town in Monroe County. Traffic volume data from various ATRs published on the NYSDOT Traffic Data Viewer were reviewed and it was found that traffic has generally decreased between 2015 and 2024. The MCDOT Memorandum states that the Town of Webster has a recommended growth rate of 1.0%. Given the historical NYSDOT traffic information in the study area shows that traffic has been decreasing, a growth rate of 1.0% is used to account for normal increases in background traffic growth, including any unforeseen developments in the study area for the threeyear build-out period. Figures 4a-4b illustrate the 2028 background conditions for the AM and PM, peak hours, respectively.
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Webster Transportation Infrastructure Plan July 28, 2026 The ETC conditions build upon the background traffic volumes and evaluate the roadway improvements covered by the grant funding. The improvements evaluated under the ETC conditions include: 1. Reconstruction of Orchard Street from Panama Road to Phillips Road •
The overall cross section of Orchard St will be reduced from 4 lanes to 3 lanes. The eastbound Orchard St approach to Phillips Rd will remain unchanged. The westbound San Jose Dr approach will be re-striped to provide one exclusive left turn lane, one exclusive thru lane, and one exclusive right turn lane
2. Reconstruction of Panama Road from Orchard Street to Chiyoda Drive 3. Reconstruction of Mitcheldean Drive from Phillips Road to Salt Road 4. Construction of a multimodal trail on the west side of Phillips Road from the NY-104 interchange to Chiyoda Drive 5. Extension of Chiyoda Drive from the termination of the existing Drive westerly to the intersection of NY-250 • Chiyoda Drive should consist of one westbound lane. 6. Extension of Boulter Industrial Parkway from the termination of the existing Parkway westerly to the intersection of Salt Road •
Boulter Industrial Park Extension should be designed to provide one exclusive left turn lane and one shared through and right turn lane. Mitcheldean Drive should be re-striped to provide one exclusive left turn lane and one shared through and right turn lane. The eastbound and westbound left turn lanes should be aligned opposite one another. This will provide appropriate geometry for the future if and when a traffic signal is needed. Additionally, providing two westbound lanes will improve off-peak congestion that may result from traffic associated with the multiple recreational facilities in the area.
The extension of Boulter Industrial Parkway from the termination of the existing Parkway westerly to the intersection of Salt Road will provide an alternate route for traffic associated with fairlife. Therefore the analyses take into account diversion of a portion of the fairlife peak hour traffic from Basket Rd to Salt Rd using the new Boulter Industrial Parkway extension. Figures 5a-5b illustrate the 2028 ETC conditions for the AM and PM, peak hours, respectively.
6.0 ETC TRAFFIC OPERATIONS AND ANALYSIS 6.1
ETC Conditions
This study used the Transportation Research Board's (TRB) NCHRP Report 279 Intersection Channelization Design Guide to evaluate the volume warrants for a left-turn treatment on Salt Rd at the intersection with Mitcheldean Dr and Boulter Industrial Park Extension. Provisions for left-turn lane facilities should be established where traffic volumes are high enough and safety considerations are sufficient to warrant the additional lane. This investigation analyzed warrants during the weekday AM and PM peak hours under ETC conditions. The warrants are based on the design speed of the major roadway (Salt Rd). Very few, if any, southbound left turns are anticipated under ETC conditions therefore the northbound left turn movements were used for this evaluation. The combination of northbound traffic volumes turning left onto Mitcheldean Dr from Salt Rd and the design speed of Salt Rd indicate that a left-turn treatment is not warranted during the AM or PM peak hours under ETC conditions.
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Webster Transportation Infrastructure Plan July 28, 2026 Additionally, review of northbound and southbound right turn volumes on Salt Rd at the Mitcheldean/Boulter Industrial Park Extension intersection indicate that right turn lanes are not warranted in either direction under ETC conditions.
6.2
ETC Conditions
This study performed traffic signal warrant analyses at the Salt Rd/Mitcheldean Dr-Boulter Industrial Park intersection under ETC conditions. The need for a traffic signal is determined by comprehensive investigation of existing traffic conditions and physical characteristics at the location. The Standard Specifications Update for the adoption of the National MUTCD (FHWA) and the New York State Supplement were reviewed to investigate the need for a traffic control signal at this location. There are nine (9) warrants, and they are as follows: • Warrant 1 Eight-Hour Vehicular Volume • Warrant 2 Four-Hour Vehicular Volume • Warrant 3 Peak Hour Vehicular Volume • Warrant 4 Pedestrian Volume • Warrant 5 School Crossing • Warrant 6 Coordinated Signal System • Warrant 7 Crash Experience • Warrant 8 Roadway Network • Warrant 9 Intersection Near a Grade Crossing Prior to applying warrants, the MUTCD suggests consideration of the effects of right-turn volumes on the minor street approach, hence a 20% reduction was taken in both the number of eastbound right turn vehicles exiting Salt Rd and westbound right turn vehicles exiting Boulter Industrial Park Extension. The average 24-hour bi-directional data collected by NYSDOT in 2024 was used to determine the hourly distribution of traffic along Salt Rd and the hourly distribution of traffic exiting both Salt Rd and Boulter Industrial Park Extension are based on the hourly fluctuation of industrial park traffic (LUC 110) contained in the ITE database. The posted speed limit on Salt Rd is 40 MPH thus 70% thresholds in Table 4C-1, Figure 4C-2, Figure 4C-4, Table 4C-4, and Table 4C-5 are used as a basis for analysis at this intersection. Each of the nine signal warrants are described in detail below. Table 3 summarizes the signal warrant findings at the Salt Rd/Mitcheldean Dr-Boulter Industrial Park Extension intersection under ETC conditions. 1. Warrant 1 is subdivided into Condition A and Condition B. The Minimum Vehicular Volume, Condition A, is intended for application at locations where a large volume of intersecting traffic is the principal reason to consider installing a traffic control signal. The Interruption of Continuous Traffic, Condition B, is intended for application at locations where Condition A is not satisfied and where the traffic volume on a major street is so heavy that traffic on a minor intersecting street suffers excessive delays or conflict in entering or crossing the major street. These conditions are satisfied when, for each of any eight hours of an average day, anticipated volumes on the artery and side road are more than the minimum values presented in Tables 4C-1 in the MUTCD. 2. Warrant 2, the Four-Hour Vehicular Volume signal warrant conditions, are intended to be applied where the volume of intersecting traffic is the principal reason to consider installing a traffic control signal. This warrant stipulates that for any four hours of a day, minimum threshold volumes are met on the artery and side road. 3. Warrant 3 is intended for application where minor street traffic suffers undue delays in entering or crossing the major street for one hour of the day. It stipulates that the warrant shall be applied in unusual cases (highoccupancy vehicle facilities (i.e., shopping centers, office parks) where many vehicles discharge over a short period of time. The need for a traffic control signal shall be considered if all the following criteria are met:
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Webster Transportation Infrastructure Plan July 28, 2026 a. If all three of the following conditions exist for the same 1 hour (any four consecutive 15-minute periods) of an average day: i. The total stopped-time delay experienced by the traffic on one minor-street approach (one direction only) controlled by a STOP sign equals or exceeds: 4 vehicle-hours for a one-lane approach or 5 vehicle-hours for a two-lane approach, and ii. The volume on the same minor-street approach (one direction only) equals or exceeds 100 vehicles per hour for one moving lane of traffic or 150 vehicles per hour for two moving lanes, and iii. The total entering volume serviced during the hour equals or exceeds 650 vehicles per hour for intersections with three approaches or 800 vehicles per hour for intersections with four or more approaches. b. The plotted point representing the vehicles per hour on the major street (total of both approaches) and the corresponding vehicles per hour on the more critical minor-street approach (one direction only) for 1 hour (any four consecutive 15-minute periods) of an average day falls above the applicable curve in Figure 4C-4 for the existing combination of approach lanes. 4. Warrant 4 is met when pedestrians experience excessive delays in crossing the major street because the traffic volumes are so heavy. The intersection currently has low pedestrian activity. 5. Warrant 5 is met when a sufficient number of gaps in traffic do not exist for certain size and frequency of school children to cross the major roadway. 6. Warrant 6 is met when a traffic signal is needed to maintain progressive movement and vehicle platooning in a coordinated signal system. The intersection would likely be coordinated with adjacent signals, if warranted. 7. Warrant 7 is intended for applications, where the severity and frequency of crashes are the principal reasons to consider installing a traffic control signal. The need for a traffic control signal shall be considered if all the following criteria are met: a. Adequate trial of alternatives with satisfactory observance and enforcement has failed to reduce crash frequency. b. At least one of the following conditions applies to the reported crash history (where each reported crash considered is related to the intersection and apparently exceeds the applicable requirements for a reportable crash). i. The number of reported angle crashes and pedestrian crashes within a 1-year period equals or exceeds the threshold number in Table 4C-4 for total angle crashes and pedestrian crashes (all severities); or ii. The number of reported fatal-and-injury angle crashes and pedestrian crashes within a 1-year period equals or exceeds the threshold number in Table 4C-4 for total fatal-and-injury angle crashes and pedestrian crashes; or iii. The number of reported angle crashes and pedestrian crashes within a 3-year period equals or exceeds the threshold number in Table 4C-5 for total angle crashes and pedestrian crashes (all severities); or iv. The number of reported fatal-and-injury angle crashes and pedestrian crashes within a 3-year period equals or exceeds the threshold number in Table 4C-5 for total fatal-and-injury angle crashes and pedestrian crashes; and
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Webster Transportation Infrastructure Plan July 28, 2026 c. For each of any 8 hours of an average day, the vehicles per hour (vph) given in both of the 80 percent columns of Condition A in Table 4C-1 (see Section 4C.02), or the vph in both of the 80 percent columns of Condition B in Table 4C-1 exists on the major street and the more critical minor-street approach, respectively, to the intersection, or the volume of pedestrian traffic is not less than 80 percent of the requirements specified in the Pedestrian Volume warrant (see Section 4C.05). 8. Warrant 8 is met when a traffic signal might encourage concentration and organization of traffic flow on a roadway network. This warrant primarily focuses on two major intersecting roadways, which is not the case at the study intersection. 9. Warrant 9 is applicable when an intersection is located near an at-grade rail crossing.
Table 3:
Signal Warrant Analysis Results
WARRANT
SATISFACTION OF WARRANTS
1A – Eight-Hour Condition A 1B – Eight-Hour Condition B 2 – Four-Hour 3 – Peak-Hour 4 – Pedestrian Volume 5 – School Crossing
NO NO NO NO NO NO
6 – Coordinated Signal System 7 – Crash Experience 8 – Roadway Network 9 – Intersection Near a Grade Crossing
NO NO NO NO
Based upon the results, a traffic signal is not warranted at the Salt Rd/Mitcheldean Dr-Boulter Industrial Park Extension intersection under ETC conditions.
6.3
Description of Capacity Analysis
Capacity analysis is a technique used for determining a measure of effectiveness for a section of roadway and/or intersection based on the number of vehicles during a specific time period. The measure of effectiveness used for the capacity analysis is referred to as a Level of Service (LOS). Levels of service are calculated to provide an indication of the amount of delay that a motorist experiences while traveling along a roadway or through an intersection. Since the most amount of delay to motorists usually occurs at intersections, capacity analysis focuses on intersections, as opposed to highway segments. The standard procedure for capacity analysis of signalized and unsignalized intersections is outlined in the latest Highway Capacity Manual (HCM) 7th Edition published by the Transportation Research Board (TRB). Traffic analysis software, Synchro 12, which is based on procedures and methodologies contained in the HCM, was used to analyze operating conditions at study area intersections. The procedure yields a Level of Service based on the HCM as an indicator of how well intersections operate.
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Webster Transportation Infrastructure Plan July 28, 2026
Table 4: Level of Service Criteria Level of Service A B C D E
Signalized Control < 10 10 – 20 20 – 35 35 – 55 55 – 80
Unsignalized Control < 10 10 – 15 15 – 25 25 – 35 35 – 50
F
> 80
> 50
Six levels of service are defined for analysis purposes. They are assigned letter designations, from A to F, with LOS A representing the conditions with little to no delay, and LOS F conditions with very long delays. LOS C or better is desirable, but LOS D for signalized locations and LOS E for unsignalized locations are generally thresholds of acceptable operation during peak periods so long as the volume to capacity ratio (v/c) is below 1.0. Table 4, above, depicts Level of Service criteria for both signalized and unsignalized intersections and associated delays per vehicle in seconds. LOS for signalized intersections is defined in terms of delay specifically, average total delay per vehicle for a 15-minute analysis period. LOS for unsignalized intersections, however, are different from a signalized intersection. The primary reason for this is driver expectation that a signalized intersection is designed to carry higher volumes than an unsignalized intersection. Unsignalized intersections are also associated with more uncertainty for users, as delays are less predictable than they are at signals. The v/c ratio, also referred to as degree of saturation, represents the sufficiency of an intersection to accommodate the vehicular demand. A v/c ratio less than 0.85 generally indicates that adequate capacity is available, and vehicles are not expected to experience significant queues and delays. As the v/c ratio approaches 1.0, traffic flow may become unstable, and delay and queuing conditions may occur.
6.4
Capacity Analysis Results
Existing, background and ETC operating conditions during the peak study periods are evaluated to determine the appropriate geometry and intersection controls for study area intersections. Capacity results for existing, background, and ETC conditions are listed in Table 5. The discussion following the table summarizes capacity conditions. The detailed Synchro capacity analysis worksheets are contained in the Appendices.
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Table 5: Capacity Analysis Results - Existing, Background, ETC 2026 EXISTING CONDITIONS INTERSECTION
AM
2028 BACKGROUND CONDITIONS
PM
AM
2028 ETC CONDITIONS
PM
AM
PM
LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c 1. Salt Rd at NY 104 WB Ramps (S) WB Left - NY 104 WB Off Ramp
C
23.5
0.06
C
23.8
0.13
C
25.9
0.08
C
29.5
0.18
C
27.0
0.09
C
30.5
NY 104 WB Off Ramp
C
23.5
0.06
C
23.9
0.14
C
25.9
0.08
C
29.5
0.18
C
27.0
0.09
C
30.5
0.19 0.19
NY 104 WB Off Ramp
A
2.3
0.21
A
0.7
0.11
A
3.6
0.25
A
1.3
0.17
A
3.8
0.26
A
1.4
0.18
Salt Rd
A
2.2
0.22
A
2.2
0.15
A
2.1
0.25
A
2.1
0.16
A
2.1
0.24
A
2.2
0.17
NB Thru/Right - Salt Rd
A
0.8
0.08
A
1.5
0.09
A
1.1
0.11
A
1.8
0.16
A
1.1
0.12
A
1.9
0.18
SB Left/Thru - Salt Rd
B
18.2
0.14
B
18.0
0.24
B
17.5
0.21
B
18.7
0.29
B
17.8
0.22
B
18.8
0.29
Salt Rd
A
6.4
0.40
A
5.7
0.36
A
5.8
0.51
A
5.1
0.39
A
6.0
0.54
A
5.0
0.41
Overall LOS
A
5.4
0.41
A
7.6
0.38
A
6.2
0.52
A
7.8
0.48
A
6.2
0.54
A
7.7
0.49 0.46
2. Salt Rd at NY 104 EB Ramps (S) EB Left - NY 104 EB Off Ramp
C
23.7
0.27
C
23.9
0.33
C
25.9
0.31
C
28.2
0.44
C
27.0
0.37
C
29.0
NY 104 EB Off Ramp
C
23.7
0.27
C
23.8
0.33
C
25.9
0.31
C
28.0
0.43
C
27.1
0.37
C
29.2
0.47
NY 104 EB Off Ramp
A
2.3
0.19
A
7.8
0.35
A
2.5
0.20
A
8.0
0.34
A
2.4
0.20
A
8.0
0.34
Salt Rd
B
15.9
0.37
B
17.3
0.37
B
17.6
0.48
C
20.5
0.48
B
18.9
0.51
C
21.2
0.49
Salt Rd
A
2.0
0.06
A
2.2
0.09
A
2.5
0.11
A
3.0
0.12
A
2.8
0.13
A
3.2
0.13 0.12
SB Thru/Right - Salt Rd
A
1.3
0.03
A
1.7
0.08
A
1.1
0.06
A
2.1
0.11
A
1.2
0.06
A
2.2
Overall LOS
B
13.7 0.41
B
12.7 0.38
B
14.1 0.52
B
15.5 0.48
B
15.4 0.54
B
16.3 0.49
3. Salt Rd at Mitcheldean Dr/Boulter Industrial Park Extension (U) EB Left - Mitcheldean Dr
B
12.5
0.01
B
11.2
0.01
C
16.0
0.01
C
15.2
0.02
C
17.8
0.02
C
16.9
0.02
EB Right (Thru/Right) - Mitcheldean Dr
A
9.9
0.01
A
9.4
0.05
B
11.4
0.01
B
10.3
0.06
B
11.4
0.01
B
10.3
0.06
Salt Rd
A
7.9
0.03
A
7.6
0.01
A
8.5
0.04
A
7.9
0.01
N/A
Salt Rd
N/A
N/A
N/A
A
8.5
0.04
A
7.9
0.01
A
0.0
0.00
A
0.0
0.00 0.01
4. Phillips Rd at Mitcheldean Dr/Chiyoda Dr (S) EB Left - Chiyoda Dr
B
13.6
0.02
B
10.9
0.01
B
13.8
0.01
B
11.7
0.01
B
13.9
0.02
B
11.7
EB Thru/Right - Chiyoda Dr
B
11.9
0.01
A
7.0
0.02
B
12.1
0.01
A
7.5
0.02
B
12.1
0.01
A
7.5
0.02
Mitcheldean Dr
B
14.0
0.00
B
10.7
0.02
B
14.1
0.00
B
11.5
0.02
B
14.2
0.01
B
11.6
0.02
Mitcheldean Dr
B
14.0
0.00
A
0.0
0.00
B
14.2
0.00
A
0.0
0.00
B
14.2
0.01
A
0.0
0.00
Mitcheldean Dr
A
0.0
0.00
A
0.0
0.01
A
0.0
0.00
A
0.0
0.01
A
0.0
0.01
A
0.0
0.01
Phillips Rd
A
4.6
0.02
A
5.3
0.01
A
4.5
0.01
A
5.0
0.01
A
4.5
0.02
A
5.1
0.02
NB Thru/Right - Phillips Rd
A
3.1
0.07
A
4.1
0.11
A
3.7
0.13
A
4.7
0.20
A
3.8
0.14
A
4.7
0.21
Phillips Rd
A
4.6
0.01
A
5.5
0.00
A
4.5
0.01
A
5.2
0.00
A
4.5
0.01
A
5.3
0.00
SB Thru/Right - Phillips Rd
A
4.8
0.31
A
4.7
0.17
A
4.6
0.29
A
4.5
0.17
A
4.6
0.29
A
4.6
0.18
Overall LOS
A
4.9
0.32
A
4.8
0.18
A
4.9
0.29
A
5.1
0.21
A
4.9
0.29
A
5.1
0.21
Orchard St
B
11.8
0.00
B
10.2
0.03
B
12.4
0.00
B
10.3
0.03
B
12.4
0.00
B
10.3
0.04
EB Thru/Right - Orchard St
A
8.3
0.01
A
6.2
0.03
A
8.7
0.01
A
6.2
0.03
A
8.7
0.02
A
6.2
0.04
San Jose Dr
B
11.8
0.00
B
11.0
0.14
B
12.3
0.00
B
11.0
0.14
B
12.3
0.01
B
11.1
0.15
WB Thru/Right - San Jose Dr
B
10.0
0.00
A
7.9
0.02
B
10.5
0.00
A
7.9
0.02 B
12.3
0.01
B
10.1
0.03
A
0.0
0.00
A
2.3
0.02
5. Phillips Rd at Orchard St/San Jose Dr (S)
San Jose Dr
N/A
San Jose Dr
N/A
N/A
N/A
N/A
N/A
Phillips Rd
A
4.7
0.01
A
6.8
0.02
A
4.6
0.01
A
6.8
0.02
A
4.7
0.01
A
6.9
0.03
NB Thru/Right - Phillips Rd
A
2.7
0.10
A
6.9
0.16
A
2.6
0.11
A
6.9
0.16
A
2.7
0.11
A
6.9
0.17
Phillips Rd
A
4.7
0.01
A
6.8
0.03
A
4.5
0.01
A
6.8
0.03
A
4.6
0.02
A
6.9
0.03
SB Thru/Right - Phillips Rd
A
4.7
0.27
A
8.2
0.27
A
4.6
0.27
A
8.2
0.27
A
4.6
0.27
A
8.2
0.28
Overall LOS
A
4.3
0.27
A
7.9
0.28
A
4.2
0.27
A
7.9
0.28
A
4.2
0.27
A
7.9
0.28
6. Basket Rd at Boulter Industrial Park/Tebor Rd (U) EB - Boulter Industrial Park
A
9.8
0.02
A
10.0
0.12
A
9.8
0.02
A
10.0
0.12
B
13.6
0.10
B
11.6
0.19
Tebor Rd
B
12.0
0.07
B
12.7
0.15
B
12.1
0.07
B
12.8
0.15
B
13.1
0.08
B
13.3
0.16
Basket Rd
A
7.5
0.06
A
7.5
0.03
A
7.5
0.06
A
7.5
0.03
A
7.5
0.06
A
7.5
0.03
Basket Rd
A
7.7
0.01
A
7.5
0.01
A
7.7
0.01
A
7.5
0.01
A
7.6
0.01
A
7.5
0.01
Orchard St
B
10.2
0.06
B
16.3
0.24
B
10.2
0.06
B
16.2
0.25
B
10.3
0.06
B
16.2
0.25
WB Left- Orchard St
B
12.1
0.03
B
14.6
0.22
B
12.3
0.03
B
14.6
0.23
B
12.3
0.04
B
14.7
0.23
Orchard St
B
12.0
0.00
B
12.8
0.04
B
12.0
0.00
B
12.8
0.04
B
12.0
0.01
B
12.9
0.05
Orchard St
A
1.6
0.00
A
4.9
0.07
A
1.6
0.00
A
4.8
0.07
A
1.6
0.01
A
4.9
0.07
NB Left/Thru - North Ave
A
5.3
0.10
B
14.9
0.54
A
5.3
0.11
B
15.2
0.55
A
5.4
0.11
B
15.3
0.56
7. North Ave at Orchard St (S)
North Ave
A
0.6
0.02
A
4.1
0.09
A
0.6
0.02
A
4.2
0.09
A
0.7
0.02
A
4.3
0.09
North Ave
A
6.1
0.31
B
11.4
0.29
A
6.1
0.31
B
11.6
0.30
A
6.2
0.32
B
11.6
0.30
Overall LOS
A
6.2
0.31
B
13.0 0.54
A
6.2
0.32
B
13.1 0.56
A
6.2
0.32
B
13.1 0.56
8. Webster Rd at Chiyoda Dr Extension (U) WB - Chiyoda Dr Extension SB Left - Webster Rd
N/A
N/A
N/A
N/A
N/A
N/A
Webster Transportation Infrastructure Project
Webster Transportation Infrastructure Plan July 28, 2026 1. Salt Rd at NY 104 WB Ramps: This signalized intersection operates at LOS C or better on all approaches during all study peak hours under existing and background conditions and will continue to do so under ETC conditions. No changes in LOS are anticipated and no mitigation is warranted or recommended as a result of the proposed highway improvements. 2. Salt Rd at NY 104 EB Ramps: This signalized intersection operates at LOS C or better on all approaches during all study peak hours under existing and background conditions and will continue to do so under ETC conditions. No changes in LOS are anticipated and no mitigation is warranted or recommended as a result of the proposed highway improvements. 3. Salt Rd at Mitcheldean Dr/Boulter Industrial Park Extension: The turning movements at this unsignalized intersection currently operate at LOS C or better during all study peak hours under existing and background conditions. The proposed highway improvements will extend Boulter Industrial Park to Salt Rd opposite Mitcheldean Dr. The aligned four-way intersection should provide opposing exclusive left turn lanes and shared through and right turn lanes on their respective approaches to Salt Rd. The intersection will continue to operate at LOS C or better on all approaches under ETC conditions with the noted geometry in place. 4. Phillips Rd at Mitcheldean Dr/Chiyoda Dr: This signalized intersection operates at LOS C or better on all approaches during all study peak hours under existing and background conditions and will continue to do so under ETC conditions. No changes in LOS are anticipated and no mitigation is warranted or recommended as a result of the proposed highway improvements. 5. Phillips Rd at Orchard St/San Jose Dr: This signalized intersection operates at LOS B or better on all approaches during all study peak hours under existing and background conditions and will continue to do so under ETC conditions. It is anticipated that the San Jose Dr approach will be re-striped to provide one exclusive left turn lane, one exclusive thru lane, and one exclusive right turn lane. No changes in LOS are anticipated and no mitigation is warranted or recommended as a result of the proposed highway improvements. 6. Basket Rd at Boulter Industrial Park/Tebor Rd: The turning movements at this unsignalized intersection currently operate at LOS B or better during all study peak hours under existing and background conditions. The proposed highway improvements will extend Boulter Industrial Park to Salt Rd opposite Mitcheldean Dr allowing for the fairlife traffic to use the Boulter Industrial Park Extension to access Salt Rd. This change is site trip distribution from fairlife results in a slight decrease in LOS on the eastbound Boulter Industrial Park approach from LOS A to LOS B during both peak hours under ETC conditions. Associated increases in delay are relatively small and no mitigation/geometric improvements are warranted or recommended. 7. North Ave at Orchard St: This signalized intersection operates at LOS B or better on all approaches during all study peak hours under existing and background conditions and will continue to do so under ETC conditions. No changes in LOS are anticipated and no mitigation is warranted or recommended as a result of the proposed highway improvements.
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Webster Transportation Infrastructure Plan July 28, 2026
7.0 ETC + 20 CONDITIONS 7.1
Potential ETC + 20 Future Development
The November 2024 Reimagine Webster Brownfield Opportunity Area Plan (BOA) Plan identified development opportunities and associated public improvement projects which resulted in the FAST NY grant funding for the roadway improvements evaluated in this traffic study. In order to design these roadway improvements to last into the future, an ETC + 20 analysis has been completed that takes into account some of the potential future development identified in the BOA Plan. A Master Plan Concept was created as a part of the BOA Plan and was used as a basis for evaluation of future development for this traffic study. It is noted that this traffic study/analysis is not intended to serve as a traffic impact study for approval purposes for any of the developments evaluated. Proposed developments will still be required to provide their own traffic studies as necessary for agency approval purposes. Analysis of the ETC + 20 conditions evaluated future build out of a portion of the BOA Plan. The future development evaluated is comprised of the following components: o Residential Townhomes and Apartments (±1,133 Units) o Office (±100,000 SF) o Light Industrial (±1,813,000 SF) o Retail (±263,000 SF) o Recreational (±136,200 SF)
7.2
ETC + 20 Trip Generation
The volume of traffic generated by a site is dependent on the intended land use and size of the development. Trip generation is an estimate of the number of trips generated by a specific building or land use. These trips represent the volume of traffic entering and exiting the development. Trip Generation Manual (12th Edition) published by the Institute of Transportation Engineers (ITE) is used as a reference for this information. The trip rate for the peak hour of the generator may or may not coincide in time or volume with the trip rate for the peak hour of adjacent street traffic. Volumes generated during the peak hour of the adjacent street traffic and proposed land uses, in this case, the weekday commuter AM and PM peak hours, represent a more critical volume when analyzing the capacity of the system; those intervals will provide the basis of this analysis. All trip generation information has been included in the Appendices. The total future development for the BOA Plan uses analyzed are estimated to generate 1,352 entering and 748 exiting vehicle trips during the AM peak hour and 1,434 entering and 1,745 exiting vehicle trips during the PM peak hour.
7.3
ETC + 20 Trip Distribution
The cumulative effect of site generated traffic on the transportation network is dependent on the origins and destinations of that traffic and the location of the access drives serving the site. The arrival and departure distribution of traffic generated by the BOA Plan uses analyzed in this study is considered a function of several parameters, including: • Residential and Employment centers. • Proximity and access to NY-104 and other main roadways. • Individual Site access locations within the study area. • Existing and future roadway network and contextual factors. • Existing traffic patterns derived from the traffic counts. • Use of navigational aids, such as Google Maps, Apple Maps, and Waze during peak times.
P a g e | 19
Webster Transportation Infrastructure Plan July 28, 2026 •
7.4
Existing and future traffic conditions and controls.
ETC + 20 Future Traffic Volumes
The ETC + 20 future traffic volumes are developed for the peak hours by combining the ETC traffic volumes (Figures 5a-5b) and the site-generated traffic volumes distributed to the network as described above to yield the traffic volumes under ETC +20 conditions. Figures 6a-6b illustrate the total future peak hour volumes anticipated for the ETC +20 analysis conditions for the AM and PM peak hours, respectively.
7.5
ETC + 20 Capacity Analysis Results
Capacity results for existing, background, ETC and ETC + 20 conditions are provided for comparison purposes in Table 6. The ETC + 20 conditions analysis uses the same geometry as the ETC conditions. It is noted that warrants for left and right turn lanes were reviewed at the Salt Rd intersection with Mitcheldean Dr/Boulter Industrial Park Extension as well as the NY-250/Chiyoda Dr Extension intersection for the ETC + 20 conditions. The analyses indicate that northbound and southbound left turn lane warrants are met under the ETC + 20 build out conditions. Additionally, a southbound left turn lane is warranted on NY-250 at the Chiyoda Dr Extension intersection under the ETC + 20 build out conditions. Traffic signal warrants were also reviewed for these two intersections under the ETC + 20 build out conditions. The signal warrant analyses indicate that a signal is expected to be needed under the ETC + 20 build out conditions only at the Salt Rd/ Mitcheldean Dr/Boulter Industrial Park Extension intersection.
P a g e | 20
Table 6: Capacity Analysis Results - ETC + 20 2026 EXISTING CONDITIONS INTERSECTION
AM
2028 BACKGROUND CONDITIONS
PM
AM
2028 ETC CONDITIONS
PM
AM
2048 ETC+20 CONDITIONS
PM
AM
PM
LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c 1. Salt Rd at NY 104 WB Ramps (S) WB Left - NY 104 WB Off Ramp
C
23.5
0.06
C
23.8
0.13
C
25.9
0.08
C
29.5
0.18
C
27.0
0.09
C
30.5
0.19
C
32.3
0.09
D
37.7
NY 104 WB Off Ramp
C
23.5
0.06
C
23.9
0.14
C
25.9
0.08
C
29.5
0.18
C
27.0
0.09
C
30.5
0.19
C
32.3
0.09
D
37.7
0.18 0.18
NY 104 WB Off Ramp
A
2.3
0.21
A
0.7
0.11
A
3.6
0.25
A
1.3
0.17
A
3.8
0.26
A
1.4
0.18
B
13.5
0.73
B
19.0
0.74 0.22
Salt Rd
A
2.2
0.22
A
2.2
0.15
A
2.1
0.25
A
2.1
0.16
A
2.1
0.24
A
2.2
0.17
A
3.5
0.28
A
4.2
NB Thru/Right - Salt Rd
A
0.8
0.08
A
1.5
0.09
A
1.1
0.11
A
1.8
0.16
A
1.1
0.12
A
1.9
0.18
A
2.8
0.22
A
4.4
0.26
SB Left/Thru - Salt Rd
B
18.2
0.14
B
18.0
0.24
B
17.5
0.21
B
18.7
0.29
B
17.8
0.22
B
18.8
0.29
B
19.5
0.35
C
24.4
0.52 0.49
Salt Rd
A
6.4
0.40
A
5.7
0.36
A
5.8
0.51
A
5.1
0.39
A
6.0
0.54
A
5.0
0.41
A
5.0
0.54
A
4.8
Overall LOS
A
5.4
0.41
A
7.6
0.38
A
6.2
0.52
A
7.8
0.48
A
6.2
0.54
A
7.7
0.49
A
9.0
0.73
B
13.3 0.74
2. Salt Rd at NY 104 EB Ramps (S) EB Left - NY 104 EB Off Ramp
C
23.7
0.27
C
23.9
0.33
C
25.9
0.31
C
28.2
0.44
C
27.0
0.37
C
29.0
0.46
D
35.7
0.57
D
41.1
NY 104 EB Off Ramp
C
23.7
0.27
C
23.8
0.33
C
25.9
0.31
C
28.0
0.43
C
27.1
0.37
C
29.2
0.47
D
35.7
0.57
D
41.5
0.63 0.64
NY 104 EB Off Ramp
A
2.3
0.19
A
7.8
0.35
A
2.5
0.20
A
8.0
0.34
A
2.4
0.20
A
8.0
0.34
A
1.6
0.18
A
8.1
0.32
Salt Rd
B
15.9
0.37
B
17.3
0.37
B
17.6
0.48
C
20.5
0.48
B
18.9
0.51
C
21.2
0.49
C
25.0
0.58
C
30.4
0.57
Salt Rd
A
2.0
0.06
A
2.2
0.09
A
2.5
0.11
A
3.0
0.12
A
2.8
0.13
A
3.2
0.13
B
12.5
0.46
B
15.9
0.59 0.15
SB Thru/Right - Salt Rd
A
1.3
0.03
A
1.7
0.08
A
1.1
0.06
A
2.1
0.11
A
1.2
0.06
A
2.2
0.12
A
1.2
0.09
A
1.6
Overall LOS
B
13.7 0.41
B
12.7 0.38
B
14.1 0.52
B
15.5 0.48
B
15.4 0.54
B
16.3 0.49
C
21.1 0.73
C
22.5 0.74
3. Salt Rd at Mitcheldean Dr/Boulter Industrial Park Extension (U) EB Left - Mitcheldean Dr
B
12.5
0.01
B
11.2
0.01
C
16.0
0.01
C
15.2
0.02
C
17.8
0.02
C
16.9
0.02
D
34.2
0.03
E
37.5
0.05
EB Right (Thru/Right) - Mitcheldean Dr
A
9.9
0.01
A
9.4
0.05
B
11.4
0.01
B
10.3
0.06
B
11.4
0.01
B
10.3
0.06
B
12.9
0.11
B
13.8
0.27
Boulter Industrial Park
N/A
N/A
N/A
N/A
C
23.6
0.09
C
25.0
0.09
F
122.3 0.83
F
722.0 2.31
WB Thru/Right - Boulter Industrial Park
N/A
N/A
N/A
N/A
A
0.0
0.00
A
0.0
0.00
A
0.0
0.00
A
0.0
0.00
A
8.5
0.04
A
7.9
0.01
A
9.1
0.13
A
8.7
0.09
A
0.0
0.00
A
0.0
0.00
A
0.0
0.00
A
0.0
0.00 0.07
Salt Rd
A
7.9
0.03
A
N/A
Salt Rd
7.6
0.01
A
N/A
8.5
0.04
A
N/A
7.9
0.01
N/A
4. Phillips Rd at Mitcheldean Dr/Chiyoda Dr (S) EB Left - Chiyoda Dr
B
13.6
0.02
B
10.9
0.01
B
13.8
0.01
B
11.7
0.01
B
13.9
0.02
B
11.7
0.01
B
17.0
0.06
B
16.3
EB Thru/Right - Chiyoda Dr
B
11.9
0.01
A
7.0
0.02
B
12.1
0.01
A
7.5
0.02
B
12.1
0.01
A
7.5
0.02
B
10.8
0.10
A
8.7
0.19
Mitcheldean Dr
B
14.0
0.00
B
10.7
0.02
B
14.1
0.00
B
11.5
0.02
B
14.2
0.01
B
11.6
0.02
B
16.7
0.03
B
16.6
0.10
Mitcheldean Dr
B
14.0
0.00
A
0.0
0.00
B
14.2
0.00
A
0.0
0.00
B
14.2
0.01
A
0.0
0.00
B
16.8
0.06
B
15.9
0.05
Mitcheldean Dr
A
0.0
0.00
A
0.0
0.01
A
0.0
0.00
A
0.0
0.01
A
0.0
0.01
A
0.0
0.01
A
6.8
0.10
A
6.4
0.10
Phillips Rd
A
4.6
0.02
A
5.3
0.01
A
4.5
0.01
A
5.0
0.01
A
4.5
0.02
A
5.1
0.02
A
6.6
0.13
A
6.6
0.10
NB Thru/Right - Phillips Rd
A
3.1
0.07
A
4.1
0.11
A
3.7
0.13
A
4.7
0.20
A
3.8
0.14
A
4.7
0.21
A
6.5
0.27
A
8.3
0.40
Phillips Rd
A
4.6
0.01
A
5.5
0.00
A
4.5
0.01
A
5.2
0.00
A
4.5
0.01
A
5.3
0.00
A
5.7
0.05
A
6.7
0.10
SB Thru/Right - Phillips Rd
A
4.8
0.31
A
4.7
0.17
A
4.6
0.29
A
4.5
0.17
A
4.6
0.29
A
4.6
0.18
A
8.7
0.48
A
7.8
0.36
Overall LOS
A
4.9
0.32
A
4.8
0.18
A
4.9
0.29
A
5.1
0.21
A
4.9
0.29
A
5.1
0.21
A
8.4
0.49
A
8.6
0.40
Orchard St
B
11.8
0.00
B
10.2
0.03
B
12.4
0.00
B
10.3
0.03
B
12.4
0.00
B
10.3
0.04
B
18.8
0.02
B
17.4
0.06
EB Thru/Right - Orchard St
A
8.3
0.01
A
6.2
0.03
A
8.7
0.01
A
6.2
0.03
A
8.7
0.02
A
6.2
0.04
B
10.9
0.08
A
8.9
0.17
San Jose Dr
B
11.8
0.00
B
11.0
0.14
B
12.3
0.00
B
11.0
0.14
B
12.3
0.01
B
11.1
0.15
B
19.5
0.07
C
22.8
0.39
WB Thru/Right - San Jose Dr
B
10.0
0.00
A
7.9
0.02
B
10.5
0.00
A
7.9
0.02 B
12.3
0.01
B
10.1
0.03
B
19.2
0.08
B
17.7
0.11
A
0.0
0.00
A
2.3
0.02
A
7.3
0.14
A
6.1
0.15
5. Phillips Rd at Orchard St/San Jose Dr (S)
San Jose Dr
N/A
San Jose Dr
N/A
N/A
N/A
N/A
N/A
N/A
N/A
Phillips Rd
A
4.7
0.01
A
6.8
0.02
A
4.6
0.01
A
6.8
0.02
A
4.7
0.01
A
6.9
0.03
A
5.4
0.13
A
9.2
0.20
NB Thru/Right - Phillips Rd
A
2.7
0.10
A
6.9
0.16
A
2.6
0.11
A
6.9
0.16
A
2.7
0.11
A
6.9
0.17
A
4.8
0.29
A
7.6
0.34
Phillips Rd
A
4.7
0.01
A
6.8
0.03
A
4.5
0.01
A
6.8
0.03
A
4.6
0.02
A
6.9
0.03
A
5.0
0.10
A
8.7
0.21
SB Thru/Right - Phillips Rd
A
4.7
0.27
A
8.2
0.27
A
4.6
0.27
A
8.2
0.27
A
4.6
0.27
A
8.2
0.28
A
7.4
0.48
B
12.9
0.65
Overall LOS
A
4.3
0.27
A
7.9
0.28
A
4.2
0.27
A
7.9
0.28
A
4.2
0.27
A
7.9
0.28
A
6.8
0.48
B
11.0 0.65
6. Basket Rd at Boulter Industrial Park/Tebor Rd (U) EB - Boulter Industrial Park
A
9.8
0.02
A
10.0
0.12
A
9.8
0.02
A
10.0
0.12
B
13.6
0.10
B
11.6
0.19
B
13.4
0.13
B
12.0
0.25
Tebor Rd
B
12.0
0.07
B
12.7
0.15
B
12.1
0.07
B
12.8
0.15
B
13.1
0.08
B
13.3
0.16
B
14.2
0.09
B
14.9
0.18
Basket Rd
A
7.5
0.06
A
7.5
0.03
A
7.5
0.06
A
7.5
0.03
A
7.5
0.06
A
7.5
0.03
A
7.5
0.08
A
7.5
0.06
Basket Rd
A
7.7
0.01
A
7.5
0.01
A
7.7
0.01
A
7.5
0.01
A
7.6
0.01
A
7.5
0.01
A
7.6
0.01
A
7.5
0.01
Orchard St
B
10.2
0.06
B
16.3
0.24
B
10.2
0.06
B
16.2
0.25
B
10.3
0.06
B
16.2
0.25
B
14.2
0.22
C
24.9
0.52
WB Left- Orchard St
B
12.1
0.03
B
14.6
0.22
B
12.3
0.03
B
14.6
0.23
B
12.3
0.04
B
14.7
0.23
B
14.6
0.27
B
18.9
0.64
Orchard St
B
12.0
0.00
B
12.8
0.04
B
12.0
0.00
B
12.8
0.04
B
12.0
0.01
B
12.9
0.05
B
12.4
0.02
B
10.7
0.06
Orchard St
A
1.6
0.00
A
4.9
0.07
A
1.6
0.00
A
4.8
0.07
A
1.6
0.01
A
4.9
0.07
A
1.4
0.01
A
3.6
0.06
NB Left/Thru - North Ave
A
5.3
0.10
B
14.9
0.54
A
5.3
0.11
B
15.2
0.55
A
5.4
0.11
B
15.3
0.56
B
12.2
0.24
D
41.0
0.90
7. North Ave at Orchard St (S)
North Ave
A
0.6
0.02
A
4.1
0.09
A
0.6
0.02
A
4.2
0.09
A
0.7
0.02
A
4.3
0.09
A
2.5
0.25
B
13.8
0.44
North Ave
A
6.1
0.31
B
11.4
0.29
A
6.1
0.31
B
11.6
0.30
A
6.2
0.32
B
11.6
0.30
B
14.3
0.47
C
21.9
0.53
Overall LOS
A
6.2
0.31
B
13.0 0.54
A
6.2
0.32
B
13.1 0.56
A
6.2
0.32
B
13.1 0.56
B
11.4 0.47
C
25.8 0.90
A
9.4
0.08
B
14.8
0.30
A
7.8
0.09
A
9.1
0.12
8. Webster Rd at Chiyoda Dr Extension (U) WB - Chiyoda Dr Extension SB Left - Webster Rd
N/A
N/A
N/A
N/A
N/A
N/A
NB = Northbound, SB = Southbound, EB = Eastbound, WB = Westbound N/A = Approach does not exist and/or was not analyzed during this condition
Webster Transportation Infrastructure Project
Webster Transportation Infrastructure Plan July 28, 2026
8.0 CONCLUSIONS AND RECOMMENDATIONS This report evaluated proposed highway improvements associated with reconstructing and extending several roadways in the vicinity of the Xerox Campus, along with multimodal improvements. The analyses evaluated existing baseline traffic conditions, background traffic flow including area growth, traffic conditions at the estimated time of construction (ETC), and determines the traffic operations that would result from future development in the area based on the November 2024 Reimagine Webster Brownfield Opportunity Area Plan (BOA) under an ETC + 20 scenario. The results of this comprehensive study determined that the existing transportation network can adequately accommodate the ETC conditions with the proposed roadway improvements. Potential future ETC + 20 Conditions may require additional improvements beyond those covered by the funding provided for the proposed highway and multi-modal improvements. The following sets forth the conclusions and recommendations based upon the results of the analyses: Conclusions 1. There are no changes in levels of service as a result of the proposed highway improvements under the ETC conditions. 2. Neither left turn lane warrants nor traffic signal warrants are met under the ETC conditions at either the Salt Rd intersection with Mitcheldean Dr/Boulter Industrial Park Extension orthe NY-250/Chiyoda Dr Extension intersection. 3. Warrants for left and right turn lanes were reviewed at the Salt Rd intersection with Mitcheldean Dr/Boulter Industrial Park Extension as well as the NY-250/Chiyoda Dr Extension intersection for the ETC + 20 conditions. The analyses indicate that northbound and southbound left turn lane warrants are met under the ETC + 20 build out conditions. Additionally, a southbound left turn lane is warranted on NY-250 at the Chiyoda Dr Extension intersection under the ETC + 20 build out conditions. 4. Traffic signal warrants were reviewed for the Mitcheldean Dr/Boulter Industrial Park Extension and NY250/Chiyoda Dr Extension intersections under the ETC + 20 build out conditions. The signal warrant analyses indicate that a signal is expected to be needed under the ETC + 20 build out conditions only at the Salt Rd/ Mitcheldean Dr/Boulter Industrial Park Extension intersection. 5. Pursuant to the State Environmental Quality Review Act (SEQRA), this detailed analysis demonstrates that the proposed roadway and multi-modal improvements do not result in any significant adverse traffic impacts at ETC.
Recommendations 1. Future development within the study area should be required to provide independent traffic impact studies that will inform when future roadway improvements (such as left turn lanes on Salt Rd, a southbound left turn lane on NY-250 at the Chiyoda Dr Extension, and/or a new traffic signal at the Salt Rd/Mitcheldean Dr intersection) may be needed.
P a g e | 22
Webster Transportation Infrastructure Plan July 28, 2026
9.0 REFERENCES • • • • • •
Synchro 12 Software. Cubic ITS. 2023. Highway Capacity Manual (7th Edition). Transportation Research Board (TRB). Washington, DC. 2022. Trip Generation Manual (12th Edition). Institute of Transportation Engineers (ITE). Washington, DC. 2021. Traffic Data Viewer. New York State Department of Transportation (NYSDOT). 2026. Highway Functional Classification Concepts, Criteria, and Procedures. Federal Highway Administration (FHWA). 2023. Projects in Your Neighborhood. New York State Department of Transportation. 2026.
10.0 FIGURES Figures 1 through 6b are included on the following pages.
P a g e | 23
R
8
e sende Rd
Wi l lo
w
Ln
Kl em Rd
llc r e ek Run
Holl ey Rd
de
Webster Senior Center
r Rd
San J
ose D
r
No r t h Av e
E Ma
in S t
out
e
Rid
104
Phi ll ip s R d
Ba ker S t
0
4
eR
2
Webster Museum & Historic Society 0.5
Holy Trinity School
st
er Dr
Judson St
Study Intersections
Curtice Park
Legend
Figure 1
Rd
Esri, TomTom, Garmin, FAO, NOAA, USGS, (c) OpenStreetMap contributors, and the GIS User Community, New York State
1
Fo
ge
Salt Rd
t Sta
104
Miles
e ek
N o rt h A v e
Don ov an St
S a l o ri C t
te R o u te 10
5
O rc har d St
May S t
S t ate R o u t e
i l e Cr
7
Tebor Rd
104
1
Orch ard St
6
Eust on R d
W e b s te
3 S alt Rd
4
Boulter Industrial Park
B as ket Rd
Rd
a
Ln
P hillip s Rd
le
nd
a Dr
P a n ama Rd
C
o rP
Ch i y o d
Mitcheldean Dr
D ed ha m Rd
Resen
Mi
t Rd
Rd
ip s Rd
±
Wall Rd
Study Area m ur
Passero F o Associates GIS, AV CRS: NAD83 State Plane New York West Municipality: Town of Webster Source: Monroe County GIS
Service Credits:
Webster Transportation Infrastructure Project Webster, NY Project Number 20265269.0001
7/16/2026
Basket Rd
Salt Rd
Phillips Rd
Webster Rd
Chiyoda Dr
Mitcheldean Dr
Boulter Industrial Park
6,071 vpd (2025) NYSDOT
Tebor Rd
3,970 vpd (2025) NYSDOT 5,500 vpd (2024) NYSDOT
Orchard St
San Jose Dr
10,838 vpd (2024) NYSDOT North
NY 104 WB Ramps
NY 104 EB Ramps
Lane Geometry and Average Daily Traffic
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 2 PN: 20265269.0001
11 340 14 5 9 15
Basket Rd 5 66 11
5 247
36 136
13 141 30
Tebor Rd 2 2 9
4 6
5 1 27
76 61 91
Boulter Industrial Park
4 7 6 San Jose Dr
182 94
1 12 28
Mitcheldean Dr
9 178 83
Orchard St
5 4 20
11 133 30
8 428 13
16 5 4
Salt Rd
Phillips Rd 21 355 10
North Ave
Chiyoda Dr
4 5 6
80 32
185 220
NY 104 WB Ramps
58 0 21
118 0 59
2026 Existing Conditions - Weekday AM Peak Hour
294 62
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 3a PN: 20265269.0001
14 226 16
Basket Rd 11 1 69
6 203
16 276 2
5 34
42 101 30
14 68 9
5 156
Boulter Industrial Park
12 21 78 San Jose Dr
20 21 31
174 189
16 23 38
Mitcheldean Dr
8 1 58 Tebor Rd
16 260 14
Orchard St
40 27 98
37 495 83
5 268 17
11 1 19
Salt Rd
Phillips Rd 18 213 4
North Ave
Chiyoda Dr
11 0 22
185 56
133 255
NY 104 WB Ramps
34 0 55
169 3 123
2026 Existing Conditions - Weekday PM Peak Hour
226 59
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 3b PN: 20265269.0001
Basket Rd 2 2 9
4 6 37 194
78 62 93
5 67 11
Salt Rd 5 422
Boulter Industrial Park
5 1 28 Tebor Rd
4 7 6 San Jose Dr
290 162
5 9 15
9 182 85
1 12 29
North Ave
Orchard St
11 136 31
5 4 20
11 347 14
8 437 13
16 5 4
Mitcheldean Dr
13 144 31
21 362 10
Phillips Rd
Webster Rd
Chiyoda Dr
4 5 6
131 56
189 271
NY 104 WB Ramps
67 0 27
136 0 60
2028 Background Conditions - Weekday AM Peak Hour
331 73
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 4a PN: 20265269.0001
41 28 100
14 231 16
5 273 17
Basket Rd 43 103 31
14 69 9
5 270
6 395
Tebor Rd
12 21 80
224 257
20 21 32
16 265 14
38 505 85
16 23 39
11 1 70
5 35
8 1 59
San Jose Dr North Ave
Orchard St
Boulter Industrial Park
Mitcheldean Dr
16 282 2
11 1 19
Salt Rd
Phillips Rd 18 217 4
Webster Rd
Chiyoda Dr
11 0 22
248 72
136 434
NY 104 WB Ramps
49 0 66
241 3 125
2028 Background Conditions - Weekday PM Peak Hour
336 64
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 4b PN: 20265269.0001
5 4 20
11 347 14
8 437 13
78 49 78
8 64 11
5 422 0
Salt Rd
Basket Rd
Tebor Rd
4 7 6
308 162
5 9 15
9 182 85
11 136 31
1 12 29
15 17 9
5 16 13
San Jose Dr
North Ave
Orchard St
4 0 6
Boulter Industrial Park
37 194 28
16 5 4
0 0 18
Mitcheldean Dr
13 144 31
21 362 10
Phillips Rd
Webster Rd
Chiyoda Dr
4 5 6
131 56
189 299
NY 104 WB Ramps
67 0 27
164 0 60
2028 ETC Conditions - Weekday AM Peak Hour
331 73
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 5a PN: 20265269.0001
20 21 32
Basket Rd 21 16 70
8 16 44 Tebor Rd
43 93 16
Boulter Industrial Park
6 395 25
0 0 15
14 69 9
Salt Rd 5 270 0
16 282 2
5 0 35
12 21 80 San Jose Dr
239 257
16 23 39
North Ave
Orchard St
38 505 85
41 28 100
14 231 16
5 273 17
11 1 19
Mitcheldean Dr
16 265 14
18 217 4
Phillips Rd
Webster Rd
Chiyoda Dr
11 0 22
248 72
136 459
NY 104 WB Ramps
49 0 66
266 3 125
2028 ETC Conditions - Weekday PM Peak Hour
336 64
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 5b PN: 20265269.0001
Basket Rd 105 49 78
8 64 11
5 497 0
118 329 136
15 17 24
Tebor Rd
58 34 21
383 342
5 24 37
50 493 112
52 136 247
8 26 51
4 0 51
Boulter Industrial Park
5 16 13
San Jose Dr
North Ave
Orchard St
0 0 78
Mitcheldean Dr
54 235 38
35 460 32 23 20 26
11 519 44
148 0 22 437 13
5 11 140
Chiyoda Dr
Salt Rd
Phillips Rd
Webster Rd 440 122
67 0
45 32 13
168 198
189 502
NY 104 WB Ramps
324 0 27
299 0 60
2048 ETC + 20 Conditions - Weekday AM Peak Hour
399 73
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 6a PN: 20265269.0001
Basket Rd 21 16 102
8 16 44 Tebor Rd
69 93 16
Boulter Industrial Park
83 524 128
0 0 143
14 69 9
5 429 0 5 0 131
55 413 18 64 47 112 San Jose Dr
398 640
31 345 52 20 53 80
Mitcheldean Dr
55 562 40
77 505 291
32 36 87
North Ave
Orchard St
27 33 67
14 598 80
529 0 18 273 17
41 44 355
Chiyoda Dr
Salt Rd
Phillips Rd
Webster Rd 287 116
143 0
50 26 38
328 375
136 653
NY 104 WB Ramps
294 0 66
395 3 125
2048 ETC + 20 Conditions - Weekday PM Peak Hour
401 64
NY 104 EB Ramps
Notes:
WTIP 242 West Main Street, Suite 100 Rochester, NY 14614
Town of Webster, NY
Figure 6b PN: 20265269.0001