NYSDOT Statewide Planning Bureau

NYSDOT Statewide Planning Bureau

The Transportation Land Use The Transportation Land Use ConnectionConnection

Dutchess County Dutchess County

October 19, 2010

Steve MunsonNYSDOT Statewide Planning Bureau

Mark A. Sargent, P.ECreighton Manning Engineering


The Transportation Land Use The Transportation Land Use ConnectionConnection

Dutchess County Dutchess County

October 19, 2010

Steve MunsonNYSDOT Statewide Planning Bureau

Mark A. Sargent, P.ECreighton Manning Engineering

Presentation

Transportation and Land UseTIS Fundamentals Looking to the FutureCases

04/21/23 4

SchoolSchool

ShopsShops

WorkplaceWorkplaceRecreationRecreation

HomeHome

The pattern of growth we’ve experienced over the last 60 years has impacts that we now recognize as unsustainable: traffic congestion, environmental degradation, high public and private costs and a diminished quality of life.

Land Use and Transportation Are Inextricably Linked

Growth Generates Traffic

Typical Peak Hour Trip Generation Rates

Land Use Rate (per) Unit

Single Family Residential 1.01 Occupied unitApartment 0.62 Occupied unit

Industrial Park 0.91 1000 square feetManufacturing 0.75 1000 square feetWarehousing 0.74 1000 square feet

General Office 2.68 1000 square feetMedical and Dental 4.08 1000 square feet

Specialty Retail 4.93 1000 square feetShopping Center 6.44 1000 square feetSupermarket 10.34 1000 square feetSit Down Restaurant 16.26 1000 square feetFast Foodway w/ Drive Thru 36.53 1000 square feetDrive-Thru Bank 43.63 1000 square feetGas Station w/ Convenience 53.73 1000 square feet

Source: “Trip Generation”, Institute of Transportation Engineers, 5th Edition

NAME 1990 2000 NAME 1990 2000

Adirondack Plaza 3,456 9,904 Eckard's Drugs 8,200 11,200

Kiss the Cook 1,620 2,660 Classic Car Wash 2,400

Mormile 1,168 2,608 Pizza Hut 2,842

Amst. Savings Bank 4,400 Amst. Family Prac. 10,950

Windmill Diner 4,296 10,270 Ponderosa 5,437

84 Lumber 28,620 28,620 John Ray Rentals 2,560 2,560

Bloomfields 1,000 Country Feed Store 2,670 7,390

Kem Plaza 15,696 Super K-Mart 178,209

Mobil/Subway 1,575 2,775 Sanford Farms 100,850

Key Bank 3,420 3,420 Spec Retail 7,488

Polar Plaza 16,233 16,233 Taco Bell 2,039

Dexter 3,840 3,840 Wal-Mart 116,197

Alpin Haus 68,900 74,120 Village Square 52,294

McDonalds 4,018 5,518 Wendy's 2,928

Terry Financial 1,120 Advanced Auto 6,889

Eckard's Drugs 8,200 11,200 Total (square feet) 526,298 541,281

Growth on a Commercial Corridor

Traffic Volume Increases

Conflict Points & Driver Behavior

Left

Merge

Stop

Left

Merge

Left

Driveways & Accidents

Travel Time & Capacity

Capacity per Lane, No Driveways or Intersection

Capacity per Lane, with Intersections

Capacity per Lane, with Intersections and Driveways

@ 1,500 vehicles per hourat Level of Service D

@ 1,250 vehicles per hourat Level of Service D

@ 900 vehicles per hourat Level of Service D

Increased use and demand …… and degraded service and safety ….. increases costs

What About Local Roads?

The Cost of Local Roads

Road, O & M & Repair -$12,900

Road, Annualized Cost to Rebuild -$29,500

Assessed Value Greater Than $8,000,000

Between 1996 and 2003 municipal transportation expenditures outside of New York City grew by 30 percent, to $3.1 billion. Transportation costs accounted for 22 percent of total expenditures by towns in 2003.

“Dis”connectivity

Least Mode Options

Inefficient and Expensive Alternatives

Reduced Market Area

Businesses Lose Sales

Businesses Move or Fail

Affect on Sales

04/21/23 21

Social Impacts

The average driver spends 17 full days a year behind the wheel; this is more than the average parent spends dressing, bathing and feeding a child, and more than the average American takes for vacation. Source: Surface Transportation Policy Project

Traffic congestion is one of the most frequently mentioned factors contributing to aggressive driving. Source: AAA Foundation for Traffic Safety

04/21/23 22

“Personal” Cost Impacts

Transportation is the second-highest household cost for the average family after housing, exceeding 19.1 percent of total family spending in 2003. Source: Surface Transportation Policy Project

A 5 to 10 percent reduction in traffic speeds can increase residential property values by up to 20 percent. Source: Todd Litman, Victoria Transport Policy Institute, 1999

NYSDOT Development Management Tools

Highway Work Permit

Purchase of Access Control

Medians

NYSDOT Capital Tools

Turn LanesSignals & Signal Mgmt. RoundaboutsThrough LanesMediansAccess Retrofits Pedestrian & Bike FacilitiesDemand ManagementSpeed Limits

We don’t undertake projects to resolve the impacts of cumulative development until the problems are severe

The intensity and pattern of development limits our options and increases their cost

Our solutions involve significant trade-offs

The Role of Municipalities is Greater

Comprehensive Plan Zoning Map & Regulations Site Plan & Subdivision Approval SEQRA and GEIS Actions (Local) System planning and expansion

Municipalities have the dominant role in minimizing the adverse impacts of development Municipalities have the dominant role in determining whether growth meets their overall objectives

Presentation


1965 Highway Capacity Manual

1965 Highway Capacity Manual

Decision Making

The Place as it is

Decisions / Actions

Transportation Planning

Land Use Planning

“....all these actions ought to be planned together for the good of society. In particular, there needs to be close coordination between the two fields of transportation planning and land use planning”

“....all these actions ought to be planned together for the good of society. In particular, there needs to be close coordination between the two fields of transportation planning and land use planning”

Roger Creighton

Traffic Impact Study Guidelines

1. Purpose and Overview2. Initiating Transportation Impact Studies3. Context and Framework4. Non-Site Traffic Forecast5. Site Traffic Generation6. Site Traffic Distribution and Assignment7. Analysis8. Site Access and Off-Site Improvements9. On-Site Planning and Parking Principles10. Report

Traffic Impact Study

Operations

SafetyCapacity

Purpose

“Provide a credible basis for estimating transportation improvement requirements attributable to a particular project”

Study Area Narrow rural roads Geometric conditions Trip Generation Peak hours Seasonal factors Peak hour factors Heavy vehicle percentages Signal phasing

Study Area Narrow rural roads Geometric conditions Trip Generation Peak hours Seasonal factors Peak hour factors Heavy vehicle percentages Signal phasing

Problems/Challenges - Technical

Problems/Challenges - General

Misconceptions / Expectations Inadequate scoping Auto focus Lack of Vision Lack of Coordination Political barriers Developer resistance Education and Training Missed opportunities

ITE Guidelines

Need for Study

Local guidelines or when a proposed development will generate 100 or more added (new) trips

Study Area Limits

All site access drives, adjacent roadways, adjacent major intersections, plus first signalized intersection in each direction.

< 100 Peak Hour Trips

Single Family 90 units

Apartment 150 units

Condominium 190 units

Shopping Center 25,000 SF

General Office 67,000 SF

Medical Office 29,000 SF

Light Industrial 185,000 SF

Park & Ride Lot 160 parking spaces

Traffic Impact Study Fundamentals

Development Plan

Scoping & Data Collection

Forecasting

Analysis

No

Acceptable?

Yes Permitting

Traffic Impact Fundamentals

Development Plan


Forecasting

Analysis

No

Acceptable?

Yes Permitting

Facilities Volumes Vehicle Class Speeds Pedestrians Lane geometry Widths Traffic control Sight Distances

Facilities Volumes Vehicle Class Speeds Pedestrians Lane geometry Widths Traffic control Sight Distances

Existing Conditions

Traffic Impact Study

Development Plan


Forecasting

Analysis

No

Acceptable?

Yes Permitting

Development Size Density – dwellings, jobs per acre Diversity – Mix of housing, jobs, retail Design – connectivity, walkability Destinations – regional accessibility Distance to Transit – rail, bus proximity Demographics – household size, income

Development Size Density – dwellings, jobs per acre Diversity – Mix of housing, jobs, retail Design – connectivity, walkability Destinations – regional accessibility Distance to Transit – rail, bus proximity Demographics – household size, income

ITE Trip Generation Research

Case Study – Two NC Neighborhoods

Case Study - Two NC Neighborhoods

Comparable total trips overall (+ 10 Percent)

Comparable time spent traveling Fewer miles traveled 13 percent fewer auto trips More than 2 times as many walking trips 24 percent fewer external trips Land use can affect transportation

Source: Travel behavior in neo-traditional neighborhood developments: A case study in USA, Asad J. Khattak, Daniel Rodriguea; Carolina Transportation Program, Department of City and Regional Planning, University of North Carolina, Chapel Hill, NC

Traffic Impact Fundamentals

Development Plan


Forecasting

Analysis

No

Acceptable?

Yes Permitting

Signalized Intersections Unsignalized

Intersections Roundabouts Urban Streets Pedestrians Bicycles Two-Lane Highways Multilane Highways Freeway Facilities Ramps Transit

Signalized Intersections Unsignalized

Intersections Roundabouts Urban Streets Pedestrians Bicycles Two-Lane Highways Multilane Highways Freeway Facilities Ramps Transit

Standard Methodologies

Level of Service Criteria (for Intersections) Level of Service Criteria (for Intersections)

based on the 2000 Highway Capacity Manualbased on the 2000 Highway Capacity Manual

0 to 100 to 10

10 to 2010 to 20

20 to 3520 to 35

35 to 5535 to 55

55 to 8055 to 80

>80>80

0 to 100 to 10

10 to 1510 to 15

15 to 2515 to 25

2525 to 35 to 35

35 to 5035 to 50

>50>50

A (Little or No Delay)A (Little or No Delay)

B (Short Traffic Delay)B (Short Traffic Delay)

C (Average Traffic Delay)C (Average Traffic Delay)

D (Long Traffic Delay)D (Long Traffic Delay)

E (Very Long Traffic Delay)E (Very Long Traffic Delay)

F (Delay Unacceptable to Drivers)F (Delay Unacceptable to Drivers)

SignalizedSignalized

(Delay seconds/vehicle)(Delay seconds/vehicle)

UnsignalizedUnsignalized

(Delay seconds/vehicle)(Delay seconds/vehicle)

LOSLOS

What is Level of Service?

MitigationD

ela

y (s

eco

nd

s p

er v

ehic

le)

Access Design Objectives

Design for peak hour volumes Preserve roadway function Minimize speed differential Minimize lane encroachment Consider driveway width and radii Provide adequate sight distance Provide sufficient storage Provide positive driver guidance Minimize conflict points

Mitigation

Add a lane Add traffic signal Build roundabout Shoulder widening Channelize Ensure adequate storage Realign approach Improve sight distance Modify signal phasing Other Access Management

- Source: PDCTC- Source: PDCTC

Poor PlanningPoor Planning Good PlanningGood Planning

Access Management

Non-roadway Improvements

Reduce / change development land use Improve internal circulation Park-and-ride lots Easements / Linkages / Shared Access ROW Donations Bus use Amenities Promote bike/ped (on-site lockers/showers)

Review Improvements - Context

Right-of-way Intersection spacing Continuity of traffic flow Pedestrian/bicycle use Relationship to site access Downstream impacts Alternate routing of traffic Local design standards Practical feasibility

Poor Planning

Better Planning

Problems / Challenges

Problems / Challenges

Does not address cumulative development

Does not capture less than 100 trips Does not capture impacts outside the

study area.

Generic Environmental Impact Statement

Evaluates cumulative effects of several actions versus effects of individual actions

Establishes legal basis for efficient site development review

Allows adoption of mitigation cost program

Ensures mitigation costs are equitable and related to impact created

Significant investment, but reimbursable

Town of Clifton Park

Town of Halfmoon

Town of Colonie

Town of Malta

Exit 7

Exit6

Exit 5

8787


15 Trips

2 Trips

= $71,000

Bank Site(28 new trips)

4 Trips

4 Trips

4 Trips


Airport Area GEIS Summary - CDTC

240 mitigation reviews over 15 years Mitigation assessments over $12 Million New public roads built CDTA shuttle service funded Development pace is compatible with

growth plan

Have a Plan Develop a checklist Be the Champion Be the Bad Guy Ask for Appropriate Studies - Scoping Get the Connection Tolerate some delay Tolerate “cut through” traffic Think multi-modal, Think “Green” Include Amenities

Have a Plan Develop a checklist Be the Champion Be the Bad Guy Ask for Appropriate Studies - Scoping Get the Connection Tolerate some delay Tolerate “cut through” traffic Think multi-modal, Think “Green” Include Amenities

10 Recommendations

Presentation


A sign of things to come

50 percent of the buildings that will exist in 2040 have not yet been built.

By 2020 there will 20-million large-lot single family homes that cannot be sold; and the supply of multifamily and small-lot homes will be 15-million units short of demand.

What kind of communities will thrive?

• Complete Streets• Connectivity• Transit friendly• Bike and pedestrian friendly• System efficient• Minimize GHG & energy use• Most productive cost

• Mixed land uses• Density

• Complete Streets• Connectivity• Transit friendly• Bike and pedestrian friendly• System efficient• Minimize GHG & energy use• Most productive cost

• Mixed land uses• Density

Looking to the Future

Environment

Economy

Social

Natural Resources

Most Productive CostIt’s not even mostly about transportation!

Open space preservation Recreation Historic preservation Schools Property values Local finance and taxes Family and personal costs Economic development Social values Health (mental & physical) Meeting special needs Environmental

But most are tied to transportation!

New Forms and Broader Collaborations

Border “wars-or-peace”?

Work Together

Value Driven Vision

Strip Zoning

Zone for Density and Mixed Uses

Zone for Density and Mixed Uses

Zone for what you want to achieveDo minimums really get you there?

Commercial

Minimum Lot Size 1 acreMinimum Frontage 100 FeetMinimum Side Yard 20 FeetMinimum Setback 75 FeetMaximum Lot Coverage 65 PercentMaximum Building Height 28 Feet

Zone for what you want to achieveDo minimums really get you there?

Alternative Types of Zoning

• Focus less on use, more on form

• Use diagrams, and dimensions

• Specify building massing, height, and relation to the street and public spaces.

• Specify street and sidewalk widths

City of Winter Springs, FL


Manage for Cumulative Growth

1.2 million sf, ret

280 units, res

636 res., 130,000 sf

176 res., 74,000 sf

130 + assisted living

Connectivity

Avoid the Permissible Mistakes

Avoid the Permissible Mistakes


Victor: Use Development

Pittsford: Use Development


Wilton: Use Development

Traffic Mitigation Fees

Subdivision Fees When Town is Primary Reviewer$524.00/living unit (including senior housing)(minus $524.00 for one existing unit, if applicable)$330.00/living unit for multi-family units

Non-Residential Fees When Town Is Primary ReviewerIndustrial/Commercial $.50/gsfOffice $.78/gsfService Establishment $.86/gsfRetail $1.30/gsfSelf-Storage Facility $.14/gsf

Understand Relationships

Vision -- Plan -- Zone -- Act

Presentation


Town and Village of Livonia

suburban development pattern

Town and Village Revised Zoning Map

Used NYSDOT’s Capital Project

Livonia, Project Enhancements The center of the Village of Livonia before and after completion of NYSDOT’s reconstruction project. Pedestrian, traffic calming and landscaping improvements were included in the project as a result of close collaboration during the design process.

Access Management

Case Study - Esplanade



Redevelopment of industrial facility Multi-story mixed use (225 apts + 36ksf

commercial) Shared parking provisions Permitting with two municipalities Extensive coordination relative to SEQR,

development considerations Re-zoning in each municipality Roadway improvements Good intersection alignment Provisions for shared access Pedestrian improvements Streetscape improvements

Rt. 332: Canandaigua and Farmington

Rt. 332: Restrictive median from the Thruway to the City line.

Rt. 332: Access roads in the areas most likely to develop in the short to mid-term

Rt. 332: Ordinance Revisions

• Driveway Spacing Standards• Driveway Location Requirements• Corner Clearance Standards• Median Spacing Standards• Intersection Spacing Standards• Driveway Design Standards• Cross, Reverse and Interconnection Requirements• Subdivisions -- Planned Access for All Parcels • Incentives for Access Improvements

• Rezoning to concentrate retail development

Objectives

Maintain Functionality of Rt. 332

Minimize Retail Competition

Retain strength of the City

Rezone commercial for depth and density

Thank You

Steve MunsonNYSDOT

(518) [email protected]

Mark Sargent, P. E.Creighton Manning

(518) [email protected]

mailto:[email protected]

Documents

NYSDOT Statewide Planning Bureau