Post on 26-Dec-2015
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
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
Presentation
Transportation and Land UseTIS Fundamentals Looking to the FutureCases
04/19/23 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
04/19/23 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
04/19/23 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
Transportation and Land UseTIS Fundamentals Looking to the FutureCases
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
Scoping & Data Collection
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
Scoping & Data Collection
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
Scoping & Data Collection
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
Generic Environmental Impact Statement
15 Trips
2 Trips
= $71,000
Bank Site(28 new trips)
4 Trips
4 Trips
4 Trips
Generic Environmental Impact Statement
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
Transportation and Land UseTIS Fundamentals Looking to the FutureCases
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
NYSDOT Statewide Planning Bureau
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
NYSDOT Statewide Planning Bureau
Victor: Use Development
Pittsford: Use Development
NYSDOT Statewide Planning Bureau
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
Transportation and Land UseTIS Fundamentals Looking to the FutureCases
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
Case Study - Esplanade
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) 457-8306smunson@dot.state.ny.us
Mark Sargent, P. E.Creighton Manning
(518) 446-0396msargent@cmellp.com