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TRANSCRIPT
Naim Rasheed, NYCDOTShakil Ahmed, NYCDOTLuigi Casinelli, HDR
July 18, 2012 ITE Technical Conference
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CEQR Overview/Process
U d t t T t ti Updates to Transportation Chapter
HCM Model Calibration HCM Model Calibration Tips and Tricks
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NEPA – 1969 Requires to evaluate environmental consequences of q q
proposed projects and consider alternatives CEQR – 1973 M ’ E ti O d N 87 ( i t l i f Mayor’s Executive Order No. 87 (environmental review of
major projects) Mayor’s Executive Order No. 91 in 1977 (established
CEQR)CEQR) SEQRA – 1975 Article 8 of NYS Environmental Conservation LawArticle 8 of NYS Environmental Conservation Law NYSDEC promulgated regulations to guide the SEQRA
review process (6 NYCRR 617)
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CEQR – City Environmental Quality Review
Process for review of proposed discretionary actionsactions
Purpose is to identify the potential effects onthe environment
Requires agencies to assess, disclose and mitigate impacts
EAS & EIS are disclosure documents used toEAS & EIS are disclosure documents used toinform decisions
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DISCRETIONARY t i i t i l DISCRETIONARY, not ministerial May affect environment
E d f d d d/ d b i Executed, funded, and/or approved by a city agencyAd i f l l d Adoption of rules, laws, codes, etc.
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Discretionary Actions• Rezoning/Mapping• Adoption of regulations• Site selections• Permits (marine transfer station)
Ministerial Actions Building permits
C i li Certain licenses
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Type II No environmental review is requiredq Actions have no significant Impacts City uses 6 NYCRR Part 617 list
Type I Likely Requires an EIS Agencies may add other actionsg y
Unlisted An action that is not Type I or Type IIAn action that is not Type I or Type II EAS is required EIS may be required
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Lead agency one that can approve, fund or undertake an action and
is principally responsible for the environmental review
Involved agency one that can approve, fund or undertake an action
Interested agency one that lacks jurisdiction to approve fund or undertake one that lacks jurisdiction to approve, fund or undertake
an action, but requests or is requested to participate because of special concerns or expertise
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Land Use, Zoning, and Public Policy
Water and Sewer Infrastructurey
Socioeconomic Conditions
Community Facilities and S i
Solid Waste and Sanitation Services
EServices
Open Space
Shadows
Energy
Transportation Air Quality
Historic Resources
Urban Design/Visual R
Air Quality
Greenhouse Gas Emissions
NoiseResources
Natural Resources
Hazardous Materials
Public Health
Neighborhood Character
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Construction
Alternatives
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Consolidated ChapterT ffi d P ki d T i d P d i Traffic and Parking, and Transit and Pedestrian –“Transportation”
Determination of Transportation Assessment Minimum Development Densities Requiring Transportation
Analysis (Table 16-1) Level 1 Screening Assessment (trip generation) Level 2 Screening Assessment (trip assignment) Level 2 Screening Assessment (trip assignment)
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Development T Z 1 Z 2 Z 3 Z 4 Z 5Type Zone 1 Zone 2 Zone 3 Zone 4 Zone 5
Residential (DUs) 240 200 200 200 100
Office (1,000 gsf) 115 100 100 75 40( , g )
Retail (1,000 gsf) 30 20 20 10 10
Restaurant (1,000 gsf) 20 20 15 15 10
Community Facility 25 25 25 15 15(1,000 gsf)
Public Parking Facility 85 85 80 60 60(N f ) (No. of new spaces)
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Table 16-2 Examples of Previously Approved and Researched Trip Generation Rates (Weekday and Saturday)
Weekday Peak HourPercentage
Land UseWeekday Daily
Person TripsAM Midday PM Saturday Daily
Person TripsSaturday Peak
Hour Percentagep p
Office (multi-tenant type building) 18.0 per 1,000 sf 12 15 14 3.9 per 1000 sf 17
Residential (3 or more floors) 8.075 per DU 10 5 11 9.6 per DU 8
Residential (2 floors or less) 12.6 per DU 10 5 11 13.7 per DU 8
Hotel 9.4 per room 8 14 13 9.4 per room 9o e 9. pe oo 8 3 9. pe oo
Home Improvement Store 72 per 1,000 sf 7 7 8 96.4 per 1,000 sf 10
Supermarket 175 per 1,000 sf 5 6 10 231 per 1,000 sf 9
Museum 27 per 1,000 sf 1 16 13 20.6 per 1,000 sf 17
Passive Park Space 44 per acre 3 5 6 62 per acre 6
Active Park Space 139 per acre 3 5 6 196 per acre 6
Local Retail 205 per 1,000 sf 3 19 10 240 per 1,000 sf 10p , p ,
Destination Retail 78.2 per 1,000 sf 3 9 9 92.5 per 1,000 sf 11
Academic University 26.6 per 1,000 sf 16 NA 26 13.5 per 1,000 sf 16
Cineplex 3.26 per seat 1 3 8 6.25 per seat 5
Health Club 44.7 per 1,000 sf 4 9 5 26.1 per 1,000 sf 9
Television Studio 10 per 1,000 sf 12 15 11 NA NA
Daily Vehicle Trips Saturday Daily Vehicle Trips
Truck
Local Retail 0.35 per 1,000 sf 8 11 2 0.04 per 1,000 sf 11
Office 0.32 per 1,000 sf 10 11 2 0.01 per 1,000 sf 11
Residential 0.06 per DU 12 9 2 0.02 per DU 9
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NOTES: NA = Not Available; DU = Dwelling Unit These trip generation rates are for all boroughs.
The truck trip generation rates are based on the use of a 50-50 directional split.
Traffic Counts Nine-day ATR counts including two weekends Pedestrian verification counts Bicycle part of classification counts Bicycle - part of classification counts
Passenger Car Equivalents (PCEs) – Table 16-3
Table 16-3 Passenger Car Equivalents (PCEs)
Vehicle Type Vehicle Class PCE Factor
Personal Auto Passenger Car 1 0Personal Auto Passenger Car 1.0
Trucks/Buses with 2 Axles and Light Truck 1.5
waste collection vehicles
Trucks/Buses with 3 Axles Medium Truck 2.0
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Trucks with 4 or more Axles Heavy Truck 2.5
NYMTC Best Practices ModelFor projects that would cause major changes in regional and citywide t l tttravel patterns.
Other Analysis Tools/MethodologiesO h f i l i d l b l d ifOther software or simulation models may be employed if: Compatible with air quality models; Provides the same performance measures as the HCM outputs (i.e.,
levels of service, delays, etc.); and, Demonstrates consistency with the traffic engineering principles and
theories of traffic flow as described the HCM. Requires NYCDOT approval prior to utilizing new analysis
tools/methodologies
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Person delay calculation Person-delay calculation Accounts for the benefits related to the implementation and/or
improvements of surface transit (i.e., BRT, SBS) projects.
Lower Annual Background Growth RatesTable 16-4
Annual Background Growth Rates
Section of the City 1 to 5 years Year 6 and beyond
Manhattan 0.25% 0.125%
Bronx 0 25% 0 125%Bronx 0.25% 0.125%
Downtown Brooklyn 0.25% 0.125%
Other Brooklyn 0.50% 0.250%
L I l d Cit 0 25% 0 125%Long Island City 0.25% 0.125%
Other Queens 0.50% 0.250%
St George (Staten Island) 0 50% 0 250%
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St. George (Staten Island) 0.50% 0.250%
Other Staten Island 1.00% 0.500%
Determination of Significant Impacts
T ffiTraffic Eliminated one second impact criteria under LOS F Modified language for Impacts to be considered Modified language for Impacts to be considered
mitigated
PedestrianPedestrian Redefined impact criteria for pedestrian elements (i.e.,
crosswalk corner and/or sidewalk) based on a sliding crosswalk, corner, and/or sidewalk) based on a sliding scale for CBD and non-CBD areas
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TABLE 16-12SIGNIFICANT IMPACT GUIDANCE FOR CORNERS AND CROSSWALKSSIGNIFICANT IMPACT GUIDANCE FOR CORNERS AND CROSSWALKS
NON-CBD LOCATION
No-Action Condition
With-ActionCondition Ped. Space Reduction to be
No Action Condition Ped Space
Considered Significant Impact
(sf/ped) (sf/ped)>26.6 With-Action Condition < 24.0>26.6 With Action Condition < 24.0
25.8 to 26.6 Reduction > 2.624.9 to 25.7 Reduction > 2.524.0 to 24.8 Reduction > 2.423.1 to 23.9 Reduction > 2.322.2 to 23.0 Reduction > 2.221.3 to 22.1 Reduction > 2.120 4 t 21 2 R d ti > 2 020.4 to 21.2 Reduction > 2.019.5 to 20.3 Reduction > 1.918.6 to 19.4 Reduction > 1.817.7 to 18.5 Reduction > 1.716.8 to 17.6 Reduction > 1.615.9 to 16.7 Reduction > 1.515.0 to 15.8 Reduction > 1.414 1 to 14 9 Reduction > 1 314.1 to 14.9 Reduction > 1.313.2 to 14.0 Reduction > 1.212.3 to 13.1 Reduction > 1.111.4 to 12.2 Reduction > 1.010.5 to 11.3 Reduction > 0.9
9.6 to 10.4 Reduction > 0.88.7 to 9.5 Reduction > 0.77.8 to 8.6 Reduction > 0.66.9 to 7.7 Reduction > 0.56.0 to 6.8 Reduction > 0.45.1 to 5.9 Reduction > 0.3
< 5.1 Reduction > 0.2
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ParkingParking Inability of a proposed action or the surrounding area to
accommodate a project’s future parking demand is p j p gconsidered a shortfall not an impact
Parking shortfalls in Zones 1 and 2 are not considered Parking shortfalls in Zones 1 and 2 are not considered significant due to the magnitude of available alternative modes of transportation
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Street Design Manual Identification of feasible and practical mitigation Guided by City DOT’s 2009 Street Design Manual
Table 16-8 Describes typical traffic mitigation measures The approvals required before including any mitigation
in the EIS NYCDOT Street Design Manual’s policies that guide the
design of certain mitigation/improvement measures
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Table 16-18Table 16-18Type of measure Approval required Must follow
511. Low-cost, readily implementable measuresSignal phasing and timing modifications DOT Signals DivisionParking regulation modifications DOT Borough Engineering Lane restriping and pavement marking changes DOT Highway Design and Construction Street Design Manualp g p g g g y g g
Street direction and other signage-oriented changesNYC DOT Traffic Planning Division, Highway Design and Construction, Borough Engineering
512. Moderate-cost, fairly readily implementable measuresIntersection channelization improvements DOT Highway Design and Construction Street Design Manual
Traffic signal installation DOT Signals DivisionIntersection Control A l i
g gAnalysis
513. Higher-Cost Mitigation MeasuresGeometric improvements DOT Highway Design and Construction Street Design ManualStreet widening DOT Highway Design and Construction Street Design ManualConstruction of new streets DOT Highway Design and Construction Street Design Manual
Construction of new highway ramps.DOT Highway Design and Construction, NYS DOT (f S d hi h )
Street Design Manualg y pNYS DOT (for State-owned highways)
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514. Enforcement MeasuresTraffic enforcement agents NYPD
515. Trip Reduction or Travel Demand Management MeasuresCarpooling and vanpooling Staggered work hours and flextime programs
Improved bus serviceMTA New York City Transit DOT Highway Design and Construction (if geometric changes are proposed)
Street Design Manual(if geometric changes are proposed)
New transit services MTA New York City TransitTelecommutingBicycle/Pedestrian facilities DOT Office of Bicycle and Pedestrian Programs
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Minimum Pedestrian Time
Pedestrian Walking Speed An average walking speed of 3.5 fps For schools and senior areas, 3.0 fps should be used
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Traffic Monitoring Plan Traffic Monitoring Plan Medium- to large-scale developments that have identified
unmitigatible impacts P j t th t it l i t Projects that propose capital improvements Helps verify the need and effectiveness of the proposed
mitigation measures identified in the EIS
New York City Local Law 24 (CRIA) A review process in the event of the closure of a publicly
d mapped street Community Reassessment Impact Amelioration (CRIA) statement is
required if a street is closed for more than 180 consecutive days for which a permit from City DOT is neededfor which a permit from City DOT is needed
One public forum must be held prior to the issuance of the CRIA/EAS/EIS
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TIP #1 - Collect the best possible data
Latest in traffic data collection technologies
Detailed field inventories
Peak hour field observations
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Trick #1 – Meet with NYCDOT
•Determine required study locations•Provide local knowledge•Inform – Any recent counts TIMS•Inform – Any recent counts - TIMS•Placement of ATRs – Capture Demand
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Tip #2 – Volume Development
• New MTMC data and ATR data
• New and historical MTMC data
• Sinks and Sources• Estimated/adjusted • Estimated/adjusted
traffic volume• Graphical presentation
and quality check
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Trick #2 – Meet with NYCDOT
•Walk through your balancing/adjustments•Peak hours in ManhattanPeak hours in Manhattan8:00 – 9:00 AM12:00 – 1:00 PM5:00 – 6:00 PM
•Validation (use historical data, other data)•Be conservative and reasonableBe conservative and reasonable
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TIP #3 - Signal Timings
Official signal timing records
Traffic signal timing verificationg g
Traffic Enforcement Agent (TEA)g ( )
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Trick #3 – Call NYCDOT
•Operational and geometric changes•Verify before submitting to DOTM d h N B ild•May need to change No-Build
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TIP #4 - HCS Parameter Adjustments
Factors and assumptions for HCS to replicate observed field conditions that are verifiable and observed field conditions that are verifiable and quantifiable.
Lane group’s calculated volume to capacity ratio (v/c) should be less than or equal to 1.05 for existing condition.
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Trick #4 – Call/Meet NYCDOT
•Capacity analysis factor guidelines•Discuss unique circumstancesD ll h •Document all changes
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NYCDOT HCS Guidelines
St di Q d Standing or Queued Vehicles
Start-up Lost Time
Lane width Right-turn and left-turn
factorsp Traffic volumes Saturation Flow Rate
factors Unmet Demand Right Turn On Red
Arrival Type Peak Hour Factor (PHF)
A T
I-factor Conflicting Pedestrians
Area Type Extension of Green
Heavy vehicle percentages Bus Blockages
B L
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Bus Lanes Parking Maneuvers
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TIP #5 D t ft til f ll t t d TIP #5 - Do not use new software until fully tested
HCS 2010 ExperienceHCS 2010 Experience1. Opposing shared left-through lanes operating
with permitted phasing (i.e. not split phase).
2. Unopposed left-turns on major streets.
3. Permitted double-left turns where one lane is a left-only lane and the other is a shared left-h h lthrough lane.
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Conducting video traffic counts in all boroughs
Measure gaps under congested conditions
NEED Volunteers. Join the ITE Technical Projects Committee!
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Naim Rasheed, NYCDOTShakil Ahmed, NYCDOTLuigi Casinelli, HDR
July 18, 2012
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