Naim Rasheed, NYCDOT Shakil Ahmed, NYCDOT Luigi Casinelli… · Naim Rasheed, NYCDOT Shakil Ahmed, NYCDOT ... 20 420.4 to 21 221.2 Rd ti Reduction > 202.0 ... Shakil Ahmed, NYCDOT

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

C i

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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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