New Visions Planning Recommendations (as Worded
in March 1997 Plan)
Completed or Reflected in the 2000-01 UPWP
(Current status shown in italics)
1. “Within two years,
develop and implement a Safety Management System (SMS) for non-state roads on
par with the NYSDOT SMS for the state system.” (SMS currently under development; minimal formal progress to date. However, the expanded non-state crash data
base that will serve as the core of the local SMS was used for the first time
to evaluate TIP candidate projects in the 1997-2002 TIP update. In 1999-00, CDTC and NYSDOT worked out
methods for transferring geo-coded crash data for the state highway system;
CDTC developed a conversion process to allow local crash data to be displayed
on the regional GIS as well. In
2000-01, the Safety Management System and routine analytical use of the data
will be established.)
2.. “Work
with NYSDOT Region 1 to articulate a risk assessment or tradeoff procedure for
use in the Capital District within one year.
Identify infrastructure projects on the TIP or to be proposed that would
trigger the procedure prior to entering the design process.” (Experience
in this area is being gained rapidly by NYSDOT in preparation for more formal
articulation of process. TIP projects
such as NY 7 in Brunswick and Northway bridge and interchange reconstruction
projects have demonstrated new techniques in tradeoff analysis related to
capacity elements of infrastructure projects.
The Northway “pre-MIS” task in the 2000-01 UPWP is a further extension
of this principle. NYSDOT Region 1 has
indicated a desire to work on a written procedure for applying this principle
in connection with the New Visions 2030 work)
3. “Use
the various priority networks prepared by the New Visions task forces as a
basis for mapping a priority treatment network, and document the network and
the associated design considerations in a "Priority Network" document
within one year of New Visions adoption.”
(CDTC has advanced the GIS mapping
of this effort, beginning with a bicycle/pedestrian priority network. In 1998-99, the full functional
classification system was incorporated into the GIS and a set of functional
class revisions prepared. Completion of
the priority network task will occur in 2000-01.)
4. “Update
the existing RDP over the next two years, addressing issues raised by the State
Commission on the Capital Region regarding more complete integration of
economic issues with the transportation plan and the need to identify economic
development sites, and issues raised in the New Visions work regarding urban
revitalization, suburban design and rural protection.” (A regional forum was held in
1997 to assess support for regional development plan efforts. As a result, CDRPC has distributed a
Regional Atlas. During 1998-99, CDRPC
relocated its offices to the same building housing CDTC staff, thus increasing
coordination of activities. In
collaboration with CDTC, CDRPC mapped and interpreted areas of recent
development using satellite imagery in 1999-00 and expects to circulate a
report on regional settlement patterns by March 2000. This work will contribute to the New Visions 2030 effort. CDRPC’s
work on a formal RDP update is not yet scheduled.
5. “Ensure
adequate provision for CDTC technical assistance to communities interested in
cooperative transportation / land use plans to build upon recent successes in
Colonie, Niskayuna, Glenville, Rotterdam, Clifton Park and other
communities. Maintain the $100,000 per
year TIP commitment to corridor management plans and include corridor
management work in all significant infrastructure projects.”
(The 1999-00 UPWP reflecteds new technical assistance to Niskayuna,
Clifton Park and Albany County. A
landmark $500,000 study of land use and transportation integration in the South
Troy Waterfront was also initiated in 2000-01 UPWP commitments. For 2000-01, CDTC has earmarked a significant
portion of its planning fund balance for a program it has named the
"Linkage" program. Eleven
additional, locally-generated study efforts totalling nearly $500,000 in
federal and local funding will be initiated in 2000-01. These projects range from suburban town
center planning to downtown parking issues, from truck access through minority
areas to a joint commercial market assessment with the Albany Housing
Authority.)
6. “Conduct workshops on arterial
management once a year; extend the curriculum to communicate other aspects of
the New Visions plan.” (Activities are continuing, although the
annual nature of the arterial management training has not been maintained. Local training extended to extensive efforts
in bicycle and pedestrian accommodation beginning in 1998-99.)
7. “Continue
the coordination effort begun with CDTA's Statewide Coordinated Transportation
Study (SCOTS) and, within two years, identify the additional transportation
cost associated with facilities sited away from transportation services.”
(SCOTS work continues; as a result of the SCOTS and New Visions efforts,
CDTA’s Access Transit brokerage for human service agency transportation began
brokering Medicaid transportation services in 1998 and has now completed its
first year of service in Albany, Rensselaer and Schenectady counties. CDTC continues to budget staff time to
assist in the maintenance and expansion of the brokerage program.)
8. “Within five years,
establish policies for brokered transportation cost allocation and access to
federal transit (vehicle) funds that assigns the additional cost to the
agencies responsible.” (The schedule for this initiative was
advanced. Cost allocation related to
Medicaid services began in 1998, establishing procedures for other types of service
calls in later phases of the brokerage.)
9. “Initiate
a Major Investment Study for completion of the I-90 Exit 8 Phase 2
project.” (The MIS was completed in 1999, with an adoption of its finding by CDTC
in December 1999. The MIS refined the
New Visions plan's assumptions about the project and initiated the detail
engineering and design work on a limited number of remaining alternatives. Through the MIS, the project location was
refined and an arterial design selected.)
10. “Establish
criteria for "community enhancement" and "regional economic
development" and identify additional specific projects for inclusion in
the 1998-2003 TIP.” (CDTC advanced the schedule for this and
both entertained and programmed a significant number of community enhancement
and regional economic development projects in the 1997-2002 TIP. These practices received national attention
through AMPO and other means in late 1997 and early 1998. Practices continued in the 1999-2004
TIP. The first of the new
"community enhancement" projects (Lincoln Ave. sidewalks in the
village of Colonie) is scheduled to go to bid in February 2000.)
11. “Prepare a "public
distribution" version of the New Visions plan and circulate it widely
within one year. Explore new methods of
involvement on a continuous basis. In
1996, test the use of "add-ons" to a long-standing SUNYA Capital
District residents' attitude survey to benchmark perceptions of the
transportation system. In conjunction
with public review of the New Visions Plan and the 1997-2002 TIP, test new
methods of involvement.” (CDTC has already established Internet
access to New Visions and TIP materials in response to this
recommendation. In 1998-99, the
Internet Commuter Register was enhanced significantly by allowing users to register
on line. 15,000 copies of a high
quality public distribution summary of the New Visions plan were printed for
broad distribution in early 1998. The
complete text of the plan were added to CDTC's web site in 1999-00. The SUNYA attitude survey is now an annual
activity.)
12. “Provide permanent status
to bike and goods movement task forces.”
(The change in status has been recommended by CDTC's Administrative and
Financial Standing Subcommittee and will be completed with approval of a new
Prospectus. Both task forces have
continued activity and CDTC is again increasing its level of staff support for
bike and pedestrian planning in 2000-01.
The goods movement group was very active in 1999-00 in the emerging
"Champlain-Hudson International Trade Corridor" work). In 2000-01, the bike and pedestrian group
will help guide two separate contractual efforts aimed at defining urban
bikeway design guidelines and also orchestrating a student competition to
design a logo for the regional bikeway system.)
13. “Review and revise TIP
Project Evaluation processes as necessary over the next year to ensure that the
importance of providing for all modes is captured adequately. Review and revise TIP Project Evaluation processes as necessary
over the next year to ensure that the value of connectiveness, the multiple
public objectives of transit service, and the importance of concentrating
development in the Urban Service Area and preserving rural character is
captured adequately.”
(Much of this was completed during the 1997-2002 TIP development;
remaining work on Urban Service Area and rural character aspects is best
deferred until these issues are addressed by CDRPC.)
14. “Provide
CDTC technical assistance to communities exploring traffic calming in
residential areas.” (Available, ongoing, complemented by local
pedestrian "road shows".)
15. “Aggressively pursue the
Wolf Road service road plan in cooperation with the Town and Village of Colonie
and NYSDOT.” (Ongoing. Service roads were added to the functional
class system and the 1999-04 draft TIP reflects town of Colonie lead agency
status for construction of the service road connecting to Maxwell Rd. In addition, consultants under contract to
NYSDOT have designed driveway consolidations and service road connections along
Wolf Rd. for construction during the upcoming Wolf Rd. reconstruction and
sidewalk project in the TIP.)
16. “Establish and maintain
service standards that indicate the type and frequency of transit service that
can be provided to various markets consistently across the region at various
funding levels. Crucial to this effort
will be integration of special transit services into the regional system and
better coordination of special transportation needs, the development of feeder
service (expansion of the "ShuttleBug") and expanded paratransit
services in the central suburban area, and improved transfer processes. An exploration of increased flexibility in
labor rules will be necessary in conjunction with major transit service
restructuring. A cooperative study,
with CDTA lead and user input, on such a restructuring will be conducted within
two years. In the meantime, more
mobility training for impaired individuals will be provided.” (CDTC lent Senior
Transportation Planner Kristina Younger to CDTA for one year to assist with
major ShuttleBug expansion and service restructuring in line with the ambitious
recommendations of the New Visions plan and the Transit Futures Report. Ms. Younger has joined CDTA’s permanent
staff after the conclusion of the loan period and major progress has been
achieved in these areas. During
1999-00, CDTA completed a successful core routes rescheduling effort leading to
improved service. For 2000-01, CDTA and
CDTC, with CDRPC staff assistance, will conduct a thorough Transit Service
Standards Study in conjunction with the New Visions 2030 effort.).
17. “Over the next year,
strengthen ties with CDRPC, CEG and other economic development organizations,
non-governmental environmental agencies, transportation firms and the area's
state legislative and Congressional delegation. Establish on-going communication and seek windows of opportunity
on a continuing basis to advocate for regional project needs. (Advocacy must be carried out primarily by
CDTC members rather than staff, due to restrictions on the use of federal funding.) Work with local and state officials, state and federal
legislators during the coming year on TEA-21 reauthorization to encourage
equitable and adequate treatment of the Capital District's needs. Join with other MPOs in the coming year in a
statewide study of long-term transportation financing and take action on its
results by 1998.” (Contacts have improved and continue. CDTC's Staff Director testified at
Congressional hearings on ISTEA reauthorization and CDTC worked closely with
Governor Pataki's ISTEA task force in the successful efforts culminating with
passage of TEA-21. The REVEST
initiative of the spring of 1998 reflected strong ties with private sector and
legislative staff, leading to earmarks for elements of REVEST in TEA-21. Continuing liaison with CEG’s Local
Government Council has been effective.
Efforts to engage more fully with Empire State Development will
continue.)
18. “Work with local officials and state
officials and the local legislative delegation regarding local option funding
mechanisms, in conjunction with the statewide financing study and in
conjunction with congestion pricing studies.
The transit service restructuring study will specifically examine the
role of passenger fares in financing existing and expanded transit service.” (For
2000-01, CDTC will participate with the other 11 MPOs in New York in a
shared-cost initiative aimed at addressing long-range transportation
financing. A $200,000 budget has been
established for this important effort.)
19. “Continue
full implementation of mitigation fees in the Albany County Airport Area
Generic Environmental Impact Study (GEIS) area. Over the next year, implement mitigation fees in the Lisha Kill
GEIS area. Within two years, update
CDTC's policy on public-private financing to reflect mitigation fee experience
and economic development projects.
Incorporate mitigation fees into the Site Review Handbook.”
(Mitigation fee calculations
continue at an increasing pace in the airport area. Revised agreements on the use of future fees to cover the
required private share of major TIP projects in the airport area were reflected
in the 1999-04 TIP. The first major
project to rely on these fees (Albany-Shaker Rd. relocation) is slated for
construction in 2001. Mitigation fees
in the Lisha Kill area are constrained due to court action.)
20. “Encourage
NYSDOT, counties and local governments to continue to identify direct actions
by developers to help mitigate traffic impacts (e.g. bus stop improvements,
designated carpool parking), when area-wide mitigation fees are not appropriate.”
(Efforts continue.)
21. “Initiate a Major
Investment Study for the Northway within six months of plan adoption, and
complete it within eighteen months from initiation.” (This recommendation was
predicated upon the expectation that the Federal Highway Administration (FHWA)
would require an MIS prior to design of the Northway Exit 3 project. Further information has clarified that an
MIS would not be need immediately for this purpose. Therefore, the full-scale corridor MIS to determine a definitive
highway or transit plan for the Northway can be deferred until more experience
with ITS investments in the corridor is gained. However, understanding potential main line configuration
requirements of alternative future Northway investments is becoming
increasingly critical to short-term infrastructure project designs. As a result, a “pre-MIS” task is scheduled
for 2000-01, having been deferred from 1999-00 due to CDTC's pre-financing
limitation. This task will articulate
the main line cross-sectional requirements of various widening and transit
alternatives to allow upcoming Northway bridge and interchange reconstruction
projects to be designed in such a way as to preclude as few future Northway
options as possible.)
22. “Conduct a land use
investigation of the NY 5 corridor and complete it within twelve months of
initiation. Pursue general transit
actions toward a "best bus" service in the corridor and monitor
technology developments. Identify the
broader opportunities contained in the report and circulate these ideas to
other communities. Make the
"corridor management initiative" funds available to communities
seeking to achieve intensification along transit corridors.”
(The NY 5 assessment is underway, with completion in 2000-01. Corridor management initiative funds have
also been assigned to the SUNYA-led Urban Corridor Study focusing on transit
and parking management in the Washington-Western corridor of Albany. This study was concluded in 1999-00.)
23. “Include
site design aspects in the planned examination of land use intensification
opportunities in the NY 5 corridor.
Extend the site design ideas through a supplemental or follow-up study
within two years to develop a visual representation of affordable site design
practices that have transportation system benefits. Within one year, complete CDTC's Site Development Handbook with
contributions from CDTA.” (The formal handbook completion continues to
be deferred while the NY 5 assessment is advanced and other implementation
experience is gained. Site and street
design is a major component of the NY5 study.)
24. “In
conjunction with the Site Review Handbook and the update of CDTC's
public-private financing policy, explicitly elevate demand management, transit
support and other mitigation items (such as sidewalk construction) to the same
plane as service roads, intersection improvements and highway widenings.”
(While the formal handbook and public-private financing policy updates have
been deferred, practice in the airport GEIS reviews now incorporates
non-highway contributions.)
25. “Within one year, develop
an implementation plan for the Travel Demand Management (TDM) project in the
TIP.” (A major TDM initiative has been developed by CDTC and CDTA with CDTA
in a lead role and presented to the City of Albany, Albany County and the NYS
Department of Environmental Conservation.
Success was achieved in 1999-00 through Albany County's participation in
transit pass subsidy efforts. The City
of Albany has created a formal Capital Albany Transportation Committee which
has completed employer surveys to expand upon this success. In the 1999-04 TIP, the TDM project budget
was revised to reflect current plans.)
26. “Engage OGS and SUNYA in
the overall transit service restructuring study to better integrate peripheral
park and ride and shuttle services into the regional system. As contract negotiations with employee
bargaining units occur over the next five years, include transit passes,
increased parking permit costs, and a "transportation allowance" in
the discussion. Within two years, seek
New York State commitment to a demonstration of a transportation allowance
program using the TDM funds for the pilot period.” (Through a cooperative effort initiated by the State University
Construction Fund, the "Urban Corridor Study" will address the
service restructuring. CDTA also negotiated
unsuccessfully with OGS to integrate services.
The TDM initiative will seek to achieve additional demonstration
projects during 2000-01).
27. “The
Commuter Register (rideshare matching) and Guaranteed Ride Home (GRH) programs
will continue indefinitely, using public support. Implement current park and ride lots on the TIP in a timely
manner, and pursue additional lots in prime transit corridors (such as US 20,
NY 5, US 4, NY 7.)” (Commuter Register and GRH programs
continue. A major park-and-ride lot at
I-87 Exit 8 was opened in 1998 and transit service expansion followed. A new regional park-and-ride lot
construction setaside is included in the 1999-04 TIP.)
28. “Work with NYSDOT in the
next two years to refine the outreach and involvement process in project
development, using projects such as Pearl Street as building blocks.”
(NYSDOT's outreach process is broadening through experience. The 2000-01 includes a unique $50,000 effort
toward training NYSDOT and other implementers in successful public outreach and
public relations; this effort was deferred from 1999-00 due to CDTC's
pre-financing limitation.)
29. “Encourage revision of the
NYSDOT scoping and development procedures manual to allow increased flexibility
and community-focus in the application of AASHTO standards on non-NHS
routes. Involve more NYSDOT design personnel
and city engineering departments in the transportation planning processes. Work
with NYSDOT Region 1 over the next two years to develop materials for use in
the design process to assure full consideration of New Visions principles in
facility design decisions.” (NYSDOT scoping and project development
practices are gaining greater flexibility and community focus through
experience. Region 1 practices of
involving CDTC staff in scoping and project development are changing to
increase participation. The lead for an
unprecedented number of non-state projects has been assumed by local
government. These experiences will lead
to formalization of procedures.)
30. “Work
with NYSDOT Region 1 over the next two years to develop materials for use in
the design process to assure full consideration of all modes in facility design
decisions. This includes the
incorporation of traffic calming steps in existing and upcoming transportation
projects, particularly in residential and mixed use areas. Distribute these
guidelines to local governments for their use when opportunities (through
locally-funded reconstruction, for example) arise to make design
improvements.” (No formal development has occurred.
However, experience in project implementation is broadening consideration
of these issues. The Albany-Shaker Rd.
and Broadway (Saratoga Springs) projects demonstrate innovative arterial
design. CDTC and NYSDOT Region 1
continue to pursue options for “community-compatible” and traffic calming
features on arterials, but national experience in this arena is scarce. For 2000-01, a consultant effort to define
appropriate bike design guidelines for urban areas is included in the UPWP.)
31. “Study overall port
circulation issues in preparation for longer term access improvements, perhaps
including additional or modified I-787 access ramps.” (The schedule for this
effort has been advanced through the Tandem Lot study added to the TIP and UPWP
in 1997. The study was undertaken in
1998-99, resulting in a short list of lot locations. One of the contenders includes a new ramp directly from Exit 23
on the Thruway to the Port of Albany.
CDTC submitted an application in January 1999 for National Corridor
Planning and Development Funds to carry this analysis further.)
32. “Pursue low-risk
opportunities to "test" commuter rail options.” (Informal discussions in early 1998 led to CDTC’s REVEST
initiative knitting grass roots rail initiatives with New Visions
policies. As a result of Congressman
Solomon’s efforts in TEA-21, CDTC continued REVEST working group discussions
led to a TIP action in October 1998 that assigned lead status to CDTA for the
$6.8 million commuter rail project.
Implementation efforts are underway.)
33. Pursue and complete small
scale jurisdictional transfers in the Capital District in the next three
years. One possibility is a swap of
county-owned roads in the vicinity of the Albany International Airport for some
lower function state routes in rural Albany County. Over the next five years, further explore the merit of larger
scale realignment of jurisdiction with function (e.g. arterials within
cities). (Albany County and NYSDOT are actively negotiating jurisdictional
realignment of the routes mentioned above.
Larger-scale realignment has not yet been discussed.)
34. Work with the legislature,
NYSDOT, other MPOs and the railroads to explore the provision of property tax
relief on rail lines. Support continued
regulatory simplification by NYSDOT and the Department of Motor Vehicles. In the project development process, ensure
that height and weight restrictions continue to be routinely eliminated during
infrastructure renewal, particularly on the freight priority network. In conjunction with the development of the
RDP, develop policies encouraging the location of freight-intensive industries
near existing rail lines and intermodal facilities. (Property tax issues are
being negotiated between NYSDOT and the railroads in conjunction with
double-tracking and other TIP projects.
The South Troy Waterfront Study and several new "Linkage"
projects in the 2000-01 UPWP deal with truck/rail/port access issues and
interface with neighborhood quality of life.
Progress continues in conjunction with New York State regarding the
Industrial Access Program projects, as well.
Additional
New Visions Planning Recommendations as Worded in March, 1997 Plan
Not
Explicitly Reflected in the 2000-01 UPWP
1. Explore
increased equipment and facility sharing and contractual maintenance activities
to allow improved maintenance (including such activities as sweeping shoulders
for bike travel) within current budgets.
2. Work
with NYSDOT main office and NYSDOT Region 1, CDTA, local governments and others
in building from past experience to articulate a clear policy for arterial access.
3. Work with CDRPC, CEG, the
State Commission on the Capital Region and other groups to informally explore
cost and benefit sharing mechanisms over the next two years. Identify the extent of interest in benefit
sharing through that effort, and use the results to modify the New Visions
approach to cost-sharing of "community enhancement" and
"economic development" projects.
As part of this effort, conduct a survey of high tech and service industry
firms to determine the transportation component of location decisions. Use the results in the economic development
component of the RDP and to refine the budget priorities of the Regional
Transportation Plan.
4. In conjunction with the Regional Development Plan update, establish criteria for and define an Urban Service Area. Articulate the highway and transit facility and service implications and reach agreement on implementation within one year from the date of defining the area. Include study of the transportation infrastructure needs of rural areas. Develop guidelines for investments in rural areas that preserve their rural character.
5. Identify a candidate
community and work with that community and CDRPC in a shared-cost project to
draft model zoning legislation within two years.
6. Over
the next five years, complete formal access plans and secure state, county and
local commitment for implementation on at least one major travel corridor in
each county.
7. Within
five years, reach agreement with all communities in the urbanized area to
follow the procedures outlined in the handbook.
8. Build
upon the Site Review Handbook and Site Design work to develop a specific set of
guidelines for delivery access and commercial parking programs within five
years.
9. Explore further
opportunities to use the service road technique in corridors where land is
available for cost-effective implementation.
10. In cooperation with the
Albany County Airport Authority, study the transit market potential for direct
express CDTA service to the Airport.
11. Identify project sponsors
and appropriate programming of projects to protect and enhance
environmentally-sensitive lands, address safety concerns at high-conflict
locations, and goods movement accommodation.
12. Monitor the New York State
Thruway Authority's congestion pricing study on the Tappan Zee Bridge and
explore possible applications to the Capital Region. Develop a coalition to develop and support parking "cash
out" legislation at the state level.
Monitor the implementation of residential parking permit programs and
work cooperatively to insure that alternatives to driving alone are
sufficiently provided for in the process.
13. Within
two years, implement an Eco-Pass project to extend transit passes to all
employees at a work site. In all of
these investigations, the potential for technology to substitute for travel
(e.g. telecommuting, teleconferencing) will be explicitly explored, and
promoted where appropriate.
14. Defer to and encourage
NYSDOT to increase partnering relationships with contractors, such as
incentives for project acceleration.
Over the next five years, assist NYSDOT and CDTA in developing
partnerships with privately-owned transportation firms to efficiently carry out
the Rensselaer Amtrak station, Glenridge Rd. and other projects; maintain recreational
options should the Old Albany Main be sold to another private operator;
maintain Upstate transit service; keep commuter rail options open. Extend the ITS project to explore access to
currently-proprietary information regarding traffic speeds and flows collected
by shipping firms and others. Engage
the private sector in transit service delivery where appropriate.
15. Incorporate
mitigation fees or an annual assessment into the financing package for the New
Karner Road TIP project.
16. In the next two years, explore state
funding programs similar to the State Aid to Local Bridges (SALB) program that
expired. Change NYSDOT design
procedures to allow lower geometric standards to be applied to lower volume
roads, regardless of the fund source being used on the repair. Explore the desirability of exchanging
federal and state funds to match the level of repair dictated by road function.
17. Initiate a Major
Investment Study in the NY 5 corridor within six months after completion of the
land use investigation -- if warranted by the land use study. Incorporate transit options into the
Northway MIS. Adopt MIS
recommendations.
18. Adopt study
recommendations and design near-term corridor projects in keeping with the
long-term recommendations.
CDTC will
continue to monitor opportunities to progress these recommendations as
amendments to the 2000-01 UPWP or as possible tasks in subsequent years.