To : Town of Ithaca Planning Board
Re : Recommended Changes to Draft t-GEIS Scope
Date : January 3, 2006
We would like to thank the
Planning Board for the opportunity to comment on the draft scope of the Town of
Ithaca-Cornell University transportation-related GEIS currently under review.
While we have a number of
specific recommendations, our basic concern is simple. The stated purpose of
the study is to "address transportation impacts on the community surrounding
the campus related to an increasing population traveling to Cornell." Yet every
mention of neighborhoods, roads or intersections in the draft is in relation to
their impact on the flow of traffic, and not vice versa.
Our recommendations are
intended to remedy this. They are the product of much neighborhood discussion
and many hours of work. We thank you in advance for considering them carefully,
and look forward to working with the Town and Cornell in a truly inclusive,
forward-looking process.
Sincerely,
Darcy Binns Forest
Home Improvement Association
Michael Decatur Cornell
Heights Neighborhood Association
Elizabeth Sanders Forest
Home Improvement Association
Joanna Luks University
Hill Neighborhood Association
Joanne K. Trutko Collegetown
Neighborhood Council
Trevor J. Pinch Forest
Home Improvement Association
Christine Becraft Ellis
Hollow Community Center
Jonathan Miller Forest
Home Improvement Association
Note: Proposed additions appear in bold, proposed deletions in strike-thru.
Transportation-focused Generic
Environmental Impact Statement (t-GEIS)
For
Ten-year Transportation Impact Mitigation
Strategies (TIMS)
November 15, 2005 January 3, 2006
Purpose of the Transportation-focused
Generic Environmental Impact Statement (t-GEIS)
The purpose of the transportation-focused
GEIS is to identify, examine and evaluate Cornell University’s
transportation-related impacts and possible mitigations for hypothetical
Cornell University population growth scenarios, over the next decade. The GEIS
is a tool available under the New York State Environmental Quality Review Act,
commonly referred to as SEQR. Unlike a project-specific Environmental Impact
Statement, a GEIS is flexible enough to explore hypothetical or alternative
scenarios. A major objective of the
t-GEIS is to develop ways to reduce the number of trips by motor vehicles
traveling through residential neighborhoods on their way to and from Cornell
University.
Purpose of Scoping and the Scope
Scoping is the process by which the Lead
Agency, the Planning Board of the Town of Ithaca in this instance, identifies
the significant issues related to the proposed action which are to be addressed
in the draft GEIS. Where possible, the content and level of detail of the
analysis, the range of alternatives, the mitigation measures needed to minimize
or eliminate adverse impacts, and the identification of non-relevant issues are
included in the scope. (See 6 NYCRR Part 617.2 (af)) Scoping is not intended to
be a forum for discussion of the merits of potential solutions.
The Scope is an outline of what will be
addressed in the GEIS.
What the t-GEIS Will Not Address
The
t-GEIS will not recommend ways to accommodate an increase in traffic flow
through residential neighborhoods, but will instead explore and recommend ways
to limit this traffic and reduce its impacts. The t-GEIS will not analyze visual resources, storm
water, wetlands, plants and animals, air quality, housing, or utilities, and historical and
archaeological resources. The t-GEIS will also not analyze specific future
projects. Their impacts will be evaluated on a project-by-project basis as
specific project proposals are brought forward and undergo site plan review and
SEQR. To the extent that the completed t-GEIS addresses transportation-related
impacts of future project proposals, it will be used as part of their
individual environmental reviews, but project-specific information on
transportation will still be supplied. Neighborhoods
will be active partners not only in assessing the impact of current and
anticipated scenarios, but also in proposing and selecting among mitigation
strategies.
Further Information and Process for
Public Input
The following opportunities are provided
for public input.
Web
Site: The project
web site will be updated regularly with information, public documents, and all
public meeting dates, times, and locations. Questions and comments can be sent
via the web site as well.
http://www.tgeisproject.org
Public
Meetings and Hearings:
All meetings of the Lead Agency, the Planning Board of the Town of Ithaca, are
public meetings. The Lead Agency will also conduct public hearings to obtain
input during the scoping phase, at the draft GEIS phase, and at the final GEIS
phase. The Planning Board gives public notice of its meetings and hearings.
Public
Comment: In addition
to comments received at public hearings, written comments can be submitted to
the Lead Agency during announced public review periods and will be recorded as
part of the public comment.
Stakeholder
Input: A
comprehensive list of stakeholder groups is being identified by Cornell.
Stakeholder groups will be contacted to contribute to relevant aspects of the
study. For example, Cornell or the project consultants could ask stakeholder
groups to participate in surveys and focus groups.
Transportation-focused Generic
Environmental Impact Statement (t-GEIS)
For
Ten-year Transportation Impact Mitigation
Strategies (TIMS)
Preliminary Draft Scope
Prepared by t-GEIS Project Team
November 15, 2005 January 3, 2006
I. Executive
Summary
1.1 Summary of Impacts and Mitigations Matrix
II. Description
of the Proposed Action
This transportation-focused Generic
Environmental Impact Statement (t-GEIS) is being written pursuant to the New
York State and Town of Ithaca Environmental Quality Review laws to study
Ten-year Transportation Impact Mitigation Strategies (TIMS) which will
identify, examine and evaluate Cornell University’s transportation-related
impacts and possible mitigations for hypothetical Cornell University population
growth scenarios, over the next decade. For purposes of this project, the term
Cornell population is not limited to people who are resident on the Cornell
campus. It is largely the people who live off campus and travel to Cornell
(primarily staff, faculty, and graduate students) who affect transportation in
the community surrounding the campus. Travel to the main campus will be
analyzed in order to understand transportation impacts on the community from an
increase in the Cornell population. The main campus for the purposes of this
study is illustrated in Figure 1: Area of Hypothetical Population Growth for
t-GEIS.
TIMS will outline ways to reduce avoid or compensate for adverse
transportation impacts of potential Cornell University population growth over
the next decade. The purpose is to
ensure that the livability of the residential neighborhoods surrounding the
Cornell campus is not compromised by the growth of the University. TIMS may include recommendations for: transportation demand management; multi-modal transportation strategies
including pedestrian, bicycle, transit,
rail and parking; access and
circulation modifications, including
traffic-calming and diversion of traffic from residential neighborhoods;
relocation or modification of existing or planned traffic-generating University
facilities; and zoning changes for
campus land; and other possible measures. TIMS will be updated in five-year
cycles. The specific mitigation measures
to be implemented will be selected by the affected municipalities, in
consultation with the impacted neighborhoods.
During the preparation of the t-GEIS the
public and municipal agencies will have full opportunity to review the draft
t-GEIS and provide comments about the transportation impacts of a range of
hypothetical Cornell population growth scenarios, their possible mitigations,
and alternatives. The t-GEIS will provide a context for a comprehensive
evaluation of the transportation impacts of potential Cornell population growth
over the next decade. The mitigations sections of the t-GEIS, in particular,
will inform and shape TIMS.
The t-GEIS will also assist the lead and
involved agencies in environmental reviews of the transportation-related
impacts of individual Cornell projects in the future. To this end, traffic counts taken during the last thirty years will be
correlated with various measures of Cornell’s size during this same time
period, in order to indicate how traffic volumes and number of truck deliveries
are a function of: number of Cornell employees and commuting students; gross
square footage (gsf) of building space on campus; number of on-campus residents
(students and families); and other relevant measures. These historical
relationships will be used to help estimate the traffic impact of each
individual Cornell project proposal during environmental review.
2.1 Project Purpose, Need and Benefits
2.1.1 Background and History
2.1.2 Cornell and Public Need for the Proposed
Action
2.1.3 Objectives
2.1.4 Benefits
III. Existing
Transportation Systems and Known/Planned Transportation Initiatives
As the population that travels to Cornell
increases, existing transportation systems will be affected. This section will
include a description of the existing transportation systems used for accessing
the campus. In Section IV potentially significant traffic impacts will be
analyzed for three hypothetical Cornell population growth scenarios, plus the
no-growth in population scenario. Practicable mitigation measures that can be
used to avoid or minimize some or all of these potential impacts will be
identified and discussed in Section V. Connectivity to alternative modes of
transportation including pedestrian, bicycle, and transit will be analyzed with
the goal of increased use of these modes,
and decreased use of single occupancy vehicles.
Pre-existing traffic counts will be used
where possible. The study will examine:
3.1 Existing Transportation Systems
3.1.1 Relationship to Other Current Long-Range
Transportation Planning Efforts
A. Adopted
Plans
1. Local
municipalities’ plans
• Town of Dryden
• Town of Ithaca
• Town of Lansing
• Village of Lansing
• City of Ithaca Comprehensive Plan and
Amendments (Area Studies)
2. Tompkins
County Comprehensive Plan
3. Cayuga Lake Waterfront Plan (LWRP)
4. ITCTC
2025 Long Range Transportation Plan
5. ITCTC
2005 – 2010 Transportation Improvement Program
6. Town
of Ithaca Transportation Plan (pending)
7. TCAT
Strategic Plan
B. Planning
Studies
1. North
Campus Gateway
2. ITCTC
Northeast Subarea Transportation Study (NESTS)
3. ITCTC
NESTS Transit Planning Project (NTTP)
4. ITCTC
Freight Transportation Study (FTS)
5. ITCTC
Transportation Trail/Corridor Study
6. TCAT
Service and Fare Consolidation Study
7. Forest Home Traffic
Calming Plan (pending)
8. Tompkins County
Travel Survey
9. Cornell University
Employee Commuter Studies
10. Cornell
University’s plans and studies for campus development
11. Cornell
University’s plans and studies for transportation, parking and access
3.1.2 Relationship Between Land Use and
Transportation in Tompkins County
3.1.3 Single Occupancy Vehicle Trip Reduction
Programs
3.1.3.1 Pedestrian
Circulation
a. Description of existing and known/planned pedestrian facilities providing access to campus
3.1.3.2 Bicycle
Circulation
a. Description of existing and known/planned bicycle facilities providing access to campus
3.1.3.3 Transit
Service
a. Description
of existing bus system
b. Description
of existing Park and Ride programs
c. Description
of existing paratransit service
3.1.3.4 Transportation
Demand Management Programs (TDMP)
a. Description
of existing TDM programs at Cornell University
1. Zone
1 Privileges
2. OmniRide
3. Occasional
Parker
4. RideShare
5. Guaranteed
Ride Home
6. Free bus passes for
students
7. Van-pooling
8. Telecommuting
9. Flex-time
10. Parking
Restrictions
3.1.4 Vehicular Circulation
The
t-GEIS will focus on weekday p.m.-peak-hour, worst-case traffic and will not
study but will also seek to limit
weekend or weekday, non-peak-hour traffic. Intersection analysis will be done
for p.m. peak-hour trips only, which typically yield the highest volume
(worst-case) traffic, although in certain instances analyzing a.m. peak-hour
traffic also will be appropriate. Intersections will be sorted by corridor to
see if any would yield substantially redundant information within the same corridor.
3.1.4.1 Description of existing vehicular circulation on
corridors that provide access to the Cornell campus.
3.1.4.2 Description of existing traffic conditions at
intersections that meet the following criteria:
a. the
intersection is on a major approach roadway providing vehicular access to the
campus, and
b. the
intersection is signalized or has STOP sign control along the major roadway in
the direction of approach and/or departure from campus, and
c. the
intersection is generally within one mile of the main campus boundary, and
d. Cornell population growth is estimated to increase the future year volume of traffic on any approach of an intersection meeting the above criteria by:
1. 15% or more, or
2. 10% or more for any
intersection a local government, county government, NYSDOT, ITCTC, or other
member of the Resource Committee has demonstrated is at existing Level of
Service (LOS) C or D, or
3. 5% or more for any
intersection a local government, county government, NYSDOT, ITCTC, or other
member of the Resource Committee has demonstrated is at existing Level of
Service (LOS) E or worse.
List of intersections to be
evaluated according to the above criteria is shown in Table 1: List of
Intersections to Be Evaluated According to Criteria.
Locations of intersections listed in
Table 1 are shown relative to the area of hypothetical population growth for
the t-GEIS in Figure 2: Intersections to be Evaluated According to
Criteria and Figure 3: Intersections to be Evaluated According to
Criteria, Enlargement.
3.1.4.3 Description
of existing service and delivery vehicle traffic
3.1.4.4 Description
of Cornell commuting traffic in surrounding residential neighborhoods:
• Belle Sherman/Bryant Park
• Cayuga Heights
• Collegetown
• Cornell Heights
• Forest Home
• University Hill
• Varna
• Ellis Hollow
• Pine Tree Road/Snyder Hill Road/Honness Lane
3.1.4.5 General description of existing traffic conditions and
mitigation strategies for special events
3.1.4.6 Description of existing collision
data for corridors that provide access to the Cornell campus
3.1.5 Parking
3.1.5.1 Description
of existing parking for students, faculty, staff, and visitors
a. On-campus
b. Off-campus
1. On-street
and off-street parking
2. Residential
parking permit programs, meters and other regulations
3.1.5.2 Description
of contemplated University parking facilities
3.1.6 Neighborhood Livability
3.1.6.1 Description of existing traffic impacts to surrounding residential neighborhoods. Characteristics to note and measure include:
• Neighborhood demographics
• Housing density and set-back
• Vehicle speeds and volumes
• Percent trucks and buses
• Collision data
• Cornell-related parking
• Pedestrian activity and presence of pedestrian facilities
• Roadway width and gaps in traffic
• Sound level at shoulder/walkway and at median house set-back
• Air quality/pollution
• Streetscape aesthetics and historic character
3.1.7 Growth of Cornell University and its Traffic
3.1.7.1 Measurements of Cornell’s growth during the past 30 years will be collected and presented, including:
• Gross square footage (gsf) of building space on campus
• Number of Cornell employees and the distribution of
their home addresses
• Number of commuting students and the distribution of
their home addresses
• Number of on-campus resident students
• Number of on-campus student families
• Number of on-campus parking spaces
• Number of transit buses serving campus
• Number of truck deliveries and their travel routes to
campus
• Number of construction vehicles accessing campus
• Traffic counts on campus
• Traffic counts in residential neighborhoods surrounding
campus
• Traffic counts at the periphery of the Area of
Hypothetical Population Growth
IV. Population
Growth Scenarios and Transportation Impacts
(Note:
The impact analysis will include short-term, long-term and cumulative impacts.)
4.0 Traffic
Implications of Cornell Growth
4.0.1 Estimation of traffic increases based on size (gsf, number of employees, etc.) of proposed Cornell developments
4.0.1.1 Increase in automotive traffic generated by Cornell-related households (faculty, staff, students)
a. Commuting
trips to Cornell
b. Other
trips generated by Cornell-related households (see ITE Trip Generation Manual)
4.0.1.2 Increase in transit vehicle traffic
a. Transit buses serving
campus
b. Transit
buses serving other household trip needs
4.0.1.3 Increase in service and delivery vehicle
traffic
a. Deliveries to
Cornell campus
b. Deliveries
to area businesses serving Cornell-related households
4.0.1.4 Increase in construction vehicle traffic
4.0.1.5 Increase in off-campus parking in
residential areas
4.1 Hypothetical Cornell Population Growth
Scenarios Over the Next Decade.
Hypothetical Cornell population
growth scenarios will be studied for the main campus. Actual growth and impacts (and appropriate mitigation measures) will
depend upon individual projects proposed by Cornell.
4.1.1 Scenario 1: no growth; population remains the same as it currently
is
4.1.2 Scenario 2: population increase of 0.1% per year (approximately 300
persons over the next 10 years; based on historical Cornell population growth
from 1990-1999)
4.1.3 Scenario 3: population increase of 0.5% per year (approximately
1,500 persons over the next 10 years; based on 30-year historical Cornell population
growth from 1975-2005)
4.1.4 Scenario 4: population increase of 1.0% per year (approximately
3,000 persons over the next 10 years; based on historical Cornell population
growth from 1980-1989)
4.1.5 Other growth scenarios not evaluated
4.1.5 Scenario 5: population increase of 3.0% per
year (approximately 9,000 persons over the next ten years; based on historical
Cornell gsf growth from 1900-2000)
4.1.6 Scenario 6: population increase of 5.0% per
year (approximately 15,000 persons over the next ten years; based on worst case
scenario, beyond historical growth rates)
4.2 Transportation Systems
4.2.1 Relationship of Each Hypothetical Cornell Population Growth Scenario
to Other Current Long-Range Transportation Planning Efforts
4.2.2 Hypothetical Cornell Population Growth Scenarios and Relationship to
Transportation and Land Use
4.2.3 Impact of Each Hypothetical Cornell Population Growth Scenario on
Existing Single Occupancy Vehicle Trip Reduction Programs
4.2.3.1 Pedestrian
Circulation
a. Description of
the transportation-related impact on pedestrian facilities providing access to
campus
b. Description
of the transportation-related impacts on pedestrians themselves (safety, air
quality, noise, aesthetics, etc)
4.2.3.2 Bicycle
Circulation
a. Description of
the transportation-related impact on bicycle facilities providing access to
campus
b. Description
of the transportation-related impacts on bicyclists themselves (safety, air
quality, noise, aesthetics, etc)
4.2.3.3 Transit Service
a. Description of
the transportation-related impact on the existing bus system
b. Description of
the transportation-related impact on existing Park and Ride programs
c. Description of
the transportation-related impact on existing paratransit service
4.2.3.4 Transportation Demand Management
Programs (TDMP)
a. Description of
the transportation-related impact on existing TDM programs at Cornell
University
1. Zone
1 Privileges
2. OmniRide
3. Occasional
Parker
4. RideShare
5. Guaranteed
Ride Home
6. Free bus passes for
students
7. Van-pooling
8. Telecommuting
9. Flex-time
10. Parking
Restrictions
4.2.4 Impact of Each Hypothetical Cornell Population Growth Scenario on
Existing Vehicular Circulation
4.2.4.1. Description of increase in
traffic on corridors serving the Cornell campus
4.2.4.2. Description of impact on traffic conditions for
intersections meeting criteria in 3.1.4.2 . Intersection analysis will be done
for weekday p.m. peak-hour trips for the hypothetical population growth
scenarios. In certain instances analyzing a.m. peak-hour traffic also will be
appropriate. Intersections will be sorted by corridor to see if any would yield
substantially redundant information within the same corridor.
4.2.4.3. Description of impact on service and delivery vehicle
traffic
4.2.4.4. Description of impact on surrounding residential
neighborhoods, including limits to
through-traffic inherent to residential neighborhoods (stopped school buses,
etc)
4.2.4.5. General description of impact on traffic conditions and
mitigation strategies for special events
4.2.5 Impact of Each Hypothetical Cornell Population Growth Scenario on
Parking for Students, Faculty, Staff and Visitors
4.2.5.1. On-campus
4.2.5.2. Off-campus
a. On-street
parking
b. Residential
parking permit programs, meters and other regulations
4.3 Neighborhood
Livability
4.3.1 Impact of Each Hypothetical Cornell Population Growth Scenario on Neighborhood Livability
4.3.1.1 Description of increase in automotive traffic and its impacts on residential neighborhoods
a. Commuting
trips to Cornell
b. Other
trips generated by Cornell-related households (see ITE Trip Generation Manual)
4.3.1.2 Description of increase in transit
vehicle traffic and its impacts on residential neighborhoods
4.3.1.3 Description of increase in service
and delivery vehicle traffic and its impacts on residential neighborhoods
4.3.1.4 Description of increase in
construction vehicle traffic and its impacts on residential neighborhoods
4.3.1.5 Description of increase in
Cornell-related parking and its impacts on residential neighborhoods
V. Mitigations
and Strategies
5.1 Transportation Systems
5.1.1 Potential Mitigation Strategies for Impacts to Single Occupancy
Vehicle Trip Reduction Programs
5.1.1.1 Pedestrian Circulation
a. Description of
potential improvements to pedestrian
facilities to enhance access to campus
5.1.1.2 Bicycle Circulation
a. Description of
potential improvements to bicycle
facilities to enhance access to campus
5.1.1.3 Transit Service
a. Description of
potential improvements to the bus
system
b. Description of
potential improvements for Park and
Ride programs
c. Description of
potential improvements for
paratransit service
d. Description
of potential development of light-rail service
5.1.1.4 Transportation Demand Management
Programs (TDMP)
a. Description of
potential improvements or additions to TDM programs at Cornell University
1. Potential free bus
passes for students not requesting/receiving parking permits
2. Zone
1 Privileges
3. OmniRide
4. Occasional
Parker
5. RideShare
/ Van-pooling
6. Guaranteed
Ride Home
7. Telecommuting
8. Flex-time
9. Parking
Cash-out
10. Other
– i.e., Car sharing, Parking Restrictions, etc.
11. Fewer
work days per week, without reducing total work hours
5.1.2 Potential Mitigation Strategies for
Impacts to Vehicular Circulation
5.1.2.1. Description of potential mitigation strategies for
roadways and intersections
5.1.2.2. Description of potential mitigation strategies for
service and delivery vehicle traffic
5.1.2.3. Description of potential mitigation strategies for
surrounding residential neighborhoods
5.1.2.4. General description of potential mitigation strategies
for special events
5.1.3 Potential Mitigation Strategies for
Impacts to Parking
5.1.3.1. Description of potential mitigation strategies for
parking for students, faculty, staff and visitors:
a. On-campus
b. Off-campus
1. On-street
parking
2. Residential parking
permit programs, meters and other regulations
5.1.4 Mitigation Strategies Relative to Land Use
and Transportation
5.2 Neighborhood
Livability
5.2.1 Potential Mitigation Strategies For Impacts to Residential
Neighborhoods
5.2.1.1 Automotive Vehicle Circulation
a. Description
of potential mitigation measures to reduce the number of automotive vehicles traveling through residential
neighborhoods on both commuting and non-commuting trips
b. Description
of potential mitigation measures to reduce the impact of remaining automotive vehicles traveling through
residential neighborhoods
5.2.1.2 Transit
Service
a. Description
of potential mitigation measures to reduce the number of transit vehicles traveling through residential
neighborhoods
b. Description
of potential mitigation measures to reduce the impact of remaining transit vehicles traveling through residential
neighborhoods
5.2.1.3 Service
and Delivery Vehicles
a. Description
of potential mitigation measures to reduce the number of service and delivery vehicles traveling through
residential neighborhoods
b. Description
of potential mitigation measures to reduce the impact of remaining service and delivery vehicles traveling through
residential neighborhoods
5.2.1.4 Construction
Vehicles
a. Description
of potential mitigation measures to reduce the number of construction vehicles traveling through residential
neighborhoods
b. Description
of potential mitigation measures to reduce the impact of remaining construction vehicles traveling through
residential neighborhoods
5.2.1.5 Parking
a. Description
of potential mitigation measures to reduce Cornell-related parking in
residential neighborhoods
VI. Unavoidable
Adverse Impacts
Adverse environmental effects in Section
III that can be expected to occur regardless of the mitigation measures
considered will be identified.
VII. Alternatives
to the Action