I-87 Multimodal Corridor Study
LONG LIST OF IMPROVEMENT CONCEPTS
Prepared for: New York State Department of Transportation
Prepared by: Parsons - Clough Harbour A Joint Venture
October 2003
I-87 Multimodal Corridor Study
TABLE OF CONTENTS Long List Report
INTRODUCTION 1
HIGHWAY IMPROVEMENT CONCEPTS 19
INTELLIGENT TRANSPORTATION SYSTEMS IMPROVEMENT CONCEPTS 35
WATERBORNE IMPROVEMENT CONCEPTS 53
AVIATION IMPROVEMENT CONCEPTS 63
BORDER CROSSING IMPROVEMENT CONCEPTS 85
RAIL INFRASTRUCTURE IMPROVEMENT CONCEPTS 91
REST AREAS IMPROVEMENT CONCEPTS 109
INTERMODAL IMPROVEMENT CONCEPTS 115
INTER- AND INTRACITY PUBLIC TRANSPORTATION IMPROVEMENT CONCEPTS 125
Parsons-Clough Harbour
I-87 Multimodal Corridor Study
INTRODUCTION Long List Report
OVERVIEW OF STUDY
A comprehensive study has been initiated by the New York State Department of Transportation (NYSDOT) to identify improvements to the transportation network in the I-87/Autoroute 15 Corridor in New York State and Quebec. These actions would address past growth in the corridor while allowing the full potential growth in the economy of the corridor and region to be achieved. The I-87 Multimodal Corridor Study (“the Study”) will be integrated with the findings and results of the New York and the New World Economy study previously completed for NYSDOT, which focused on major changes in the regional, national and international economies and trade patterns, and the consequences of those changes on future transportation patterns and requirements. The goal of the Study is to identify and analyze recommended transportation initiatives and rank them in terms of their ability to enable New York State to respond to these changing economic forces and trends. This Report presents a summary of the results of the first phase of this study.
STUDY PHASES
The Study is divided into two phases (see figure). Phase I started with the development of the Study’s Goals and EEEssstttaaabbbllliiissshhh SSStttuuudddyyy GGGoooaaalllsss Objectives and the related selection criteria to be used to &&& OOObbbjjjeeeccctttiiivvveeesss identify the most promising improvements concepts. Those were reported in a separate technical memorandum, I-87 Multimodal Corridor Study Goals And Objectives And Screening Criteria. The CCCooolllllleeecccttt AAAvvvaaaiiilllaaabbbllleee
I I CCoorrrriiddoorr DDaattaa I remaining Phase I study elements have been completed and the Corridor Data
e e e
results of those activities are summarized in Technical s s s a a Memorandum 2/3. a h h h P P EEEssstttaaabbbllliiissshhh EEExxxiiissstttiiinnnggg P During this first phase of the study, the I-87 Multimodal Corridor CCCooorrrrrriiidddooorrr CCCooonnndddiiitttiiiooonnnsss Study Team is assessing conditions in the corridor, defining its most critical transportation limitations, identifying emerging opportunities and developing a “long list” of possible corridor DDDeeevvveeellloooppp “““LLLooonnnggg LLLiiisssttt””” ooofff actions to address them. These possible improvement concepts CCCooorrrrrriiidddooorrr CCCooonnnccceeeppptttsss have been grouped in the following categories:
Highways Develop “Short List” of Develop “Short List” of I
Develop “Short List” of I I I I I
Rest Areas PPPrrrooojjjeeecccttt CCCooonnnccceeeppptttsss e e e s s Rail Infrastructure s a a a h h
Airport Services h P P Border Crossing Facilities DDDeeefffiiinnneee,,, AAAsssssseeessssss &&& P Waterborne Transportation PPPrrriiiooorrriiitttiiizzzeee CCCooonnnccceeeppptttsss Intelligent Transportation Systems (ITS) Inter- and Intra-city Public Transportation Intermodal Facilities
These possible actions, which are summarized in this report, will be screened to select those that warrant more detailed consideration in the study’s second phase or subsequent studies. While the identified actions are grouped by traditional modes, for ease of reference, the intent
Parsons-Clough Harbour Page 1
I-87 Multimodal Corridor Study
INTRODUCTION Long List Report as the study progresses is to integrate these actions into the themes that encompass the Smart Corridor concept.
HIGH SPEED RAIL STUDY
Another significant component of the Study is the Pre-Feasibility Assessment of High Speed Rail (HSR) Service in the New York City – Montreal Corridor (“HSR Study”). Being completed in cooperation with the Quebec Ministry of Transportation (MTQ), this study includes a preliminary look at the viability of implementing true European-type high-speed service (150+ mph throughout). The HSR Study is also investigating various incremental improvements to the existing New York-to-Montreal passenger rail service, which is presently limited to one train per day and takes over 10 hours. MTQ is looking at similar HSR service over the portion between Montreal and the US-Canadian border. The remaining New York State segment from New York City to Albany is part of the Empire Corridor already designated as a High Speed Rail Corridor, and has been addressed by previous projects and is part of other on-going rail studies of the New York City - to - Albany corridor. The remaining section – from Albany to the US-Canadian border – is the focus of the HSR Study being completed as part of this multimodal corridor study. The results will be included in the High Speed Rail Pre-Feasibility Study report to be released separately.
THE “SMART CORRIDOR” CONCEPT
Based on the analyses completed under Phase I of the Study, a 1800 number of characteristics have emerged:
New York State has been a national leader in both developing 1850 transportation technologies and applying them as part of comprehensive networks (e.g., the Erie Canal, the New York State Thruway, etc.) 1900
Along with these developments, and in part because of them, certain patterns formed over time. These extend back to the 1950 initial concentration of industry near ports and the dramatic expansion of the population and economy of New York City to the later dispersion of population and jobs outside of central cities and the increased reliance on over-the-road freight and 2003 passenger modes.
From the past development of IBM and other international leaders in the technology field to recent achievements in nanotechnology and major re-investments by IBM and others, the corridor has confirmed its position on the high-technology stage. Every effort must be made to insure that this critical aspect of the corridor’s economy is fully supported by its transportation network.
Parsons-Clough Harbour Page 2
I-87 Multimodal Corridor Study
INTRODUCTION Long List Report
There are a growing number of transportation technologies – some new and others variations on long-available ones – that are available to transportation planners to address the transportation demands of the 21st Century. However, the economics of air service, rail and waterborne freight, intercity rail passenger service, and virtually every other mode, are constantly evolving, and the way that the public and private sectors are involved in them is also changing. However, economic conditions change, and investments in this area or other modes will likely be needed.
Ideas with roots in the 1950s and 1960s – e.g., if a highway is congested, just add lanes – cannot and should not be depended upon in isolation. Smart highway expansion, with real-time interactive management, priority treatment for the most efficient modes and operations that both adjust to and control congestion, takes full advantage of the available tools.
I-87 AS A GROWING HIGH-TECH CORRIDOR
The fact that the I-87 Corridor includes some of the nation’s earliest and most significant high technology concentrations is no longer a secret. With the dawn of the next technology generation, from nanotechnology to new frontiers in biotechnology, it is also clear that the corridor is already actively participating on these fronts, and positioning itself to respond to all future opportunities. A recent article NYS Dept. of Labor: Hightechny.com in eWeek magazine confirmed that New York’s Capital District is one of the top three hot spots for technology jobs in the country, and that the problem will be attracting and training the required staff fast enough to meet the demand.
Over the 1969-2000 period, employment along the corridor grew over twice as much as the State as a whole, and the trend has continued. An important goal of this study is to identify the right kinds of transportation improvements -- with Smart Improvements for a Smart Corridor -- to permit the corridor to fully respond to future economic opportunities.
If the ideas identified in this report are advanced to implementation, the corridor will reflect 21st Century transportation innovations and act as a catalyst for the economy by ensuring efficient, low-cost passenger and freight transportation and encouraging businesses to locate or remain in the corridor.
PRELIMINARY LONG LIST OF IMPROVEMENT CONCEPTS
Corridor Improvement Themes
The preliminary Long List of improvement concepts for the corridor includes a broad range of strategies to address existing and projected demands and opportunities on the corridor’s
Parsons-Clough Harbour Page 3
I-87 Multimodal Corridor Study
INTRODUCTION Long List Report transportation network and services. The list is based on the Study Team’s review of the corridor’s existing transportation and economic conditions, and on extensive discussions with agencies and public and private entities involved in the corridor’s transportation and economic decision-making.
The concepts are grouped by traditional modes (highway, waterborne, air service, etc) as an initial starting point for presentation purposes. The intent is to structure these concepts, individually and/or in combination, to advance the Smart Corridor Concept. The Concept is supported by four overarching corridor themes aimed at enhancing economic development; intercity, commuter and recreational travel; movement of goods; and quality of life.
The travel components involve vastly different markets:
Intercity Travel – longer distance trips within the corridor are made for a variety of personal and business trip functions. With longer distance comes a broader range of modal options (air, rail, auto, bus).
Commuting Travel – shorter journey-to-work trips, usually by car, are made on a daily basis, and compressed along routes leading to and from major employment centers. As the speed and reliability of travel increases, longer travel markets (e.g., New York City to Albany) can become part of a regular commuter shed.
Recreational Travel – the corridor includes important recreational and natural areas that attract travelers from throughout the Northeast and beyond. Origin-Desination studies at the US/Canadian border confirmed that the majority of the auto travelers on I-87 heading into Canada are making some form of recreational trips.
Goods Movement – Continued high post-NAFTA truck and rail volumes at the Champlain/Lacolle/Rouses Point border crossings make it one of the most important US- Canada freight gateways. Goods movement demand vary substantially by area, in terms of the types of goods moved and the variety of competiing modes.
The structuring of the concepts around the themes will evolve and be refined throughout the remainder of this Study. The four corridor themes include: Smart Highway, Smart/Safe Driver, Smart Freight, and Smart Public Transportation.
Smart Highways. As noted above, our understanding of the causes of highway congestion, NYSDOT Key Result Areas especially when it occurs only during limited times of the Improve Mobility and day, has expanded significantly since the early days of Reliability Increase Safety highway expansion in the 1950s and 1960s. With this Promote Economic knowledge comes an equal expansion in the methods Sustainability available to meet those congestion problems. While earlier Enhance Security solutions were often limited to simply expanding the Improve Environmental number of highway lanes or making bigger interchanges, Conditions newer solutions focus on (1) better control over and management of highway capacity, including who uses it, when and how it’s used, and effective
Parsons-Clough Harbour Page 4
I-87 Multimodal Corridor Study
INTRODUCTION Long List Report response to any problems that limit its use or effectiveness or safety; (2) supporting modes that can move people or goods most efficiently; and (3) achieving the movement of people and goods with a minimum of public and private costs, including minimizing environmental impacts.
Statewide, the number of registered vehicles has grown by roughy 19% (1.4 million vehicles) in the past ten years, and vehicle miles of travel (VMT) have grown by 21%. Census statistics for the Capital District, the corridor’s most congested area, indicate that over the 1990-2000 period more people chose to drive alone to work while less carpooled or used transit. With these types of patterns, a Smart Highway approach is critical.
Smart/Safe Drivers. Auto drivers always want advanced knowledge about construction, traffic problem areas, bad weather and similar information when planning their trips. Additional real-time information (e.g., warning about a recent accident causing delays in a given area) provide a further benefit, as do systems that provide prompt response when vehicles breakdown or accidents occur. Truckers need these same types of advanced and real-time information, as more reliable, safe and repeatable shipment plans also mean significant time and cost savings. The nationwide 511 “Travel Info” program is looking to address a part of this need for all travel modes. The I-87 corridor is joining or developing a number of traveler information programs to address these needs, but it is behind others. The challenges are very different along, say, the High Peaks section of the highway compared with commuter-crowded sections of the Northway in rush hours.
Smart Freight. In addition to expediting the movement of trucks along the corridor’s key highways, a key aspect of the corridor is its role as an international trade route. The events of September 11th have worsened the already serious truck delays at the Champlain border crossing. The national FAST (for freight) and NEXUS (for autos) programs are looking to address these border delays, while NORPASS and others aim to reduce truck weighing and safety inspection delays. To make a corridor like I- 87 stand out, every effort to maximize the benefits of existing programs are needed, as well as further public BC/Blaine, WA ITS Priority Truck Lane and private sector actions. Some of it involves simple priority treatment for vehicles participating in automated Customs clearance programs. Marketing efforts are often needed to clarify the potential cost savings and get greater shipper participation in automated freight programs. Innovative programs that combine the needs of Customs security and inspection with technologies that also provide shipper’s goods tracking and “inventory velocity” needs hold great promise. Ways to better utilize air, rail and water to move freight also hold great promise and must be integral components of a Smart Corridor.
Smart Public Transportation. Increasing public transit use has historically been a challenge for smaller urban areas as well as suburban and rural areas. The “many-to-many” travel patterns in those area pose a problem for modes that require more concentrated travel markets to operate efficiently. Further, potential transit users often don’t know what services are available, where to get them, how much they cost, or whether they can get to a particular
Parsons-Clough Harbour Page 5
I-87 Multimodal Corridor Study
INTRODUCTION Long List Report destination using transit. Programs like the TransitAdvisor component of TRIPS 123 in the Greater New York City Area, the Advanced Traveler Information System in the Capital District and similar efforts across the country have shown that by using all available media – computers, phone, informational kiosks, etc., potential travelers can obtain information, and a passenger base for services can be established. Operators can then plan ways to maximize the use of their equipment to meet a broader variety of travel markets, and make the critical transit linkages (e.g., bus-to-train) that can substantially expand the market areas that transit operators can serve. For longer distance, intercity trips, air and rail service can play TRIPS 123 important roles. The significance of their roles has changed over time, although not always in a positive manner. Finding ways to take greater advantage of these modes need to be fully considered.
Exhibits 1 through 12 present the approximate location of each of these Montreal improvement concepts along the corridor. Most of them focus on the Study’s Primary Study Area – from just south of Albany to the US/Canadian border, although a number are indicated in the Secondary Study Area extending southward to the Tappan Zee Bridge near New Plattsburgh York City.
The following sections of this report present an overview of the y improvement concepts. In each section, a brief write-up of how these y concepts were identified, and concept worksheets for each of the improvements are provided. Secondar Primar
Albany
NYC
Parsons-Clough Harbour Page 6 I-87 Multimodal Corridor Study INTRODUCTION Long List Report Exhibit 1: Corridor-Wide Improvement Concepts No. Project Concept ITS-1 Fixed Automated Spray Plattsburgh Technology/Emergency Fog Alert System ITS-2 Integrated Incident Management System ITS-3 Advanced Cell Phone Communication Services ITS-4 RBDS/RDS Radio-Based Communication ITS-5 Traveler Information Kiosks ITS-6 Coordinated Commercial Vehicle ID Screening ITS-7 Statewide Wireless Communication System ITS-9 Electronic Data Distribution System ITS-11 “Supply Chain” Container Security & Tracking Systems ITS-13 I-87 Transportation Management Center RA-1 Rest Area Network Improvements RA-2 Truck Stop Electrification
Albany
NYC
Parsons-Clough Harbour Page 7 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
B-1 – Port of R-14 – Vertical Array Excellence Project Cargo Inspection System
H-9 – Port of Excellence Improvements
B-2 – FAST and NEXUS B-3 – Small Boat Marketing Inspection Facility
ITS-6 – Commercial Vehicle R-12 – CP Canadian Mainline Electronic Screening Signal Improvements
R-13 – CP Rail Track Rehabilitation
R-1 – CP Canadian Mainline Double Track
R-9 – CP Rail Clearance Improvements
A-2 – New Terminal Building and Facilities I-3 – Plattsburgh Intermodal Facility A-3 – Replace Basic General Aviation Facilities A-4 – Retain Subsidized Air Service See Exhibit 3
Exhibit 2 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 8 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 2
R-12 – CP Canadian Mainline Signal Improvements
R-13 – CP Rail Track Rehabilitation
ITS-8 – Call Box Replacement & expanded cell phone service
H-3 – NYS Route 73
See Exhibit 4
Exhibit 3 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 9 I-87 Multimodal Corridor Study INTRODUCTION Long List Report Se e Ex A-16 – Hangar Facilities at hibit 3 Lake Placid & Adirondack H-3 – High Peaks Access Regional Airports Improvements
A-1 – New General Aviation Airport
ITS-8 – Call Box Replacement & expanded cell phone service
Exhibit 4 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 10 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 4 IP-2 Transit Connection at Westport/Lake Placid H-3 – High Peaks Access Amtrak Station Improvements A-5 – Acquire Airport from Private Owner A-6 – Improve Runway and Add New Facilities R-12 – CP Canadian Mainline Signal Improvements R-13 – CP Rail Track Rehabilitation
ITS-8 – Call Box Replacement & expanded cell phone service R-9 – CP Rail Clearance Improvements
R-1 – CP Canadian Mainline Double Track
A-9 – Construct General Aviation Facilities
A-7 – Improve Airfield and Acquire Property A-8 – Construct General Aviation Facilities
See Exhibit 6
Exhibit 5 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-CloughParsons-Clough HarbourHarbour Page 11 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 5
R-12 – CP Canadian Mainline Signal Improvements
R-13 – CP Rail Track Rehabilitation
H-8 – Rts. 4, 9, 149 from Northway Int. 20 to Vermont State Line A-10 – Extend Runway
See Exhibit 7
Exhibit 6 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-CloughParsons-Clough HarbourHarbour Page 12 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 6 H-7 – Northway Interchange 18 (Corinth Road)
R-9 – CP Rail Clearance Improvements
R-1 – CP Canadian Mainline I-1 – Saratoga Double Track Intermodal Distribution Facility
R-12 – CP Canadian Mainline Signal Improvements
R-13 – CP Rail Track Rehabilitation
R-8 – Saratoga Yard Improvements
ITS-12 – Traveler Information System: Albany-Saratoga W-8 – Channel Commuter Shed Dredging
IP-1 – Luther Forest Technology Campus TDM
H-5 – Luther Forest Technology Campus (LFTC) Access
See Exhibit 8
Exhibit 7 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 13 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 7 R-2 – CP Rail Freight Mainline – Double Track
A-15 – Construct ITS-14 – US Route 9 Corporate Aviation ITS Improvements W-8 – Navigable Facilities R-11 – Saratoga- Water Route Albany Commuter Improvements Rail Service north of Albany to the St. Lawrence River
R-7 – Amtrak Scotia Connection R-2 – CP Rail H-4 – Adirondack Freight Mainline – Northway Double Track
A-11 – Extend Runway 19 ITS-10 – HOT Lanes A-12 – Expand Airport Terminal and Air Cargo Facility
R-6 – CSX Hudson Sub. – Double Tr. Renss. to Schenectady H-1 – Interchange 3 R-3 – CP Colonie H-2 – Albany (Airport Connector) Mainline – Double Corridor Study Track R-11 – Saratoga- H-6 – Access Albany Commuter Improvements to SUNY I-2 – Expansion of IP-4 – BRT in Technology Hub Kenwood Yard Capital Region W-1 – Security System Upgrades W-2 – Wharf H-12 – Commercial Vehicle Upgrades Access Improvements to R-10 – Cabbage W-3 – Marine Yard the Port of Albany Island Branch Upgrades I-5 – Commercial Vehicle W-4 – Refrigerated A-17 – Hangar Trailer Parking Storage Capabilities facilities Lot/Staging Area W-5 – Container Handling I-6 – Selkirk Operations Intermodal Yard W-7 – Hudson River W-6 – Roll On/Roll Navigational Channel Off Capabilities Improvements, North of Coxsackie to Port of Albany R-5 – CSX NE Wye Connection H-11 – Selkirk R-4 – CSX River Sub. – Yard Access Double Track Ravena to Improvements Coxsackie See Exhibit 9
Exhibit 8 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 14 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 8
I-4 – Intermodal Transportation Concept Plan
See Exhibit 10
Exhibit 9 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 15 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 9
See Exhibit 11
Exhibit 10 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 16 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 10
A-13 – Expand/Replace Terminal Building/ Facilities A-14 – Extend Runway 34
IP-3 – Transit Access to Stewart International
See Exhibit 12
Exhibit 11 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 17 I-87 Multimodal Corridor Study INTRODUCTION Long List Report
See Exhibit 11
H-10 – Tappan Zee Bridge/I-287- I-87 Corridor Study, I-287
Exhibit 12 Improvement Concepts | Interchange 4 Airport Î Port
Parsons-Clough Harbour Page 18
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
STUDY AREA
The Primary Study Area, which focuses on the central and northern y Montreal segments of the corridor, is bounded by Interchange 21 of the New York State Thruway, just south of Albany, to the Canadian border crossing at the end of the Adirondack Northway. Within this area, the Secondar Study focused on I-87 and a number of key north-south and east- west roadways. The Secondary Study Area represents the balance of Plattsburgh the corridor extending from Interchange 21 of the Thruway to the Tappan Zee Bridge, and from the Canadian/US border to Montreal along Canada’s Autoroute 15. The principal focus in those areas was I-87 and Autoroute 15, as well as the highway and border facilities
directly adjacent to the Canadian/US border crossing at Champlain/Lacolle.
SELECTION OF CRITICAL ANALYSIS AREAS Primary
The initial phase of the Study’s development and assessment process involved a comprehensive data collection and review process to establish existing traffic, highway and bridge conditions. These Albany baseline data were then evaluated against three established screening criteria to identify critical analysis areas in the corridor:
Traffic volumes and congestion, Safety and clearances, and
Linkages to economic activity nodes. y
These screening analyses were supported by extensive input from transportation and economic development agencies and other key Secondar stakeholders in the corridor, gathered through a variety of workshops and meetings. Based on the data screening and stakeholders’ input, four critical analysis areas for highways were identified within the NYC corridor
The Capital District region, The US/Canadian border region, Key interstate highway locations within the southern Secondary Study Area, and Key non-interstate roadways.
NYSDOT’s own Capital Improvement Programs for the three Regions along the corridor, equivalent information from the NYS Thruway Authority, as well as corridor MPOs Transportation Improvement Programs were consulted. The improvement concepts included in this report reflect a higher priority for initiatives that would satisfy corridor-wide, multimodal or economic development goals. The Study also reviewed some of the longer-term highway improvements for possible implementation at an earlier stage.
Exhibit 13 lists the candidate concepts within the Highway category within each of the four critical highway study areas, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.
Parsons-Clough Harbour Page 19
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
As noted in the Introduction of this report, a key element of any future highway improvement program is that it fosters the Smart Highway concept, using a mixture of projects and programs to maximize the efficiency and safety of the system, and add people- and goods-movement capacity in a manner that prioritizes the most efficient modes and travel patterns. The concepts identified in this report are focused around this concept for the corridor, especially in the most developed and congested areas where such improvements are most needed.
Parsons-Clough Harbour Page 20
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Exhibit 13: Highway Improvement Concepts H-9 No. Project Concept Location Plattsburgh H-1 Interchange 3 Town of Colonie, (Airport Connector) Albany County H-2 Albany Corridor Study Thruway Interchanges 21A to 25A, Albany and Schenectady Counties H-3 NYS Route 73 I-87 to Lake Placid, Essex County H-4 Adirondack Northway Interchange 1 to 8, H-3 Albany and Saratoga Counties H-5 Luther Forest Town of Malta, Technology Campus Saratoga County (LFTC) Access H-6 Access Improvements City of Albany, Albany to SUNY technology County H-8 hub Primary H-7 Northway Town of Queensbury, Interchange 18 Warren County H-7 (Corinth Road) H-8 Rts. 4, 9, 149 from Warren and Northway Int. 20 to Washington Counties H-5 H-12 Vermont State Line H-9 Port of Excellence Champlain/Lacolle H-1 H-4 Improvements Border Crossing H-10 Tappan Zee Bridge/I- Westchester & H-6 Albany 287-I-87 Corridor Rockland Counties H-2 Study, I-287 H-11 Selkirk Yard Access Albany County H-11 H-12 Improvements H-12 Commercial Vehicle City of Albany, Albany Access Improvements County to the Port of Albany
y Secondar
H-10
NYC
Parsons-Clough Harbour Page 21
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-1 Name and Location: Interchange 3 (Airport Connector), Town of Colonie, Albany County Purpose: Improve Interstate access to Albany International Airport and the surrounding Capital District roadway network. Problem: Currently, direct access between the Albany International Airport and I-87 is not provided. The existing Interchange 4, Wolf Road, and Albany-Shaker Road corridor that provides access to the Airport experiences significant traffic congestion and has accident rates that exceed the statewide averages. Backups at Interchange 4 extend onto the mainline during the evening commuter peak hour. Description: This concept is a significant long-term capital investment that will link two of the major transportation facilities in the Capital District: I-87 and the Albany International Airport. The following concepts have been identified to improve mobility:
• Provide direct airport access to minimize passenger and commercial vehicle delays • Improve geometric and operational deficiencies to the adjoining roadway network • Provide a gateway between I-87 and the Albany International Airport • Enhance access to the airport through the selective application of feasible, cost effective ITS and transit/intermodal measures Strategy: The NYSDOT and Capital District Transportation Committee (CDTC) have placed a high value on the ability to accommodate projected traffic increases associated with increases in airport activity and economic development in the immediate area. NYSDOT completed a 1995 Northway Corridor Study that supported the merits of a new connection or improved access to the Albany International Airport. The project is also included in the Capital District Transportation Committee’s New Visions plan. Benefit: This concept will provide direct and improved access to the Albany International Airport, which will improve intermodal access and support economic development potential in the Capital District. Status: The NYSDOT is currently in the preliminary design phase for this concept. The concept is currently in the NYSDOT’s Capital Program (PIN 1721.51) and included on CDTC’s TIP.
Parsons-Clough Harbour Page 22
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-2 Name and Location: Albany Corridor Study, Thruway Interchanges 21A to 25A, Albany and Schenectady Counties Purpose: Address structural, safety, operational and capacity needs for the Thruway Corridor in the Capital District.
Problem: This portion of the New York State Thruway has pavement conditions that are deficient and have exceeded their projected life span. The Corridor’s traffic volumes already exceed or are anticipated to exceed acceptable levels within the next 10 years. There are also traffic congestion issues at Interchange 23, 24, and 25 toll plazas and a need for improved access to tandem truck parking lots within the corridor. Description: This concept is a long-term capital investment to address current and future structural, safety, operational, and capacity needs of the Thruway Corridor within the Capital District. The following concepts are being evaluated to improve the corridor:
• Reconstruct Interchanges 23 and 24 • Provide nonstop, high speed EZ-Pass at Interchanges 23 and 24 • Add a third travel lane in each direction on the Thruway mainline between Interchanges 23 and 24 • Improve Interchange geometrics wherever possible
Strategy: The New York State Thruway Authority (NYSTA) has placed a high value on the ability to accommodate existing and projected traffic volumes within its facilities. Benefit: This concept will improve the overall operations of the Thruway Corridor within the Capital District, which will support additional economic development. Status: The NYSTA expects to complete the study report by Spring 2004.
Parsons-Clough Harbour Page 23
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-3 Name and Location: New York State (NYS) Route 73, I-87 to Lake Placid, Essex County
Purpose: Address physical and operational roadway conditions to improve access to the Central High Peaks Region and enhance recreational, tourism and economic activities, and protection of scenic vistas and environmentally sensitive features. Problem: The existing roadway geometrics and terrain hinder access to the Central High Peaks Region. The lack of adequate safety turnouts and roadside parking along NYS Route 73 contribute to pedestrian and traffic safety issues. Increased promotion and support for tourism are resulting in traffic congestion near NYS Route 9N and within Lake Placid during special events. Description: NYS Route 73 is the gateway to the Adirondack Park High Peaks Region and provides primary access from I-87 to Lake Placid and Saranac Lake, via NYS Route 86. A comprehensive Scenic Corridor Management Plan has been developed. The following concepts were recommended in the Scenic Corridor Management Plan:
• Improve physical roadway conditions and geometrics • Provide safety turnouts and roadside parking areas at trailhead locations • Implement public transportation demonstration programs to provide an alternative to automobile access to trailheads with park and ride facilities at key locations along the corridor • Provide bicycle parking facilities at trailheads • Implement erosion control measures to minimize pollution to lakes and rivers near the roadway • Realign the Route 73 and Route 9 intersection to reduce motorist confusion Strategy: The NYSDOT and FHWA have recognized the functional importance of this corridor through its designation as a National Scenic Byway. Benefit: This concept will improve roadway conditions for increased commercial vehicle activity along the corridor, which will support the growth of tourism and economic development. Status: The NYSDOT (PIN 1383.20) has identified the project need. A Scenic Corridor Management Plan was previously prepared by NYSDOT in coordination with NYSDEC, the APA and the affected Towns. Capital improvements and initiatives from the Plan have yet to be implemented.
Parsons-Clough Harbour Page 24
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-4 Name and Location: Adirondack Northway between Interchanges 1 and 8, Albany and Saratoga Counties Purpose: Improve mainline infrastructure and operating conditions within this corridor. Problem: The underlying pavement conditions of the Adirondack Northway (I-87) are deteriorating rapidly and will reach their life expectancy within the next 5 to 10 years. This section of the I-87 also experiences significant traffic congestion southbound during the morning commuter peak hours and northbound during the evening commuter peak hours.
Description: The improvement concept would address the physical deficiencies of the mainline and interchange pavements and bridges to maintain the integrity and serviceability of the interstate system between the Capital District and Southern Saratoga County to provide a service life of between 30 and 50 years. The project would also address the capacity deficiencies and related constraints that hinder the operational characteristics and serviceability of the system particularly during the weekday AM and PM commuting hours.
Due to the high volumes of traffic along this segment and the physical constraints within the interstate corridor itself, as well as the prevalent land use constraints abutting the interstate corridor, the evaluation and implementation of non-traditional construction methods and non- traditional capacity improvement strategies is warranted. Capacity improvement concepts could involve the implementation of integrated ITS systems, public transit systems, dedicated or designated physical improvements of limited scope and scale (refer to ITS Concept I-10). Strategy: Coordinate and combine the required reconstruction of the highway with “Smart Highway” capacity expansion and ITS initiatives. Benefit: This concept will extend and improve the useful service life of the interstate system between Interchanges 1 and 8 by reconstructing deficient pavement and bridges. Additional capacity improvements would address congestion and long-term growth demands of this critical corridor while supporting the use of more efficient travel modes. Status: The reconstruction portion of this concept is currently included in NYSDOT’s Capital Improvement Program (PIN 1721.60) with construction scheduled in 2006-2007.
Parsons-Clough Harbour Page 25
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-5 Name and Location: Luther Forest Technology Campus (LFTC) Access, Town of Malta, Saratoga County Purpose: Improve access to the proposed LFTC (nanotechnology manufacturing center) site between the Northway Interchanges 11 and 12, and surrounding local roadway network. Problem: The existing Interchanges 11 and 12, and their connections to the local roadway network cannot accommodate the traffic demands predicted for the proposed LFTC site at the time of full “build out”. In the interim condition, the traffic volumes generated from the initial phases of the project can be accommodated at Interchanges 11 and 12 with improvements to the secondary roadway network providing access between I-87 and the proposed site. Description: This concept would address improved access to the proposed nanotechnology manufacturing campus located between Interchanges 11 and 12 to the east of the Northway. The following concepts have been identified to improve access to the proposed high-technology facility:
• Provide a new access roadway around the Village of Round Lake to Route 9 • Construct a new interchange between 11 and 12 to provide a more direct connection between I-87 and the LFTC site • Implement public transportation to provide an alternative to automobile access to the proposed LFTC site with connections to Albany International Airport, downtown Albany, and the Nanotech facility on the SUNY Albany campus. Strategy: Advance preliminary development of improved access scenarios using the Conceptual Access Management Plan as a basis. Formulate an Interchange Justification Report development strategy. Benefit: This concept will provide improved access between I-87 and the proposed nanotechnology manufacturing center at the LFTC site. Improved access would increase the development potential of this site and the surrounding area, and reduces the traffic burden that would otherwise be placed on the existing infrastructure. Status: The Town of Malta is currently in the environmental review stages for the proposed LFTC site.
Parsons-Clough Harbour Page 26
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-6 Name and Location: Access Improvements to the State University of New York (SUNY) technology hub, City of Albany, Albany County
Purpose: Improve access to the SUNY technology hub and improve operations on I-90 and the arterials connecting the campus to I-90 and I-87.
Problem: The expanding SUNY technology hub will place excessive demands on the arterial system, connecting the campus to I-90 and I-87. The existing arterial network (Washington Avenue and Fuller Road) accessing the technology hub has reached its useful service life and is experiencing significant traffic congestion and operational deficiencies, which will be exacerbated by the growth of the technology hub. Description: This concept would address the deficiencies within the arterial roadway network that provide access to the Interstate System and the technology hub. Complimentary to this concept would be the establishment or improvement of connectivity between the SUNY technology hub and the primary multi-modal facilities within the Region as well as other existing or proposed technology initiatives.
• Implement alternative transportation programs to provide efficient access between the SUNY technology hub and the Albany International Airport, downtown Albany, the Rensselaer train station, RPI, and the proposed Luther Forest Technology Campus. • Implement infrastructure improvement strategies to ensure the integrity and longevity of the primary existing surface roadway network surrounding the SUNY technology hub. • Integrate technology based initiatives (ITS) into the infrastructure improvement strategies to enhance traffic operational characteristics and serviceability. Strategy: The MPO places a high priority on improved multi-modal mobility within the Region. Advance development of a comprehensive project that is consistent with the regional importance of the technology hub. Benefit: This concept will improve the overall transportation effectiveness and quality of life. Status: Opportunity identification.
Parsons-Clough Harbour Page 27
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-7 Name and Location: Northway Interchange 18 (Corinth Road), Town of Queensbury, Warren County Purpose: Improve commercial access from Interchange 18 to the west of I-87. Problem: The lack of adequate commercial vehicle access to the industrial or economic development areas to the west of I-87 at Interchange 18 is a limiting factor to the site growth opportunities.
Description: This concept would address commercial vehicle access to the west of Interchange 18 on I-87. There currently exists an approved 40 acre site to the west of Interchange 18 that is designated as a Build Now-NY site. The ability to attract tenants or commercial ventures to this site is hindered by the lack of adequate direct commercial access to I-87. Interchange 18 is currently being evaluated for improvements as part of an on-going project to improve the infrastructure and enhance traffic operational characteristics into the City of Glens Falls. This on-going project addresses a need that will aid in supporting the biotechnology and medical device industry within the Region. Strategy: To balance improvements to the east of the Interchange, which are already under study by NYSDOT. Benefit: This concept will promote the marketability of the Build Now-NY site. Status: This concept is on the Adirondack/Glens Falls Transportation Committee’s Transportation Improvement Program. Project funding has been secured by the Warren County Economic Development Corporation.
Parsons-Clough Harbour Page 28
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-8 Name and Location: Improvements to Routes 4, 9 and 149 from Northway Interchange 20 to Vermont State Line, Warren and Washington Counties
Purpose: Improve access within Warren and Washington Counties along the Route 9, Route 149, Route 4 and Route 22 corridor between Interchange 20 of the Adirondack Northway and the New York/Vermont State Line.
Problem: This corridor provides the primary east-west interstate commerce routes connecting Warren and Washington Counties with Central/Northern Vermont and I-87 at Interchange 20. Increasing interstate commerce demands on the corridor are not consistent with its intended function and are competing with tourism demands, resulting in consequences to the abutting communities. The inadequacies of the existing roadway network within this corridor are hindering the commercial access to, and expansion potential of, technology-based, manufacturing support and direct manufacturing facilities in Warren and Washington Counties. Description: This concept would evaluate the entire corridor as a primary interstate commerce link between Warren and Washington Counties and Vermont and I-87. Conclusions drawn from the evaluation would identify specific areas of improvements which may include, but not be limited to: • Bypass routes or alternate routes around the most heavily impacted communities • Geometric improvements to facilitate more efficient movement of commercial vehicles • Limited areas of capacity improvements or access improvements at the Northway • ITS initiatives to improve commercial travel efficiency within the corridor through improved management of the existing infrastructure and coordination to reduce competition with tourism related traffic. Strategy: NYSDOT has done some improvements along portions of Rt. 149 but further corridor assessments are needed. Benefit: This concept will improve the ability for commercial/technological/industrial and manufacturing ventures in the Southern Adirondack Region to be more efficiently serviced, as well as promote economic development, interstate commerce, and tourism in the Glens Falls area. Status: This concept is on the Adirondack/Glens Falls Transportation Committee’s Transportation Improvement Program.
Parsons-Clough Harbour Page 29
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: H-9 Name and Location: Port of Excellence, Champlain/Lacolle Border Crossing Purpose: Address short-term traffic congestion and queues and the associated safety related issues at the termination of I-87 at the Border Crossing, and support implementation of Port of Excellence project. Problem: The end of I-87 at the U.S./Canada Border Crossing has been identified as a High Accident Location. The increased security screening requirements at the border in conjunction with increased traffic crossing between the U.S. and Canada has resulted in the prevalence of traffic queues backing up onto the highway mainline.
Description: This concept would address the safety deficiencies which are occurring approaching the Border Crossing from both directions; the northbound direction has been designated a High Accident Location by NYSDOT. The high accident rates are primarily the result of rear-end type accidents, caused by driver inattentiveness and sudden changes from free-flow to congested conditions. In addition, a significant number of trucks will need to change lanes just before the Border Crossing to enter dedicated lanes for FAST.
This concept would incorporate several improvements into the approaches to the Border Crossing in an effort to improve safety. Traffic calming devices, such as “rumble strips”, would be incorporated to alert drivers to the approaching crossing facilities and variable message signs (VMS), triggered by real-time congestion sensors, and would alert them to approaching congestion and delays at the Border Crossing. Additional signage would be added to advise travelers about peak hours at the border and ways to expedite the crossing process. Finally, bilingual signs would be added to inform vehicles early as to which lanes are dedicated for FAST and NEXUS use. Strategy: The DOT places a strong emphasis on High Accident Locations and means by which to address them. This concept could be implemented readily and with a modest investment, addressing current problems related to border delays that should be lessened upon full implementation of the Port of Excellence program. Benefit: This concept will help meet the short-term transportation safety needs at the approach to the Border Crossing, and complement the on-going Port of Excellence Project. Status: Opportunity identification. NYSDOT has initiated the placement of multi-lingual signs on I-87 and placed variable message signs (VMS) with integrated queue detectors at Interchange 42. The Canadian officials are planning for bilingual lane signage approaching the Border Crossing.
Parsons-Clough Harbour Page 30
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Improvement Concepts: H-10 Name and Location: Tappan Zee Bridge/I-287-I-87 Corridor Study, Westchester & Rockland Counties Purpose: Address structural, safety, operational, and capacity needs along a 30-mile corridor, including the 3.1-mile Tappan Zee Bridge. Problem: The corridor has the typical array of problems common to fast-growing suburban corridors – highway congestion, often-extensive delays and a lack of modal alternatives. The Tappan Zee Bridge is reaching the end of its useful life and has insufficient capacity to meet present and future traffic demands, with its narrow lanes and lack of shoulders making it susceptible to accidents and delays. Description: The concept being considered by the New York State Thruway Authority (NYSTA) and the Metro-North Railroad (MNR) is a major capital investment to improve accessibility and mobility in the corridor, maintaining this vital corridor and developing feasible, cost-effective solutions implementable in a reasonable time frame. Major public transit concepts, including east-west commuter rail lines connecting to existing north-south Metro-North service, as well as light-rail or bus rapid transit concepts, are being considered in combination with improving or replacing the existing river crossing and related highway improvements. Improvements to the Cross Westchester Expressway portion of I-287 have been approved, with portions already being implemented. Highway improvements being considered along I-287/I-87 in Rockland County include additional general traffic or priority treatment lanes (i.e., for buses, carpools, etc.), along with a broad array of travel demand and transportation systems management programs and initiatives. Strategy: The NYSTA, in cooperation with Metro-North Railroad, recognizes the critical importance of improving its facilities to better meet the future mobility needs of the traveling public. Benefit: This concept would reduce delay, improve traffic safety, increase mobility by enhancing public transit modes, and ensure the corridor’s ability to meet future travel demands Status: The NYSTA and the MNR are in the Alternatives Analysis study phase, leading to selection of highway/transit alternatives for consideration in the Environmental Impact Statement
Parsons-Clough Harbour Page 31
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Potential Improvement Concepts: H-11 Name and Location: Access Improvements Between I-87 and the Selkirk RR Yard, Albany County
Purpose: Improve commercial vehicle access between I-87 and the Selkirk RR Yard to facilitate intermodal transportation and goods transfers. Provide an access connection with US Route 9W to further enhance opportunities for commercial distribution development and intermodal transfers (refer to Intermodal Concept I-6). Problem: Currently access between I-87 and the Selkirk RR Yard requires commercial vehicles to use the local roadway network through residential areas in southern Albany County. The local roadway system (NYS Route 396 and NYS Route 144) that is typically used for commercial vehicle access between US Route 9W and the Thruway is geometrically deficient to accommodate significant volumes of commercial vehicle traffic. The viability of the Selkirk RR Yard as an intermodal hub for rail to road and road to rail transfers is heavily dependent on improved and more direct access to an existing Thruway Interchange (Interchange 22) or to a new Thruway Interchange north of Interchange 22. Description: This concept would evaluate alternatives to improve highway access between the Thruway, the Selkirk RR Yard and US Route 9W. By providing a more direct highway connection than currently exists between the Thruway, US Route 9W and the Selkirk RR Yard, commercial vehicle traffic could move efficiently between the rail facility and the Interstate. This would also divert commercial vehicle traffic from the local roadway network and away from residential areas. Strategy: Develop concept alternatives, including possible need for new or expanded interchange, to link the Selkirk RR Yard to US Route 9W and the Thruway. Benefit: A commercial connector roadway that provides access to US Route 9W near the Selkirk RR Yard could be a catalyst to support the development of commercial distribution opportunities, which could take advantage of an intermodal facility in Selkirk. Status: Opportunity identification stage.
Parsons-Clough Harbour Page 32
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
Potential Improvement Concepts: H-12 Name and Location: Commercial Vehicle Access Improvements Between I-87 and the Port of Albany; City of Albany
Purpose: Improve commercial vehicle access between I- 87, I-787 and the Port of Albany to facilitate intermodal transportation and goods transfers (refer to Intermodal Concept I-5).
Problem: Currently access between I-87 Interchange 23 and the Port of Albany is via I-787 to the local street network in the South End of Albany. This route requires commercial vehicles to use the local roadway network through urban commercial and residential areas. I-787 is a restricted Interstate facility which does not allow tandem trailer access. The viability of the Port of Albany as an intermodal hub for water to road, road to water, rail to road and road to rail transfers is heavily dependent on improved and more direct access to the Thruway Interchange 23. Description: This concept would evaluate alternatives to improve highway access between the Thruway at Interchange 23 and the Port of Albany via I-787. By providing a more direct highway connection from I-787 into the Port facilities, commercial vehicle traffic could move efficiently between the Port and the Interstate and could be diverted from the local network (NYS Route 32 and Broadway) and away from the urban commercial and residential areas. The concept would also evaluate the designation I-787 as a non-restrictive Interstate facility to allow tandem trailers access between the Thruway and the Port. Strategy: Evaluate alternatives with the specific goal of providing a direct commercial vehicle access connection between I-787 and the Port of Albany. The alternative would also evaluate improvements to or development of additional lanes on I-787 and into the Interchange 23 toll facility and improved circulation routing within the Port facility proper. Benefit: Improved commercial access and the designation of I-787 as a non-restrictive Interstate to accommodate tandem trailers between the Thruway and the Port of Albany is essential to the viability and success of the Port of Albany as an intermodal hub. This concept supports the Port Inland Development Network by improving access to promote truck to water and water to truck transfers. Status: Opportunity identification.
Parsons-Clough Harbour Page 33
I-87 Multimodal Corridor Study
HIGHWAY IMPROVEMENT CONCEPTS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons-Clough Harbour Page 34
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
STUDY AREA
The Study Area for the Intelligent Transportation Systems (ITS) component of the Study extends the entire length of I-87 from the Tappan Zee Bridge to the US/Canada border crossing at Champlain/Lacolle. Many of the relevant ITS components – existing and proposed – involve myriad agencies along the corridor as well as elsewhere in the State and in other States.
SELECTION OF CRITICAL ANALYSIS AREAS
There are a number of ITS efforts ongoing throughout New York State and at various locations along the corridor. There are currently many active projects throughout New York State and outside the I-87 corridor study that highlight the current technology and trends. NYSDOT has Traffic Management Centers (TMCs) in its largest metropolitan areas: Albany, Buffalo, Lower Hudson Valley, New York City and Long Island. The INformation FOR Motorists (INFORM) project is the most mature of these TMCs and covers a broad range of real-time ITS technology. Additionally, NYSDOT has implemented a Highway Emergency Local Patrol (HELP) program to assist disabled motorists throughout most major metropolitan areas in New York. This program is presently operating in Albany within the I-87 corridor as well as on Long Island and in Westchester County.
Portions of the southern end of the Secondary Study Area are involved in the New York/New Jersey/Connecticut Model Deployment Initiative (MDI), a cooperative effort to promote ITS and transit initiatives and part of FHWA’s overall Metropolitan Model Deployment Initiative. The TRIPS 1-2-3 program, which resulted from the MDI effort, includes three traveler information components – QuickCheck, TeleWarning and TransitAdvidor. This program, expected to start in late 2003, enables members who have registered a travel profile (e.g., driving to work via a given route each day) to receive automatic updates and warnings about travel information affecting that route. From one’s computer or PDA or other media, travelers can obtain schedules, fares and best-transit-route information and a wide range of other material and updates.
The following two factors were critical in selecting locations within the Study Area on which to focus the study:
Critical Analysis Areas and Needs. For some of the traveler needs identified in the Study – e.g., traffic safety and congestion “hot spots” in the Capital District, traveler communications problems along isolated Northway sections, advanced warning of conditions at the Champlain border -- potential ITS solutions were identified for these and other Existing Capital District TMC
Parsons-Clough Harbour Page 35
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
somewhat localized problems. Individual ITS concepts often require, or would have substantially greater functionality, if other ITS improvements were in place. In other instance, ITS concepts (e.g., HOT lane-type highway controls) would also require various physical improvements or expansions to the highway sections in question.
Development of the Smart Corridor Concept. The Introduction section of this report discussed a four-part Smart Corridor approach: Smart Highway Management, Smarter/Safer Driver, Smart Freight Corridor, and Smart Public Transportation. To make these types of programs work effectively, a method to coordinate and jointly administer and control the disparate ITS efforts along the corridor is required. Some critical corridor issues (e.g., communications network needs for safety, homeland security, freight tracking) by definition need a corridor-wide perspective. The Transportation Management Center (TMC) concept is already being implemented in the Albany area and elsewhere to coordinate existing and emerging ITS efforts in the area (HELP program, highway advisory radio stations, etc.). However, the entire corridor needs to be managed by a transportation management center to fully coordinate the many highway, freight and security programs that are being proposed for the corridor, as well as those being done for other corridors and nationwide.
The many improvement concepts being proposed in this Study and elsewhere must also be developed as part of a comprehensive Smart Corridor.
Exhibit 17 lists the candidate concepts within the ITS category, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.
Parsons-Clough Harbour Page 36
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
ITS-6
Exhibit 17: Intelligent Transportation System Plattsburgh Improvement Concepts No. Project Concept Location ITS-1 Fixed Automated I-87 Corridor Spray Technology – Emergency Fog Alert System ITS-2 Integrated Incident I-87 Corridor Management System ITS-3 Advanced Cell Phone I-87 Corridor Communication ITS-8 Service ITS-4 RBDS/RDS Radio- I-87 Corridor based Communication ITS-5 Traveler Information I-87 Corridor Kiosks ITS-6 Coordinated Comm. I-87 Corridor & Vehicle ID/Screening Border Crossing ITS-7 Statewide Wireless I-87 Corridor & ITS-1 Comm. System Statewide ITS-8 Call Box Replacement Northway Ex. 26 Primary & expanded cell to 35 ITS-2 phone service ITS-12 ITS-9 Electronic data I-87 Corridor ITS-3 distribution system ITS-10 HOT Lanes in I-87/I-90 Corridor ITS-4 ITS-14 Congested highway segments in segments Capital District ITS-5 ITS-11 “Supply Chain” I-87 Corridor ITS-10 Container Security & ITS-6 Albany Tracking Systems ITS-12 Traveler Information I-87 Corridor: ITS-7 System: Albany- Albany & Saratoga Commuter Saratoga Shed Counties ITS-9 ITS-13 I-87 Transportation Albany, NY & I- ITS-11 Management Center 87 Corridor ITS-14 US Route 9 ITS Saratoga and Improvements Albany Counties ITS-13
y Secondar
NYC
Parsons-Clough Harbour Page 37
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-1 Name and Location: Fixed Automated Spray Technology System and Emergency Fog Alert System (EFAS) Purpose: Deploy an automated anti-icing system for areas where icing conditions tend to develop first during cold weather conditions; implement an EFAS system to monitor and alert motorists of weather related reduced visibility conditions. Problem: Icing on roadways is a serious meteorological hazard faced by New York State. Traditional de-icing activities are resource (personnel and natural) demanding resulting in environmental consequences from excessive applications. Chain-reaction type accidents from reduced visibility due to fog are problematic on high- speed high-volume facilities. Existing weather stations do not provide sufficient coverage of the corridor. Description: Advancements in technology have shifted winter maintenance from reactive responses toward preventive measures. “FAST” spray systems continuously monitor conditions and automatically apply de-icing agents before icing conditions happen. This enables the use of fewer chemicals and maintenance resources. The system involves a reservoir, pump and a network of spray nozzles capable of applying a liquid anti-icing agent (brine, magnesium chloride, potassium acetate, etc.) on travel lanes. Nozzles can be mounted on parapets, in pavement lane edges and in pavement centerlines. EFAS uses high-resolution cameras to monitor visibility conditions for continuous surveillance by the transportation facility operator. A more comprehensive Roadway Weather Information System is required to better coordinate weather information and to provide better coverage of the corridor’s roadway network. Strategy: NYSDOT has put a high priority on travelers’ safety in the corridor. “FAST” is currently being initiated by NYSDOT; EFAS is in use in areas of the western US. These concepts are being proposed as initiatives to address a critical weather-related safety issue. Benefit: This concept will improve safety by enhancing the effectiveness (safety and environmental) of de-icing/anti-icing strategies deployed along the corridor and improving NYSDOT’s weather tracking capabilities. This concept will improve safety through early detection systems to alert drivers of impaired visibility due to fog. Status: NYSDOT is evaluating various new anti-icing agents and technologies as part of a continuing effort to reduce the amount of salts and abrasives used for snow and ice control. NYSDOT currently has 3 monitoring stations on I-87 in Southern Saratoga Co. The stations have road- sensing probes to monitor temperatures and brine salinity content on the pavement surface at the station locations; the stations also monitor air temperature and wind direction/speed.
Parsons-Clough Harbour Page 38
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-2 Name and Location: Integrated Incident Management System (IIMS) along the I-87 corridor. Purpose: To improve incident management and emergency response by enhancing communication of incident data among incident management and emergency response personnel. Problem: Current strategies for incident response typically relay on voice-only communication. Often, this results in transmission of imprecise location data, limited incident description, and unreliable assessment of impacts. To address these limitations the responding agencies have to rely on verification at the scene. Voice-only communication restricts timely coordination among agencies involved in incident response. Description: Effective incident management improves safety and mobility, reduces congestion, and increases efficiency and productivity. In the New York City area, NYSDOT is presently deploying IIMS, a real time incident management system that enhances communication among incident managers centers and response personnel at the incident scene. The IIMS is sponsored by NYSDOT, in partnership with the New York City Department of Transportation (NYCDOT) and Police Department (NYPD) and Office of Emergency Management (NYCOEM). Using IIMS, incident responders with mobile computers collect incident information and transmit it to inter- connected agencies. This information includes quick data reports, accurate location based on GPS, and digital pictures taken at the incident scene. The information enables responsible agencies to select appropriate responders and equipment for clearance. During a major incident, IIMS can coordinate a multi-agency response, while field responders can report infrastructure damage, environmental hazards, and incident severity. IIMS can also support incident command by identifying staging areas and emergency response and evacuation routes. Strategy: Drawing on its experience in New York City, NYSDOT could deploy it along the I-87 corridor. Benefit: Safer and more efficient roadway operations and enhanced travel time reliability. Status: USDOT has added support to IIMS as part of the ITS Public Safety Program, primarily to improve the dispatch of resources to the incident scene. This expanded initiative includes additional IIMS Field Operational Test evaluation, outreach to the Public Safety and ITS community, and support of ITS standards deployment and testing.
Parsons-Clough Harbour Page 39
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-3 Name and Location: Advanced location- and transaction- based services for cell phones – I-87 Corridor. Purpose: Turn cell phones into multi-function devices that can provide travel information, make payments along the corridor, and enable control centers to monitor traffic flow. Problem: A high percentage of motorists carry cell phones but no systems are available along the corridor to take advantage of their communications and other potential to enhance travel in the corridor. Description: The Federal Communications Commission’s 1996 Enhanced 911 (E911) mandate requires cell phone operators to be able to locate cell phones used to make 911 emergency calls. A new generation of cell phones gradually appearing in the market allow service providers to identify the location of each cell phone user and provide real-time location-specific information on weather, traffic conditions, alternate routes/detours, turn-by-turn driving directions, and related point-of-interests (hotels, hospitals, restaurants, cultural attractions, local events, ATM, police, etc.). The information can be continuously updated to reflect users’ location and can operate in graphic, text, or audio formats. The system can also provide tailored information specific to the user's personal preferences, such as a bank's nearest ATM or certain retail merchants. The collected cell phone location data can be a valuable source for real-time traffic flow data. By tracking the movement of cell-phones as probe vehicles, transportation operation centers can monitor prevailing traffic patterns and detect congestion and potential incident locations. This information, after verification, can be disseminated back to the motorists through cell phones or other ITS systems (e.g., Variable Message Signs, Highway Advisory Radio, etc.). Some cell phone service providers also allow their customers to pay for financial transactions using their cell phones -- payments at toll plazas, restaurants, gas stations, etc. Strategy: Further study cell phone services along the corridor to determine a suitable approach for NYSDOT to facilitate an early deployment of these advanced services. Benefit: System could monitor traffic conditions, including remote roadway segments, and provide real- time information to motorist, incident responders, and interested agencies without deploying traffic detectors, and enable motorists to make informed decisions about their travel plans, increasing trip reliability and reducing congestion. Status: Some providers have developed systems to comply with E911 mandate. Cell phone coverage is inconsistent along the corridor, but NYSDOT is coordinating with providers to expand coverage.
Parsons-Clough Harbour Page 40
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-4 Name and Location: Radio Broadcast Data System/Radio Data System (RBDS/RDS), I-87 Corridor Purpose: RBDS, applied to VHF/FM sound broadcast, makes FM receivers more functional and user- friendly, and most importantly in this context adds the ability to make automatic emergency broadcasts to travelers. Problem: Currently there are few ways to receive broadcasted emergency information, especially in rural areas. With present radio systems, drivers using compact discs, etc. would not receive broadcasts from radio stations. Description: With RBDS/RDS, which utilizes a portion of the FM signal to transmit data of varying types, could provide information to travelers on weather conditions, accident or construction delays, directions to major events, etc. through their cars’ FM radios. Most car radios in Europe are equipped with RBDS/RDS capability, and the number in the U.S. increases each year as the fleet turns over. Its widespread use by broadcasters in the United States has been delayed by, among other things, a lack of direction as to how it might be best used, from both public service and commercial perspectives. For radio stations and their listeners, this type of system can provide a wide range of programming information and services – e.g., identify each radio service in the reception area and what each offers (e.g. news, rock, etc.), enable a radio to automatically find another station playing the same material. However, if available to travelers in the I-87 corridor, use of this technology could also provide important traveler information: e.g.: (a) indicating whether a station will broadcast traffic announcements during the day, when traffic announcements are actually on air, (b) allowing the driver to hear announcement and automatically return to whatever was previously being listened to; (c) allowing RDS radios to “find” travel announcements on other stations; and (d) sending pre-recorded traffic messages to travelers in the listener’s own language. The technology could provide critical traveler information in isolated rural areas where such information is often most needed. Strategy: Establish which radio stations in New York have RBDS capability, and as needed sponsor broader RBDS use by stations to permit emergency conditions and traffic advisory alerts. Develop a pilot program in a portion of the corridor, and shape future efforts and programs based on its results. Benefit: Radio stations benefit from broader listener base, while NYSDOT could provide traffic and travel announcements, preset traffic messages, etc., even when listeners are using CD or cassette. While useable along the entire corridor, it could be most beneficial in rural areas. Status: Opportunity identification status. RBDS is gaining momentum in US but minimal incentives to date for radio stations to join. Standards for a broad range of potentially useful applications have been developed, with substantial opportunity for further growth.
Parsons-Clough Harbour Page 41
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-5 Name and Location: Traveler Information Kiosks, In rest areas, shopping areas along I-87 Corridor Purpose: Kiosks, demonstrated across the country to be useful travelers information tools, would display information on local transit, freeways, and special events. Problem: While on the road, travelers generally cannot obtain real-time information about traffic conditions, or construction activity down the road that could delay trips, or help in finding places to eat, stay overnight, or visit in the area.
Description: Kiosks, free-standing online information terminals that allow travelers direct access to business and travel information for the area they’re visiting, can create a network of automated information centers. Presently in use in similar applications in both urban (Cambridge, MA) to suburban and rural areas (Greater Phoenix area), they can operate unattended 24/7/365, providing relevant information, links, mapping, Push-to-Call, and remote printing capability for visitors in high traffic areas such as (1) Points of Entry (Airports, Bus depots, Train Stations, Truck Stops, Service Stations, rest Areas, etc), (2) Major attractions, (3) High Traffic Tourist Areas, (4) Hotel Lobbies and (5) Coffee Shops, Convenience Stores, and Fast Food Restaurants. In the Capital District, this could tie into the Advanced Traveler Information System (ATIS) network, presently in the development stage, which will provide this same type of information to travelers in a variety of other media and locations. Strategy: Assess where kiosks are currently deployed and where to best deploy them, with NYSDOT and other agencies working with businesses to deploy kiosks in areas noted above. Benefit: City Government, convention and visitors’ bureaus, Chambers of Commerce, tourism marketing organizations and entrepreneurs wishing to provide visitor information for their communities can use kiosks. Kiosks also help travelers choose the best mode or route and determine likely travel time. When tied to the local Advanced Traveler Information Systems (ATIS), the system provides real time information to the public, such as traffic conditions (in general or for specific areas), travel time information on freeway message signs, ride sharing and ride matching information and weather conditions Status: Opportunity identification stage. These types of kiosks are currently being used across the country and under implementation review in others, including the New York Metropolitan area.
Parsons-Clough Harbour Page 42
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-6 Name and Location: Coordinated Commercial Vehicle Electronic Identification, Credentialing and Screening with Weigh-in-Motion Capabilities at the Port of Excellence and strategically throughout the corridor Purpose: Develop, coordinate and improve commercial vehicle e-screening, credentialing and weigh-in- motion capabilities/facilities with a central comprehensive database repository accessible to appropriate State and Federal agencies, as well as with Quebec and Canadian officials. Problem: Commercial vehicle inspections are necessary to maintain safety and weight limits on the highways and increase security. However, use of traditional inspection techniques creates delays for the movement of goods and demands on personnel and financial resources. There is a need to enhance the inspection processes to make them more comprehensive, coordinated and efficient to better identify and focus efforts on the higher risk vehicles. Description: The concept would include a comprehensive, consistent and coordinated commercial vehicle database (ie. NORPASS), program readily accessible to appropriate State, Provincial and Federal agencies. The concept would include electronic screening, credentialing, video vehicle recognition, weigh–in-motion, and oversize/overweight identification capabilities integrated into the corridor. This system could be incorporated into the Port of Excellence border crossing facility to support security and vehicle processing efforts performed in conjunction with the Bureau of Customs and Border Protection (CBP), New York Division of State Police (NYDSP), Canadian Customs and Revenue Agency (CCRA), Ministére des Transports Québec (MTQ) and Société de ľ assurance automobile du Québec (SAAQ). Strategy: FHWA and NYSDOT have initiated programs for the development and implementation of electronic vehicle identification and screening initiatives for commercial freight carriers. The concept needs to be coordinated and expedited with MTQ, CBP and other applicable agencies to facilitate the construction of the physical infrastructure within the corridor and within the Port of Excellence. Benefit: This concept will provide improved commercial vehicle processing, safety and security and will establish a reliable and comprehensive database of the commercial fleet accessing the corridor. Status: The concept is being evaluated in limited applications for a potential broader application.
Parsons-Clough Harbour Page 43
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-7 Name and Location: Statewide Wireless Network (SWN) Purpose: Improve and coordinate emergency response and public service systems throughout New York State. Problem: There is currently no consistent or coordinated Statewide radio-based communications network within New York State to link state and local public safety and public service agencies. Description: The SWN is intended to provide an integrated land mobile radio communications network throughout the State to better connect and coordinate governmental services. When completed the system will be a secure, digital trunked network allowing rapid deployment of public safety and emergency response services in emergency situations. The system can provide interoperability between agencies for day-to-day operations, as well as in the event of a crisis or disaster. The SWN will be used to deliver wireless network services for State, Federal, and local government entities that operate within New York.
Strategy: The Executive Office of New York State has placed a high priority on security and emergency response services at all levels within the State. The concept is being advanced as a separate initiative led by the New York State Office for Technology. Benefit: This concept will provide improved security and emergency response services along the corridor, as well as throughout the State for incident management purposes. Status: The New York State Office for Technology is evaluating proposals for a public/private partnership to develop a Statewide Wireless Network (SWN).
Parsons-Clough Harbour Page 44
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-8 Name and Location: New York State (NYS) Police Motorist-Aid Call Box Replacements, Interchange 26 to 35, Warren Essex, and Clinton Counties
Purpose: To re-establish the NYS Police motorist-aid response communications network and to provide wireless communications service along the Adirondack Northway.
Problem: In the Spring of 2002, the only remaining section of the VHF radio-based motorist-aid call box system (between Interchanges 26 and 35) suffered a complete system failure, leaving the most remote section of the Northway with a 64-mile gap in motorist-aid response telecommunications capabilities. This system failure and the lack of private wireless communications coverage in this rural area present a safety concern to Northway users. As an interim measure, the NYS Police has increased patrols along this section of the Interstate. Description: This improvement concept will provide a reliable wireless communications infrastructure to support the motorist aid call box system while satisfying the Telecommunications Act of 1996 by providing deployment opportunities to expand wireless communications services by private wireless service providers. The project, which would provide C-911 service, would limit tower proliferation by using co-location. Expanded and reliable wireless telecommunications services within the corridor will provide a network backbone capable of supporting other ITS initiatives that may be implemented along the Interstate. (See ITS-9 for other data distribution concepts) Strategy: The NYS Police and NYSDOT have put a high priority on travelers’ safety in the corridor. The NYS Telecommunications Site Manager Service Agreement is a unique public/private partnership between Crown Communication and New York State which authorized Crown to manage the State’s real estate assets for wireless telecommunications technologies. The Site Manager Agreement (managed by the NYS Police as liaison between Crown Communication and 12 other State agencies and authorities) is being used for the development, implementation, and maintenance of the concept. Benefit: This concept will provide improved user safety and telecommunications access along this remote segment of the Northway and provide a network to support other ITS initiatives. Status: The preferred implementation alternatives have been approved by the appropriate State and Federal agencies in preparation for deployment by a wireless communications provider. Timing depends on finding a private carrier.
Parsons-Clough Harbour Page 45
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-9 Name and Location: Inter-connected and coordinated electronic data distribution system: full length of I-87 corridor.
Purpose: To expand usage of existing in-place digital/fiber optic backbone infrastructure along the full length of the I-87 corridor, providing expanded data access to North Country communities and creating a communications backbone to be used in a wide variety of ITS applications in the corridor.
Problem: There are many underserved areas in the Adirondack North Country to the U.S./Canadian border, hindering development in these regions. Plans to collect and distribute traffic, security and safety information among agencies along the corridor and from different states lacks sufficient communications infrastructure, which could also limit the ability to effectively tie in the Port of Excellence programs at the US/Canada border with other corridor-wide ITS programs. Description: This improvement concept would promote the use of the existing underutilized fiber optic trunk line capacity to support regional and international ITS, Commercial Vehicle Operation (CVO) or other commerce/security related initiatives. Additionally, branching from the fiber optic backbone at strategically placed hubs or regeneration stations could facilitate technology expansion and opportunities in the underserved North Country areas. Strategy: Promote, support and expand the usage of this in-place facility through the use of public/private partnerships involving transportation, security and economic development agencies with business groups, communications carriers and others. Benefit: The existing fiber optic backbone conduit duct bank is already in-place and readily accessible. NYSDOT already has secured rights and access to conduits within the duct bank. Taking full advantage of this in-place resource will cost-effectively support regional and international ITS, CVO or other commerce/security related Smart Corridor initiatives and expand communications networks in presently underserved areas. Status: NYSDOT has access to system and Dominion Telcom is already involved in corridor.
Parsons-Clough Harbour Page 46
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-10 Name and Location: High Occupancy/Toll Lanes (HOT); along I-87 corridor in the Capital District Purpose: HOT lanes generally provide free access to buses and carpools or vanpools, while other drivers can pay a toll to use the lane and avoid congestion in adjacent general traffic lanes. Problem: Portions of I-87 and I-90 in Capital District are very congested during a few hours of the day. Simply adding lanes does not manage highway use or support efficient travel modes. Perception is that new lanes will simply fill up, resulting in same congestion. Also involves significant capital investment. Description: HOT lanes are highway lanes open to carpools, vanpools, transit, and toll-paying solo drivers. Tolls for HOT lanes go up and down with congestion levels to assure that these lanes keep flowing even when regular lanes are congested. HOT lanes can be built for this purpose or can be created by converting existing high occupancy vehicle (HOV) or general-purpose lanes. HOT lanes could be integrated with the high-speed EZPass connections in the Interchange 24 area being considered by NYS Thruway Authority. A northern terminus of the HOT lanes in the area between Exit 11 and Exit 12 in Saratoga County could be integrated in the design of new interchanges being considered to support the proposed Luther Forest Technology Campus. Strategy: Along with highway expansion and transit plans in congested I-87 sections, HOT lane concepts would be assessed for effectiveness and continued to implementation if warranted. Benefit: Could possibly address congestion problems more effeciently than adding general traffic lanes or traditional HOV lanes left open during off-peak periods by providing the ability to manage existing lanes to maintain fast and reliable traffic flow for more users. Permits can be sold to classes of freight movers to use HOT lanes during mid-day when excess capacity exists. The number of permits would need to be limited to ensure that the lanes continue to move freely. Status: HOT lanes are growing in popularity due to broad consensus that peak hour charges are an efficient way to deal with highway congestion. Concept is part of a broader movement toward the tolling and privatization of highways, bridges, and tunnels. California leads the nation in active HOT projects but other states are aggressively following their lead.
Parsons-Clough Harbour Page 47
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-11 Name and Location: Supply Chain Security Systems for major containerized shippers Purpose: Provide public/private partnerships for end-to- end supply chain security to prevent acts of terrorism, increase “inventory velocity” and expedite movement of goods across the border. Problem: Shippers for years have suffered billions of dollars in theft when goods lay over in ports, rail yards and truck terminals. Since Sept. 11th, the use of containers to ship weapons, and even terrorists, across borders is of even greater concern. Shippers and security and transportation agencies want to address these problems with minimal delays and costs. Description: An intrusion detection system, along with continuous GPS tracking and related inventory control systems are used to know on a real-time basis what is in each container, where it is (using GPS), whether it’s been opened, tilted, dropped, etc., and when goods have been logged in at their destination. This system increases inventory velocity --- the speed at which goods go from point of production to point of sale – and is consistent with modern, high-technology warehouse systems. This same secure system can be used in the same way as traditional bonding of shipments to expedite the flow of these containers through border crossings. Strategy: Various companies making these technologies to major shippers are in negotiations with US Customs and similar agencies in other countries to gain acceptance of this technology as bonded-equivalent. This concept could be tested as a pilot demonstration program, coordinated with the commercial vehicle programs discussed above under ITS-6. As the programs and technologies are tested and gain acceptance, the merits of this type of technology and program for major corridor shippers could be marketed. Benefit: This technology is part of a modern, high-technology warehouse system with fast warehouse turnaround and close asset tracking, reduced theft and insurance costs and better handling of high-cost or hazardous cargo. Also provides more rapid processing at border crossings, while the costs of border crossing security operations are also reduced for government agencies. Status: Currently, there are various test bed programs throughout the US, Asia and Europe. Various federal funding programs are available for this type of technology application.
Parsons-Clough Harbour Page 48
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-12 Name and Location: Traveler Information System, Albany/Saratoga Commuter Shed Purpose: Use data collected by cameras, roadway sensors, and other ITS-based systems to provide up-to-date information to travelers INFORM System on Long Island regarding congestion, accidents, weather, etc. to assist in trip planning. Problem: Travelers have limited ways of obtaining information, particularly on a real-time basis, of highway conditions, including congestion and delay levels, problems with construction, accidents and similar problems. Lack of such information not only delays travelers and goods shipments, but also brings further Twin Bridges on I-87 vehicles to these same areas of congestion. Description: The project concept would use two media – the web and local cable TV channels that would provide information to travelers about travel conditions in the corridor. The initial focus of this effort would be in the Albany/Saratoga commuter shed, and on highway travel conditions, using continuous video of common congestion areas (e.g., Twin Bridges), augmenting video information already being gathered as part of existing ITS efforts. All other information available from other ITS sources (e.g., from the new I-87 Corridor TMC) involving everything from delays at airports to alternative routes and modes to travel to various destinations would also be supplied. As other systems are added to the corridor (e.g., the icing alert information from the FAST program under ITS-1 discussed earlier, in-pavement detectors to continuously monitor congestion, speed, queuing in highly congested areas, etc.), that data would be added to the menu available to travelers. Strategy: Working with other agencies, NYSDOT would identify the optimal method of establishing traveler information system, along with the information sources that could immediately be added to it. Benefit: Improved traveler awareness with associated travel time and reliability benefits, as well as reduction in congestion levels in this congested commuter corridor, as travelers are diverted in advance to more advantageous routes, modes or times of day. Status: Opportunity identification. This type of system is available in other parts of the State but has not been implemented in this corridor (although some TV-based information is available in the Montreal area).
Parsons-Clough Harbour Page 49
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concept: ITS-13 Name and Location: I-87 Transportation Management Center I-87 TMC (TMC) with Center-to-Center Capabilities; I-95 US Albany, NY Coalition Customs Purpose: To provide a central location with INFORM Albany communications links to all ITS systems in TMC STMC TMC corridor, and to other TMCs within New York State and applicable centers in Canada, West. Ct. Connecticut, the I-95 Coalition. Buffalo TMC TMC Problem: Syracuse Montreal Have existing disparate ITS systems and TMCs TMC TMC across the State with no centralized point of information. A number of new ITS initiatives being proposed in this Study would similarly need a single communications focal point. No comprehensive statewide ITS coordination. Description: New York State already has five TMCs – Albany, Syracuse, Buffalo, Westchester, New York City and Long Island. A variety of new or expanded ITS efforts are projected for the I-87 corridor. Presently there are no means for existing or future TMCs to fully transfer all available ITS information among themselves, and no centralized Statewide TMC. TRANSCOM, a coalition of 18 transportation and public safety agencies in New York - New Jersey - Connecticut metropolitan region, presently plays a clearinghouse-type role for some of this information, and it could be used to channel all required information to a new I-87 Corridor TMC and to an equivalent Statewide TMC (STMC – see figure above). The I-87 TMC, drawing on the STMC network, could pull together all ITS information from the corridor and throughout the state as well as to other states and corridor coalitions and agencies, and make it available to travelers, shippers, agencies and other corridor stakeholders. This type of center, supported by the STMC, could provide information and coordination along the I-87 corridor and throughout New York State, in much the same way that the I-95 Coalition does along that highway from Maine to Florida. This type of system also would allow important transportation information to be provided to the media in a common, more readily usable format, expediting the transmission of information to the public. Strategy: Review current methods employed by TRANSCOM and establish optimal database and means to maintain and disseminate data to and from the STMC; establish method to expand existing communications database and create a common platform for use by all TMCs and the STMC. Develop concept of I-87 TMC in coordination with the STMC effort. Benefit: Provides common platform and communications standards that significantly facilitates the transfer of information among TMCs, permitting statewide coordination. Status: NYSDOT and others are currently reviewing STMC concept, with a number of conceptual designs already developed and under preliminary review.
Parsons-Clough Harbour Page 50
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
Improvement Concepts: ITS-14 Name and Location: US Route 9 Improvements for Capacity Enhancements and ITS Traffic Control/Information Systems, Saratoga and Albany Counties
Purpose: Improve segments and key intersections of US Route 9 within Saratoga and Albany Counties and provide integrated ITS systems to facilitate traffic diversions during periods of heavy congestion on I-87 and as part of the incident management strategy for the corridor.
Problem: US Route 9 parallels I-87 through the Primary Study Area and provides a preferred alternate route to I-87 during periods of peak congestion and for incident management. This is particularly prevalent between the Cities of Saratoga Springs and Albany. The existing access roadways connecting these two major corridors, intersections and traffic signal control systems do not effectively manage the high levels of diverted traffic during these periods of peak congestion. These limitations diminish the effective utilization of US Route 9 as a resource in managing overall mobility through the corridor. Description: This concept would evaluate the entire US Route 9 corridor, with particular emphasis on the sections within Saratoga and Albany Counties, to improve geometric conditions and to implement coordinated traffic signal systems that can be monitored and remotely adjusted to respond to changing traffic conditions. This concept also includes the deployment of information messaging systems at strategic locations along I-87 and US Route 9, and their connecting routes to direct traffic during periods of high traffic demand. Strategy: Expand upon the existing ITS system and the TMC in Albany by deploying additional ITS components on the non-Interstate systems and by advancing the necessary infrastructure improvements to support the ITS structure. Benefit: This concept will serve as a dynamic and integrated incident management corridor within the Capital District. The implementation of this concept will more effectively manage and process traffic through the non-Interstate network to reduce vehicle delays and improve safety during times of peak congestion and for incident management on I-87. Status: Opportunity identification stage.
Parsons-Clough Harbour Page 51
I-87 Multimodal Corridor Study
INTELLIGENT TRANSPORTATION SYSTEMS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons-Clough Harbour Page 52
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
STUDY AREA
The Primary Study Area, which focuses on the central and northern segments of the corridor, is bounded by the City of Hudson near Interchange 21 of the New York State Thruway to the northern tip of Lake Champlain at the Canadian border.
Within this area, the Study focused on the commercially navigable and commercially functional (accessible) sections of the identified waterways. Those waterways found to be typically more reliant upon, accessible to and used by recreational or other non-commercial types of vessels were evaluated to a lesser degree. These “recreational” waterways, Lake Champlain and the Barge Canal System, were initially evaluated for their multi-modal potential and economic opportunities. This refinement process resulted in the Primary Study Area recommendations being principally focused on the Port of Albany and the Hudson River south of Albany to Hudson.
SELECTION OF CRITICAL ANALYSIS AREAS
The initial phase of the Study’s development and assessment process involved compilation and review of available technical studies, commercial publications and marketing materials. The initiatives contained within the compiled documents were then evaluated against the goals and objectives of this project in preparation for individual stakeholder interviews and input. The selection of critical analysis areas was primarily driven by the following:
economic activities and trends in the shipping industry the present condition and operational abilities of the system’s physical infrastructure, and any linkages to multi-modal or economic activity nodes.
Based on the data screening and stakeholders’ input, two critical analysis areas for waterborne transportation were identified within the corridor:
The Port of Albany (including the Rensselaer side) The Hudson River (navigational channel)
Exhibit 17 lists the candidate concepts within the Waterborne category within these two critical waterborne study areas, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.
Parsons-Clough Harbour Page 53
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Exhibit 17: Waterborne Improvement Plattsburgh Concepts No. Project Concept Location W-1 Port of Albany: City of Albany, Security System Albany County Upgrades W-2 Port of Albany; Wharf City of Albany, Upgrades Albany County W-3 Port of Albany; Marine City of Albany, Yard Upgrades Albany County W-4 Port of Albany; City of Albany, Refrigerated Storage Albany County Capabilities W-5 Port of Albany; City of Albany, Container Handling Albany County Operations W-6 Port of Albany; Roll City of Albany, on/Roll off Loading Albany County Primary and Unloading Capabilities W-7 Hudson River Coxsackie to City W-8 Navigational Channel of Albany, Albany Improvements, North County of Coxsackie to Port of Albany W-1 W-8 Navigable Water River and canal Route Improvements system from Albany north of Albany to the Albany to Canada W-2 St. Lawrence River W-3 W-7
W-4
W-5
W-6
y Secondar
NYC
Parsons-Clough Harbour Page 54
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-1 Name and Location: Port of Albany: Security System Upgrades Albany County Purpose: Provide port security systems and controls to ensure the safety of the Port’s facilities, cargo tenants and access. Problem: The Port of Albany currently has minimal security systems and needs to upgrade the systems to Port Security Standards.
Description: The concept would involve a security survey of the Port of Albany and the development of a complete security system that would include: • Perimeter fencing • Protection barriers • Security lighting and video surveillance • Bonded marine yard/warehouse • Gate access and exit controls • Central secure administrative center
Strategy: The U.S. Government through the Homeland Security Department is providing funds for surveys and analyses, and for actual hardware improvements. Benefit: This concept will address the primary basic standard security and safety features at the Port of Albany. Status: The Port is in the process of undertaking a security survey. The results of the survey should be advanced for funding opportunities.
Parsons-Clough Harbour Page 55
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-2 Name and Location: Port of Albany; Wharf Upgrades Purpose: Improve the serviceability of the Port of Albany by replacing or reconstructing existing Wharfs 5 and 6 and their adjacent shed to provide state of the art facilities. Problem: The existing Wharf Structures 5 and 6 are 90 years old with limited capacity and well beyond their service life expectancy.
Description: The concept would replace or reconstruct the wood structures at Wharf 5 and 6 and the adjacent sheds. Modifications or replacement of the structures would provide facilities to support the higher cargo loads being generated by today’s shippers and the greater frequency of shipping activity that the Port could experience.
Strategy: The presence of a state of the art wharf facilities in the Port of Albany would demonstrate the Port’s ability and commitment to handle any cargos safely and with no physical limitations. Benefit: The investment in improved wharfs would maximize the potential cargo handling that the Port of Albany could experience. Currently the Port is hindered by its wharf limitations. Status: Presently the Port of Albany will continue to repair and modify structures as necessary. These maintenance efforts contribute to increasing operating costs until such time that some form of funding is received or until such time that services are limited to below certain industry capacity standards.
Parsons-Clough Harbour Page 56
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-3 Name and Location: Port of Albany; Marine Yard Upgrades Purpose: Improve the serviceability of the Port by providing additional state of the art marine yard facilities adjacent to the active berths. Problem: The existing marine yard is limited in area and capacity, and is surrounded by obsolete building structures.
Description: The concept would expand the marine yard area by removing existing obsolete buildings and convert the area into a state of the art marine yard that includes: • Improved lighting • Storm water system upgrades • Grading and paving to support container handling equipment • Improved fire suppression water systems • Improved signing and pavement markings
Strategy: The presence of state of the art marine yard facilities in the Port of Albany would demonstrate the Port’s ability and commitment to efficiently handle large container volumes. Benefit: The investment in improved marine yard facilities would maximize the potential cargo handling that the Port could experience. Status: Presently the Port has limited container handling capabilities.
Parsons-Clough Harbour Page 57
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-4 Name and Location: Port of Albany; Refrigerated Storage Capabilities Purpose: Provide refrigerated storage capabilities to capture the refrigerated container cargo marketshare. Problem: The Port of Albany currently does not have any dedicated refrigerated storage, power or outlets to support refrigerated container cargo.
Description: The concept would provide adequate electrical power and standard refrigerated storage outlets to support multiple refrigerated storage containers. These units would be installed in the marine yard to support inbound and outbound refrigerated container traffic. Strategy: The presence of refrigerated storage facilities in the Port of Albany would allow the Port to attract refrigerated container cargo traffic. Benefit: The investment in refrigerated storage container facilities would maximize the potential cargo handling that the Port could experience. Status: Opportunity identification.
Parsons-Clough Harbour Page 58
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concept: W-5 Name and Location: Port of Albany; Container Handling Operations, Albany County Purpose: Improve the serviceability of the Port of Albany container handling operations with the inclusion of a mobile container crane (refer to Intermodal Concept I-2). Problem: The Port of Albany has recently purchased a new heavy lift mobile crane which has limitations in its application for use as a container cargo or break bulk cargo crane. Without the service of a dedicated container crane (mobile or railed gantry designed specifically to handle container cargo or break bulk cargo) which can meet standard operation production rates and can travel the full length of the container wharf, the consideration of the Port of Albany as an alternative to over the road trucking, or as an inter-modal hub by the container freight community, is very limited.
Description: The concept would address the lack of container transfer capabilities within the Port of Albany by providing a mobile container crane specifically designed for container cargo and break bulk cargo which would meet current industry production rates and which can travel the full length of the container wharf. Strategy: The presence of a state of the art mobile container crane in the Port of Albany would demonstrate the Port’s ability and commitment to the development and facilitation of handling large container volumes efficiently. Benefit: The investment in a container crane would enhance the ability of the Port of Albany to meet standard crane production rates so that the Port could be marketed more effectively to the container freight community. Status: Opportunity identification.
Parsons-Clough Harbour Page 59
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-6 Name and Location: Port of Albany; Roll on/Roll off Loading and Unloading Capabilities Purpose: Convert a portion of the wharf structure to support roll on/roll off vessels and automobile vessel ramps. Problem: The Port of Albany berth currently does not have any capabilities to accommodate roll on/roll off vessels, nor does the Port have the ramp structures for automobile ships’ ramps.
Description: The concept would provide facilities to support these specialized ships, including ramps for roll on/roll off vessels and adequate bearing surfaces on the wharf to support automobile ships’ ramps and roll on/roll off ramps. Strategy: The ramps will provide the Port of Albany with the capability to accommodate specialized vessels that could attract new businesses and cargos into the Port which are currently not serviced in the Port. Benefit: The investment in roll on/roll off facilities would maximize the potential cargo handling that the Port could experience. Status: Opportunity identification.
Parsons-Clough Harbour Page 60
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-7 Name and Location: Hudson River Navigational Channel Improvements, North of Coxsackie to Port of Albany, Albany County Purpose: Improve the width and depth of sections of the Hudson River shipping channel that are less than the current accepted maritime standards. Problem: Sections of the Hudson River channel between Coxsackie and Albany have less than 32 feet of water at the outer quarters of the 400 foot channel width. Description: The concept would address the sections of the channel that are below the standard width and depth. Dredging the outer quarter of the channel would provide a full 400 foot width of channel for vessels to pass each other in either direction.
Strategy: Completion of this concept could be expedited through the use of the large dredging equipment that is being mobilized and activated for the EPA directed clean up of the General Electric sites further north on the Hudson River. Benefit: Increased channel width and depth would minimize concerns of shipping companies navigating the reaches of the Hudson River above Coxsackie and providing access to the Port of Albany. Status: Opportunity identification.
Parsons-Clough Harbour Page 61
I-87 Multimodal Corridor Study
WATERBORNE Long List Report
Improvement Concepts: W-8 Name and Location: Navigable Water Route Improvements north of Albany to Montreal and the St. Lawrence River. Purpose: Provide a navigable waterway with a minimum standard depth of 13 feet. Problem: The waterways north of Albany are not being maintained to their standard 13 feet. This lack of maintained depth is reducing waterborne traffic in both directions (barges often cannot be fully loaded due to depth limitations). The perception that depths may not be maintained in the future limits planning for meaningful expansion of freight operations. Description: The concept would address the limited draft to the waterway and dredge to the minimum design depth of 13 feet. Portions of the waterway require maintenance dredging. The shipping community is limited in its load capacity and barges to the lower drafts in the waterway.
Strategy: The dredging issue is a high priority that affects the safety and viability of the waterway north of Albany. Benefit: This dredging would allow shippers to provide greater use and traffic on the waterway. Status: Presently no maintenance dredging is being performed.
Parsons-Clough Harbour Page 62
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
STUDY AREA
The Aviation Study Area for the analysis completed for this report incorporated all airports within the overall I-87 Multimodal Corridor Study’s Primary Study Area, extending along the I-87 corridor from Albany to the US/Canadian Border. It assessed all airports in that area, from small general aviation facilities (private planes only) to large commercial airports (with regularly scheduled passenger service). The following table indicates the airports that were analyzed, and the type of services provided at each: Plattsburgh Airport
Aviation Services Airports General Commercial Aviation Aviation Clinton County X Plattsburgh International [1] X X Albany International X X Round Lake X Saratoga County X Floyd Bennett Memorial X Schroon Lake X Westport X Ticonderoga Municipal X Lake Placid X Adirondack Regional [1] X X Schenectady County X South Albany X Stewart International X X [1] Limited passenger service between Albany, Adirondack Regional, Plattsburg and Burlington International airports.
As indicated above, Stewart International Airport in Orange County, although not within the Aviation Study Area, was included as part of this study. It was selected due to its proximity to the I-87 corridor and to the interchange with I-84, and its importance for the rapidly growing Lower Hudson Valley.
SELECTION OF CRITICAL ANALYSIS AREAS
The initial phase of the Study’s development and assessment process involved an airport service area analysis to identify the potential demand for aviation facilities and services along the corridor, and to locate underserved areas. Airport service area boundaries, based on Federal Aviation Administration (FAA) planning guidelines, establish the general area from which different types of airports attract their customers. For general aviation facilities (typically smaller airports used primarily by private passenger planes), airport service area boundaries typically comprise a 30-mile radius around each airport. For commercial service airports (at the
Parsons-Clough Harbour Page 63
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report facilities with scheduled passenger and cargo service), service areas are understandably larger - - typically a 60-mile radius around each airport.
To evaluate the general aviation facilities, service area boundaries were illustrated by applying a 30-mile radius around the 14 selected airports and four commercial airports. To evaluate the commercial and air cargo facilities, the service area boundaries were illustrated by applying a 60-mile radius around each of the 3 (three) commercial airports. Based upon the areas encompassed within each of these areas, U.S. Census population data for each service area were obtained to identify service area populations.
To supplement the service area analysis, the Study Team interviewed airport owners and local agencies to identify critical airport-specific issues. The Study Team also collected and analyzed a variety of airport data, including Airport Master Plans, Airport Layout Plans (ALPs), the NYSDOT State Aviation System Plan (SASP), and Airport Capital Improvement Plans (ACIPs).
Some of the general conclusions for this effort include the following:
• Inter-modal air cargo facilities at Plattsburgh. The large aircraft apron at Plattsburgh International and long runway have been discussed as an opportunity to develop an air cargo facility or hub. While the facilities and property available for air cargo development are exceptional, the location, population, and economic base of the community do not support an air cargo sorting or hub facility. Regional sorting facilities locate in or near major metropolitan areas where substantial air cargo is generated or received. The relatively small population base of the region (approximately 117,000), is about 1/10 the size of a community that would typically support an air cargo sorting facility. Air cargo hubs are facilities where cargo is collected and then distributed to final destinations. From a financial standpoint, air cargo hubs need to be in centralized locations in order to minimize total travel distances. Thus, Plattsburgh does not provide the geographic location effective for hubbing activity. However, while substantial air cargo activity is not anticipated at Plattsburgh International Airport, there may be air freight opportunities that could take advantage of the airport’s proximity to Montreal.
• Limited importance of Round Lake Airport. Round Lake Airport is located close to I-87 Interchange 11, in good proximity to the major population in Albany and Saratoga Counties. However, the development of this airport is not considered critical in terms of service coverage, since its service area overlaps those of both the Saratoga County and Albany International Airports. Further, to be fully functional, the airport would require a new runway and all associated facilities, and whatever potential services would be provided by an improved Round Lake Airport are already available at the Saratoga County Airport, less then 10 miles away. Thus, Round Lake Airport has not been considered for further evaluation under this Study.
Parsons-Clough Harbour Page 64
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
• Reliever Airports for Albany International. Albany International Airport includes over 200 daily flights of commercial aircraft (departures and arrivals), as well as many cargo jets. Particularly at peak flight times during the day, general aviation activity can be difficult to integrate with the large jet activity. As such, many general aviation aircraft operators and users rely upon other airports in the Capital District. Two airports serving this role include Schenectady County and South Albany Airports. These airports will continue to play an important role in serving their immediate areas, while their position as complimentary airports for Albany International will likely increase.
• Limited airport facilities in Essex County. Several of the potential airport developments discussed below would improve general aviation facilities in Essex County. This focus is based upon the lack of general aviation service coverage in the 100-mile section of the I-87 corridor between Glens Falls and Plattsburgh. To further address the air service shortage in that area, Ticonderoga Municipal, Lake Placid, and Adirondack Regional Airports were added to the study even though these airports are more than 20 miles from I-87.
Using the information complied from the service area analyses in conjunction with the available individual airport planning data, the Study Team developed a list of candidate concepts. The screening criteria that were applied to the candidate concepts identified:
• Adequacy of service to all locations within the Aviation Study Area • Conformance with FAA design standards (i.e., conduct safety improvements) • Provisions of basic general aviation services at all airports • Provisions of sufficient terminal facilities at all commercial airports • Adequacy of runways
Exhibit 18 lists the candidate concepts, and indicates each concept’s approximate location. The following pages contain a brief description of each concept for further consideration within this study.
As the aviation concepts are intended to provide a comprehensive set of airport facilities serving the corridor, several of the concepts are interrelated. Specifically, Concepts A-1 and A-5 through A-8 are directly related in that the corridor only needs one Essex County airport in proximity to I-87 to provide all basic services. Thus, a new airport (Concept A-1), improvements to Westport Airport (Concepts A-5 and A-6), and improvements to Schroon Lake Airport (Concepts A-7 and A-8) would all satisfy the same basic goal. As such, only one of these three approaches would be necessary to satisfy the air transportation requirements of the corridor.
Parsons-Clough Harbour Page 65
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Exhibit 18: Aviation Improvement Concepts No. Project Concept Location A-2 New general Plattsburg A-1 Essex County aviation airport A-3
New terminal Plattsburgh Int’l. A-4 A-2
building & facilities Airport [1] Replace basic gen. Plattsburgh Int’l. A-16 A-3 A-5 aviation facilities Airport Retain subsidized Plattsburgh Int’l. A-6 A-4 air service Airport Acquire airport A-1 A-5 Westport Airport A-9 from private owner Improve runway & A-6 Westport Airport add new facilities A-7 Improve airfield & A-7 Schroon Lake Airport A-8 acquire property Construct general A-8 Schroon Lake Airport aviation facilities Construct general Ticonderoga A-10 A-9 aviation facilities Municipal Airport Warren Ct./Glens A-10 Extend runway
Falls Airport Aviation Service Study Area A-11 Extend Runway 19 Albany Intern’l Airport A-15 Expand airport A-12 terminal and air Albany Intern’l Airport cargo facility Expand/replace Stewart Internat’l A-13 terminal bldg./ A-11 A-17 Airport facilities Albany A-12 Stewart Internat’l A-14 Extend Runway 34 Airport Construct corporate Schenectady Co. A-15 aviation facilities Airport Lake Placid & A-16 Hangar facilities Adirondack Regional Airports A-17 Hangar facilities South Albany Airport
A-13 A-14
[1] Stewart Internat’l Airport (see A-13 andNYC A-14) also included in the study.
Parsons-Clough Harbour Page 66
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-1 Name and Location: New Airport, Essex County
Purpose: To address the general aviation service gap in the study corridor between Warren and Clinton Counties. Problem: A general aviation service gap exists along the study corridor between Warren and Clinton Counties. The two existing general aviation airports in this area (Schroon Lake and Westport) lack basic services (e.g., fuel, aircraft storage, instrumentation, and maintenance facilities). Description: The concept would involve the construction of a new general aviation airport in Essex County along the I-87 Corridor with the property to provide all basic services. The airport would offer a paved runway, fuel facilities, aircraft hangars, and other basic services.
Strategy: This concept would require Essex County, NYSDOT, or other public agencies to sponsor the airport development effort. Additionally, the concept would necessitate an initial study to determine and document the need for a new airport, investigate various sites, and identify an ownership/management recommendation. The site selection investigation would include existing airport sites in the county.
Benefit: The currently underserved communities would gain access to basic general aviation services. Such an airport may foster economic development and encourage tourists to visit the area.
Status: No efforts or plans are underway for the study or construction of a new airport.
Parsons-Clough Harbour Page 67
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-2 Name and Location: Plattsburgh International Airport, City of Plattsburgh, Clinton County Purpose: To relocate the airline service from Clinton County Airport to Plattsburgh International Airport. The County wishes to consolidate all aviation activity at Plattsburgh International, and redevelop Clinton County Airport for non-aviation uses.
Problem: Plattsburgh International Airport does not currently provide the facilities to adequately accommodate passenger airline services. Description: The concept involves the development of a new airport terminal building and related facilities at Plattsburgh International Airport. Strategy: The County would design and build an airport passenger terminal at Plattsburgh International Airport, and transfer the commercial air service and support activities from Clinton County Airport to the new terminal building. The County must pursue FAA, NYSDOT, and other funding sources necessary to complete the developments. NYSDOT is also restructuring transit and rail service in the area, creating the potential for a new transit/rail/air hub at this location. Benefit: The concept would enable continued airline passenger service in Plattsburgh (with potential for expansion), and allow for the redevelopment of Clinton County Airport. Status: A new passenger terminal area is being planned for construction at Plattsburgh International Airport to the west of Runway 17-35, off of I-87 Exit 36. The project is currently in the design stage.
Parsons-Clough Harbour Page 68
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-3 Name and Location: Plattsburgh International Airport, City of Plattsburgh, Clinton County Purpose: To replace the basic general aviation facilities (i.e., general aviation aircraft hangars and tie-downs) at Plattsburgh International Airport. Problem: To accommodate the existing users and tenants currently located at Clinton County Airport, the general aviation facilities at Plattsburgh would require upgrades and modifications. Description: The concept would involve the development of general aviation facilities at Plattsburgh International, such as hangars, parking aprons, etc. This concept differs from Concept A-2, as general aviation facilities accommodate non-commercial aircraft and are developed through different programs and funding mechanisms. Strategy: The County would upgrade/rehabilitate the existing military facilities at Plattsburgh on the north end of the airfield along the existing apron. The County would subsequently transfer the current tenants and operations at Clinton County Airport to Plattsburgh International.
Benefit: Ensures the continued availability of a general aviation airport in the Plattsburgh region of the corridor that provides all needed facilities and services. Status: Through a Public Benefit Conveyance, Clinton County now serves as the owner and operator of Plattsburgh International Airport. The County is pursuing funding for the transfer of operations from Clinton County Airport.
Parsons-Clough Harbour Page 69
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-4 Name and Location: Plattsburgh International Airport, City of Plattsburgh, Clinton County Purpose: To retain scheduled airline service at either Clinton County or Plattsburgh International Airport, with several daily flights to at least one hub airport. Problem: Without a public subsidy, the local population and business base could not support scheduled airline service at Plattsburgh International. The FAA’s Essential Airline Service (EAS) program, appropriated as part of the Airport Improvement Program (AIP), provides a per passenger subsidy at the airport. Long-term retention of this program (or substitute program) is necessary to ensure the continued provision of scheduled airline service in Plattsburgh. Description: The concept involves encouraging continued federal support for the EAS program, and retaining adequate funding levels for Plattsburgh International Airport. In the 1990s, the EAS program experienced reductions in budget, decreasing the number of served airports. If the program is eliminated, scheduled airline service in Plattsburgh may not be economically feasible. Although this concept contains no capital project, it is included to emphasize that airline service in Plattsburgh is dependant on an existing federally subsidy, and that loss of the program would likely eliminate all commercial air service north of Albany. Strategy: The concept does not include any specific project or development, but involves a continuous education and petitioning effort for the retention of a locally critical federal program. City, county, and state agencies and local elected officials should continue to express the need for and importance of the EAS program to federal elected officials. Benefit: Scheduled air service would continue in Clinton County.
Status: Commutair, a Continental Connection provider, offers airline service at Plattsburgh, with flights to Albany and Burlington. Airport management identified that Commutair is currently operating in the EAS program without a formal agreement/contract. Congress is in the process of preparing the FAA Reauthorization bill for FY 2004, which does retain the EAS program. However, the bill is late (as of 10-1-03). Continued funding will likely occur under a short-term extension, which will enable the FAA to continue operations at Plattsburgh. The ongoing NYSDOT Study of the Economic Benefits of Aviation in NYS will help to identify the benefit of the airport and airline service to the economy of the Plattsburgh region.
Parsons-Clough Harbour Page 70
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-5 Name and Location: Westport Airport, Town of Westport, Essex County Purpose: To provide a publicly owned general aviation airport serving the Westport area and Essex County. Problem: Although Westport Airport permits public use, the facility is currently privately owned and operated, with no guarantee for continued operation. Redevelopment of the airport for non-transportation uses or closure to public use is an ongoing possibility.
Description: Under this concept, the Town, County, or other public body would acquire the airport and all associated property. The public owner could petition the State, Regional Planning Agency, and FAA to include the airport in the national airport plan, making the facility eligible for federal and state airport development grants. Strategy: The concept would require a local municipality or agency to sponsor the acquisition effort. The municipality would coordinate with the NYSDOT throughout the process. The acquisition costs could potentially qualify for funding through the FAA Airport Improvement Program (AIP).
Benefit: Public ownership would guarantee future public-use, and enable airport improvements with federal and state grants.
Status: In recent years, the Town of Westport considered public acquisition of the airport and associated improvements. However, such activities were unsuccessful and encountered problems among the community, Town, and current airport owner. No activity is currently occurring regarding public acquisition of the airport.
Parsons-Clough Harbour Page 71
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-6 Name and Location: Westport Airport, Town of Westport, Essex County Purpose: To provide basic terminal facilities for existing and potential users, and meet Federal Aviation Administration (FAA) design standards. Problem: Westport Airport does not meet basic FAA airfield design standards, nor does it provide basic general aviation airfield and terminal facilities. The lack of facilities restricts airport use. Visiting tourists and regular users must travel to other airports to receive basic services. Description: The concept would involve paving and improving the existing runway, and constructing aircraft storage facilities, fuel facilities, an office/maintenance hangar, and other basic facilities. The concept may also involve grading and obstruction removal to improve compliance with FAA design/safety standards. Strategy: The FAA Airport Improvement Program (AIP) provides funding for airport runway and taxiway development, lighting, security enhancements, and aircraft parking aprons. AIP-eligible improvements can receive 90% funding from the FAA. Ineligible developments include revenue- generating facilities, such as hangars, fuel facilities, and office buildings. Construction of these facilities would require funding from private or other sources. Benefit: Basic airfield and terminal facilities would greatly enhance the attractiveness of the airport, and provide basic conveniences for pilots and passengers. Compliance with FAA design standards would increase airport safety. Status: Currently, there are no plans to forward this concept. The airport owner has not pursued basic terminal improvements.
Parsons-Clough Harbour Page 72
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-7 Name and Location: Schroon Lake Airport, Town of Schroon Lake, Essex County Purpose: To improve compliance with airfield design standards (i.e., conduct safety improvements). Problem: Schroon Lake Airport does not meet basic Federal Aviation Administration (FAA) design standards in relation to the Runway Safety Area (RSA), Object Free Area (OFA), Runway Protection Zones (RPZs), and Approach Surfaces. Numerous non-standard objects and features (i.e., trees, a road, excessive grades, storage shed, etc.) exist within the RSA and OFA. Portions of the existing RPZs extend off airport property. Description: The concept would address the key non-standard conditions at Schroon Lake Airport. To the extent possible, the following activities would occur:
• Relocate objects, such as the wind sock, poles, and storage shed • Selectively remove trees within the RSA and Approach Surfaces • Re-grade the RSA
The FAA requires that airports control all property within their associated RPZs. To achieve this, the Town of Schroon should pursue property acquisition and/or easements within the airport RPZs. Due to high construction costs and environmental impacts, complete compliance with FAA design standards is not currently feasible. Strategy: The FAA places a high priority on airport improvements that address safety concerns. Currently, eligible improvements can receive 90% funding from the FAA through the Airport Improvement Program (AIP), with the NYSDOT and Airport Sponsor (Town of Schroon) contributing 5% each. Benefit: Although the airport improvements would not address all of the non-standard conditions at the Airport, airport safety would substantially improve. Status: The Town of Schroon is currently preparing an Airport Master Plan Update that will recommend specific improvements to address the design deficits.
Parsons-Clough Harbour Page 73
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-8 Name and Location: Schroon Lake Airport, Town of Schroon, Essex County
Purpose: To provide basic terminal services and facilities for existing and potential users. Problem: Schroon Lake Airport lacks adequate aircraft storage, aircraft parking, automobile parking, fuel facilities, restrooms, or a telephone. The lack of terminal facilities restricts airport use. Description: The concept would involve the construction of several aircraft tie-downs, hangars, fuel facilities, one or more parking aprons, a small public building with restrooms and a telephone, and an automobile parking area. Construction could occur in phases based on demand.
Strategy: The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) provides funding for capital improvements at airports, such as taxiway development, lighting, security enhancements, aircraft parking aprons, and navigational aids. AIP-eligible improvements can receive 90% funding from the FAA, with the NYSDOT and Airport Sponsor (Town of Schroon) contributing 5% each. Ineligible developments include revenue-generating facilities, such as hangars, fuel facilities, and office buildings. Construction of these facilities would require funding from private or other sources, and also relocation of an existing county-operated transfer station presently located on airport property. Benefit: Terminal facilities would greatly enhance the attractiveness of the airport, and provide basic conveniences for pilots and passengers.
Status: The Town of Schroon is currently preparing an Airport Master Plan Update that will recommend specific landside developments.
Parsons-Clough Harbour Page 74
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-9 Name and Location: Ticonderoga Municipal Airport, Town of Ticonderoga, Essex County Purpose: To provide basic terminal facilities for existing and potential users, and meet Federal Aviation Administration (FAA) safety standards. Problem: Ticonderoga Municipal Airport lacks adequate aircraft storage facilities, an office/maintenance hangar, a weather reporting system, and fuel facilities. The lack of terminal facilities restricts airport use. Visiting tourists and regular users must travel to other airports to receive basic services. Description: The concept would involve the construction of aircraft hangars, fuel facilities, aircraft parking aprons, and a weather reporting system. Construction would occur in phases based on demand and funding availability.
Strategy: The FAA Airport Improvement Program (AIP) provides funding for capital and safety improvements at airports, such as taxiway development, lighting, security enhancements, aircraft parking aprons, and property acquisition. AIP-eligible improvements can receive 90% funding from the FAA, with the NYSDOT and Airport Sponsor (Town of Ticonderoga) contributing 5% each. Ineligible developments include revenue-generating facilities, such as hangars, fuel facilities, and office buildings. Construction of these facilities would require funding from private or other sources. Benefit: Terminal facilities would greatly enhance the attractiveness of the airport, and provide basic conveniences for pilots and passengers. Status: The Town of Ticonderoga is currently preparing an Airport Master Plan Update that recommends specific landside developments. The draft report and Airport Layout Plan (ALP) were released in May 2003. A funding source for AIP-ineligible projects has not been identified.
Parsons-Clough Harbour Page 75
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-10 Name and Location: Floyd Bennett Memorial Airport, City of Glens Falls, Warren County Purpose: To better accommodate existing users and potential future corporate jets. Problem: Runway 1-19 at Glens Falls currently measures 5,000 feet in length. This length does not adequately serve the airport’s existing design aircraft (Gulfstream-IV) without constraining activity (e.g., the aircraft cannot operate at maximum takeoff weight). Additionally, the current runway length does not accommodate the predicted growth of larger aircraft, such as the Gulfstream-V. Description: The concept would involve a 1,000-foot runway extension to the south. The construction would occur in two phases (two 500-foot extensions). Strategy: Warren County completed a runway length analysis as part of the ongoing Airport Master Plan, which revealed the potential need for a 1,000-foot extension to Runway 1-19. The extension would qualify for FAA/Airport Improvement Program (AIP) and NYSDOT funding (90% FAA, 5% from both the NYSDOT and County). Benefit: A 1,000-foot extension would enable use by existing and potential future corporate jets. Status: Warren County is proceeding with airport projects funded through the FAA AIP. The extension is included on the Airport Layout Plan (ALP) and Airport Capital Improvement Plan (ACIP), and includes construction in two phases. Phase 1 (2004-2005) includes the construction of a 500- foot extension, with another 500-foot extension planned for Phase 3 (2011-2020). Before construction, Warren County must complete an Environmental Assessment (EA).
Parsons-Clough Harbour Page 76
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-11 Name and Location: Albany International Airport, Town of Colonie, Albany County Purpose: To better serve airliner and air cargo traffic. Problem: Albany’s primary runway, Runway 1-19, measures 7,200 feet in length. This length does not adequately serve the existing and anticipated future air carrier and air cargo traffic at the airport. Additionally, the Runway Safety Area (RSA) does not meet current FAA design standards for large aircraft operating at the airport.
Description: This concept involves the extension of Runway 19 from 7,200 feet to 8,500 feet, with an associated extension of Taxiway “A”. The concept also includes the construction of a new aircraft holding bay, blast pad, perimeter security access roadway, and extended RSA.
Strategy: The FAA Airport Improvement Program (AIP) provides funding for capital and safety improvements at airports, such as runway and taxiway development, lighting, security enhancements, aircraft parking aprons, and property acquisition. The airport is currently pursuing AIP grants to complete the extension.
Benefit: An extension to Runway 1-19 would benefit all commercial and general aviation jet aircraft by providing additional capacity, capability, and an added margin of safety for all operations.
Status: The FAA has approved the runway extension environmental assessment. The extension is currently under design.
Parsons-Clough Harbour Page 77
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-12 Name and Location: Albany International Airport, Town of Colonie, Albany County Purpose: To provide improved facilities and aviation services for existing and future airport users, tenants, and businesses. Problem: The airport serves as the major air center for the Capital Region, Northeastern New York, and Western New England. Albany International must continue to respond to increased activity, demand for services, and economic development through improvements and expansion of its passenger terminal and air cargo facilities. Description: The Albany County Airport Authority is currently in the process of modernizing and expanding the terminal area facilities at the airport. Air cargo operations are being relocated in stages to the northeast side of the airport, with the expansion and improvement of the passenger facilities on the southwest side of the airport. Multiple projects are proceeding in planned phases through the year 2006. Strategy: The Airport Authority maintains an Airport Capital Improvement Program (ACIP) for the planning, design and construction of both passenger and cargo facilities at the airport. Funding consists of a combination of Airport Improvement program (AIP) grants, Passenger Facility Charges (PFC), and Airport Revenue Funds. Benefit: The extensive airport improvements over the past decade have transformed the airport from a dated facility with inadequate facilities to a modern state-of-the-art airport. Continuation of these efforts, as planned, will further enhance passenger and air cargo service capabilities at this critical regional air hub. Status: The Airport Authority is proceeding with Phase IV of the terminal improvement project.
Parsons-Clough Harbour Page 78
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-13 Name and Location: Stewart International Airport, Town of New Windsor, Orange County Purpose: To provide adequate service for existing and potential airport users. Problem: In response to potential future growth, Stewart International Airport may need to expand or replace the airport terminal building and related facilities. Description: The concept would involve the redesign and construction of a new or expanded terminal building that offers adequate parking, passenger circulation space, baggage preparation areas, a security screening area, passenger gates, airline ramp, and customs and immigrations facilities. Strategy: The Airport is in the process of conducting an Airport Master Plan Update, which will provide analysis, layout, and a recommended plan for terminal area expansion and improvements (Spring 2004). Terminal improvements for airports similar to Stewart International are usually financed with a mixture of Airport Improvement Program (AIP), Passenger Facility Charges (PFCs), and Airport Revenue Funds. The Airport is incorporating the concept into their ongoing planning and programming activities. Benefit: An improved terminal facility would greatly enhance the attractiveness of the Airport, provide adequate space for the flow of passengers, and generate revenue from leases with airlines, rental car companies, and concessions. Status: The ongoing Master Plan Update for Stewart International Airport will analyze the current terminal facility in relation to the activity forecasts, and recommend a design concept.
Parsons-Clough Harbour Page 79
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-14 Name and Location: Stewart International Airport, Town of New Windsor, Orange County Purpose: To better serve airliner and air cargo traffic.
Problem: Stewart International Airport’s secondary runway, Runway 16-34, measures 6,000 feet in length. This length does not adequately serve the larger aircraft that operate at the airport. As such, at times when the primary runway is closed due to high crosswinds, maintenance, or other reasons, some commercial and military aircraft cannot conduct operations. Description: This concept consists of a minimum 1,000-foot extension to Runway 34. Strategy: The Airport is currently working with both the FAA and NYSDOT on programming and funding for the runway extension and other improvements to Crosswind Runway 16-34. The Airport is incorporating the extension into their ongoing planning activities to identify estimated costs and required procedures for implementation. Benefit: A runway extension would benefit all commercial and jet aircraft by providing additional capacity, capability, and an added margin of safety for all operations. Additionally, an extension would provide added flexibility to the airport during peak traffic conditions, and during closures of the primary runway. Status: The Airport is in the process of conducting an Airport Master Plan Update, which will provide analysis, justification, and a recommendation for a runway extension (Spring 2004).
Parsons-Clough Harbour Page 80
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-15 Name and Location: Schenectady County Airport, Schenectady County
Purpose: To expand corporate services and facilities for existing and potential users. Problem: Schenectady County Airport lacks adequate storage and parking for high-end corporate aircraft. The lack of these facilities restricts the airport to adequately serve as a corporate aviation facility for both City of Schenectady activity and as a reliever to Albany International Airport. Description: The concept would involve the construction of corporate aircraft hangars and associated apron for based and transient aircraft parking. Construction could occur in phases based on demand.
Strategy: The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) provides funding for capital improvements at airports, such as runway, taxiway, lighting, and security enhancements. Ineligible developments include revenue-generating facilities, such as hangars and associated facilities. Construction of these facilities would require funding from private or other sources, such as economic development grants, multi-modal funding, loan programs, etc.
Benefit: Corporate facilities would greatly enhance the attractiveness of the airport, and provide conveniences for corporate aviation users. More corporate related facilities would allow Schenectady County Airport to enhance its role in relieving Albany International Airport from congestion. Status: Schenectady County is currently preparing an Airport Master Plan Update that will recommend specific corporate related developments.
Parsons-Clough Harbour Page 81
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-16 Name and Location: Lake Placid Airport and Adirondack Regional Airport, Lake Placid-Saranac Lake Region Purpose: To expand corporate and general aviation services and facilities for existing and potential users. Problem: Both airports lack adequate storage and parking for corporate, charter and general aviation aircraft. The lack of these facilities restricts the airports’ ability to Lake Placid Airport adequately serve users of these North Country airports, where hangar storage is critical to year- round use. Description: The concept would involve the construction of aircraft hangars and associated apron for based and transient aircraft parking. Construction could occur in phases based on demand.
Strategy: The Federal Aviation Administration (FAA) Airport Improvement Program (AIP) provides funding for capital improvements at airports, such as runway, taxiway, lighting, and security enhancements. Ineligible developments include revenue-generating facilities, such as hangars and associated facilities. Construction of these facilities would require funding from private or other sources, such as economic development grants, multi-modal funding, loan programs, etc.
Benefit: Hangar facilities would greatly enhance the attractiveness of the airports providing service in the High Peaks region, and provide conveniences for all aviation users. These facilities would allow both airports to improve safety with protected storage and improve airport use in the region. Status: Limited improvements have been made at either facility due to the lack of funding, with the exception of a few privately built hangars. Public funding for such facilities would enable the airports to better control development locations and generate airport revenues.
Parsons-Clough Harbour Page 82
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: A-17 Name and Location: South Albany Airport, Town of Bethlehem, Albany County Purpose: To provide additional general aviation facilities (i.e., T-Hangars and parking apron) for existing and potential users. Problem: As a privately owned-public use airport, South Albany is ineligible to receive FAA funding. South Albany Airport lacks adequate aircraft storage and aircraft parking to adequately serve small aircraft and relieve Albany International Airport of light aircraft activity.
Description: The concept would involve the construction of additional aircraft T-hangars and parking apron. Construction could occur in phases based on demand.
Strategy: Construction of these facilities would require funding from private or other sources, such as multi-modal grants, loans, or economic development funding.
Benefit: Additional small aircraft facilities would greatly enhance the attractiveness of the airport, and provide conveniences for general aviation users. More small aircraft related facilities would allow South Albany Airport to enhance its role in relieving Albany International Airport from small aircraft traffic. The FAA has identified a safety benefit in segregating small aircraft from jets. Status: Currently, little progress has been made in developing additional T-hangars. The initial development cost is the primary impediment.
Parsons-Clough Harbour Page 83
I-87 Multimodal Corridor Study AVIATION IMPROVEMENT CONCEPTS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons-Clough Harbour Page 84
I-87 Multimodal Corridor Study
BORDER CROSSING IMPROVEMENT CONCEPTS Long List Report
STUDY AREA
The Study Area for the Border Crossing component of the study includes the Champlain/Lacolle crossing, including portions of I-87 and Autoroute 15 just south and north of the border, respectively. The principal focus in those areas was the crossing facility itself, as well as the programs it utilizes to process people and goods movement across the border.
SELECTION OF CRITICAL ANALYSIS AREAS
The initial phase of the Study’s development and assessment process involved compilation and review of available reports, including the Champlain/Lacolle Border Crossing Port of Entry Study and the Northern New York Border Crossing Study, stakeholder interviews, border crossing data, and discussions with the Study Advisory Group. The initiatives contained within the compiled documents were then evaluated against the goals and objectives of this project.
The Champlain/Lacolle border crossing is currently undergoing significant improvements, and is the site of several programs aimed at expediting and securing passenger and freight movements across the border. Candidate concepts identified in the first phase of this study therefore focused on ways to capitalize on these improvements and ensure that the crossing becomes the “Port of Excellence” it is positioned to be. Key areas of need that were used as the bases for identifying an initial list of improvement projects included:
Insuring Realization of Planned and On-Going Programs. A number of significant programs and projects have already been identified either at the national and international or local level that, if fully realized, produce a substantial benefit to person and goods movement in this corridor. Insuring that continued funding is appropriated and that required capital projects and programs are implemented is critical to the growth of the corridor as an international gateway, and to the important link between the Canadian and New York State economies.
Enhancements to Existing Programs and Facilities. Discussions at recent meetings addressing the implementation of, for example, the NEXUS program (to expedite passenger auto crossings) and the Free and Secure Trade (FAST) program at the Champlain/Lacolle border crossing, indicated that substantial support is required to achieve broad acceptance of and benefits from these and similar programs. Similar discussions with a number of major shippers confirmed this. A similar effort was needed (and continues) to gain broad acceptance of the EZ Pass toll collection system despite the clear cost and time benefits for drivers.
Sometimes the enhancements for these types of NEXUS Preferential Lane: Blaine, WA programs can be TSM-type improvements, such as directional signage and preferential lanes for truck bypass program users so the program’s full benefits can be realized. However, as the image of the empty Nexus preferential lane indicates, despite obvious benefits, program acceptance can be slow, while misperceptions of the program’s requirements keep candidates away. Other efforts may be closer to a marketing program. For example, the Study’s recent origin/destination survey of auto drivers at the border indicated that 80% - 85% of the travelers were on a leisure trip, and
Parsons-Clough Harbour Page 85
I-87 Multimodal Corridor Study
BORDER CROSSING IMPROVEMENT CONCEPTS Long List Report no more than 10% - 15% of them made the trip on an daily or weekly basis. It is difficult to get these types of travelers to take advantage of such programs when the penalty for not participating is not experienced that often.
Passenger Rail Customs
The existing passenger rail service in the corridor is delayed by the often-antiquated single- track alignment on which it operates, but also by the extensive delay at Customs after the existing Amtrak service (the Adirondack) passes into Canada. This operation at Cantic in Quebec can add up to one hour to the overall scheduled running time, which is presently 10 hours and 15 minutes from New York City to Montreal. These issues are being addressed in a separate Pre-Feasibility Assessment of High Speed Rail (HSR) Service in the New York City – Montreal Corridor (“HSR Study”), being completed as part of the overall I-87 Multimodal Corridor Study. Both the initial draft of the HSR Study, and the equivalent study being completed by the Quebec Ministry of Transportation, propose that Customs operations for rail passenger service be handled the same way as for air service, with Customs handled at the destination station. As this issue is addressed in that report, there is no further discussion of this issue in this section.
Exhibit 19 lists the candidate concepts within the Border Crossing category, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.
Parsons-Clough Harbour Page 86
I-87 Multimodal Corridor Study
BORDER CROSSING IMPROVEMENT CONCEPTS Long List Report
Exhibit 19: Border Crossing Canada- Improvement Concepts NY No. Project Concept Location Border B-1 Port of Excellence Champlain/Lacolle Project Border Crossing Plattsburgh B-2 FAST and NEXUS Corridor-Wide B-1 Marketing B-2
Albany
Parsons-Clough Harbour Page 87
I-87 Multimodal Corridor Study
BORDER CROSSING IMPROVEMENT CONCEPTS Long List Report
Improvement Concept B-1 Concept/Location: Port of Excellence Project, Champlain/Lacolle Border Crossing Purpose: Complete the “Port of Excellence” project currently underway by approving the additional budget authorization requested by the GSA. Problem: The Champlain/Lacolle border crossing is the fifth busiest US/Canadian gateway for commercial vehicle crossings. The proposed project would alleviate the current congestion and safety concerns, which sometimes lead to queues of three or more miles on the Canadian side. The current and projected volume for autos, trucks and buses that will utilize the crossing will exacerbate the problem and hinder future growth.
Description: The proposed project will reduce the impact of the high volume of traffic by expanding the cargo inspection facility and increasing the number of primary commercial inspection lanes. In addition, the project will provide safe and secure parking for autos and trucks; a safe and well- defined queuing and maneuvering area for trucks; and safe parking for visitors, brokers, and federal employees. Strategy: Support approval of additional budget authorization and completion of the Port of Excellence plan. Benefit: Increased safety, security and efficiency of the Champlain/Lacolle Border Crossing. Status: Phase I underway. Scope and schedule for design and construction activities are under review. GSA seeking additional appropriation for expanded scope.
Parsons-Clough Harbour Page 88
I-87 Multimodal Corridor Study
BORDER CROSSING IMPROVEMENT CONCEPTS Long List Report
Improvement Concept B-2 Concept/Location: Free and Secure Trade (FAST) and NEXUS Programs, Champlain/Lacolle Border Crossing Purpose: Improve motorist and commercial vehicle operator knowledge of the FAST and NEXUS programs. Increase number of program applicants. Problem: Infrastructure improvements for roll-out of FAST and NEXUS are underway at the Champlain/Lacolle crossing. Publicity and enrollment efforts must keep pace to ensure that users are informed about the programs and ready to take advantage of them once rollout is complete. Description: FAST is provided in all southbound lanes, although none are specifically dedicated to it yet. Northbound, roll out is awaiting the addition of a new dedicated booth and an auxiliary lane so that trucks will not block the mainline. An aggressive marketing campaign will be implemented in anticipation of the program’s full roll out in Spring 2004.
NEXUS is scheduled to begin Fall 2003. Applications continue to be processed, and an aggressive marketing campaign aimed at commuters and other frequent users of the border crossing should be implemented in Spring 2004. Strategy: Develop and implement an aggressive outreach program to trucking organizations, shipping firms, major distribution centers, and truck fleet owners within the corridor to publicize the availability of the FAST program. Conduct workshops to assist applicants with required paperwork and documentation. Follow up with applicants to make sure the program’s elements and benefits are understood, and that application materials and other steps are successfully completed.
Distribute NEXUS program flyers at the border crossing and at motor vehicle bureaus in communities near the border. Conduct outreach to major employers whose employees frequently conduct business cross-border. Use all available media (radio, newspapers, etc.) to make people in the corridor aware of the program and its benefits. Benefit: Greater interest in the FAST and NEXUS programs, and preparation of motorists for the programs’ full implementation. Ultimately, the widespread use of both programs will reduce border wait time, expedite freight inspections, and improve security. Status: In progress.
Parsons-Clough Harbour Page 89
I-87 Multimodal Corridor Study
BORDER CROSSING IMPROVEMENT CONCEPTS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons-Clough Harbour Page 90
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
STUDY AREA
The Overall Study Area for the Rail component of the study extends y from the New York City / New Jersey terminal area to the CP Rail and Montreal Canadian National (CN) interchanges in Montreal, Quebec. The Primary Study Area for the Rail concepts study is bounded by the CSX Secondar connection towards Boston in Castleton, to the Canadian border crossing just north of Rouse’s Point. Within this area, the Study Plattsburgh focused primarily on CP Rail’s Canadian Mainline as well as other principal north-south and east-west rail lines. The Secondary Study Area represents the balance of the corridor extending from Castleton to the Tappan Zee Bridge and south, and from the Canadian/US
border to Montreal along CP Rail’s and CN’s main rail lines. The principal focus in the Secondary areas was interchange logistics and intermodal connectivity, as well as rail access into the NYC/NJ
markets and the railroad border crossing at Rouse’s Point. There are Primary currently several other studies ongoing by various agencies in the Secondary Study Areas, both north and south, that were considered (to the extent possible) as part of this study effort.
SELECTION OF CRITICAL ANALYSIS AREAS Albany
The initial phase of the Study’s development and assessment process involved a comprehensive data collection and review process in order to determine existing rail traffic volumes, origins and destinations,
logistics, and the current condition of the railroad infrastructure. y These baseline data were then evaluated against four basic screening criteria to identify critical analysis areas in the corridor:
Secondar Reliability and safety (condition of infrastructure) Capacity and congestion (passenger vs. freight) Clearances (double stack container traffic) NYC Intermodal connectivity (links to economic activity nodes)
The screening criteria listed above were supported by extensive input from the primary railroad operators, transportation agencies and other key stakeholders in the corridor, gathered through a variety of workshops and meetings. Based on the data screening and stakeholders’ input, three critical analysis areas for railroads were identified within the corridor:
Freight Operations Passenger Operations Intermodal Operations
Potential Rail Capital Improvement Programs for the major freight (CP Rail and CSX) and passenger operators (Amtrak) were discussed and evaluated for consistency and synergies, where applicable. In addition, NYSDOT and local economic development agencies also had lists of potential capital improvement projects that could produce additional economic growth or efficiencies.
Parsons – Clough Harbor Page 91
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Under the Highway and Bridges area, the more traditional infrastructure improvement and maintenance projects handled by NYSDOT and other agencies were excluded from the list of future improvement concepts. However, for rail operations, due to the lack of capital investment or programming, these projects are still being considered as “Long List” project opportunities. Examples of these basic upgrade projects would include the removal of existing slow orders, tie replacement, track surfacing and the replacement of jointed rail with continuous welded rail (CWR). Without these foundation projects in place, any incremental upgrades in capacity or speeds would not be feasible.
Assuming that the basic Rail Capital Improvement Projects mentioned above are in place, the emphasis then turned to congestion and capacity with respect to the elimination of passenger and freight train conflicts at critical locations in the study area.
After capacity, clearances became a critical issue with respect to the rail freight business in that additional clearance on the Canadian Mainline would open up this corridor to double stack container trains. These are high productivity trains that would be critical to the growth of freight traffic in this corridor.
Exhibit 20 lists the candidate concepts within the Rail category within each of the critical rail study areas, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are also provided.
Parsons – Clough Harbor Page 92
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
R-14 Exhibit 20: Rail Improvement Concepts No. Project Concept Location Plattsburgh R-1 CP Canadian Mainline -- Various Double Track Locations R-2 CP Rail Freight Mainline – Various Double Track Locations R-3 CP Colonie Mainline – Various Double Track Locations R-4 CSX River Sub. -- Double Greene County Track Ravena to Coxsackie R-5 CSX NE Wye Connection Selkirk, Albany County R-6 CSX Hudson Sub. – Double Capital District Tr. Renss. to Schenectady R-7 Amtrak Scotia Connection Schenectady – Schenectady Station County R-8 Saratoga Yards Saratoga R-1
Improvements County R-9 Primary R-9 CP Rail Clearance Various R-12 R-2 Improvements Locations R-13 R-10 Cabbage Island Branch Albany County R-11 Saratoga-Albany Capital District R-8 Commuter Rail Service R-12 CP Canadian Mainline Various R-11 Signal Improvements Locations R-7 R-13 CP Rail Track Various Rehabilitation Locations R-6 Albany R-14 Vertical Array Cargo Clinton County Inspection System R-3
R-10 R-4 R-5
y Secondar
NYC
Parsons – Clough Harbor Page 93
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-1 Name and Location: Double Track CP Rail’s Canadian Mainline (Primary North - South Corridor), Various locations Purpose: Increase capacity, operating flexibility and reduce delays to passenger and freight service.
Problem: Only 16 of the 170 miles of the Canadian Mainline is currently double tracked. Without ample passing sidings both passenger and freight trains can be significantly delayed. Description: The design concept would be to add additional passing sidings at the locations listed below: • Ballston Spa (CPC 33) to Saratoga (CPC 35) • Saratoga (CPC 37 to CPC 38) (Saratoga Yard bypass track to the west side of the yard) • Gansevoort (CPC 44 to CPC 46) • Fort Edward (CPC 54 to CPC 56) (Southern Connection to So. Glens Falls Branch) • Ticonderoga (CPC 115) to Port Henry (CPC 118) • Wadhams (CPC 148 to CPC 150) • Plattsburgh (CPC 165 to CPC 168) • Rouses Point (CPC 191) to Canadian Border In order to construct the second track, grading, bridges, grade crossings, tunnel and rock excavation may be necessary. Strategy: Additional track should be constructed as incremental projects, in priority order. Benefit: Numerous benefits exist for both CP Rail and Amtrak, including: - Increase in service reliability - Reduction in delays and congestion - Additional meet/pass locations between freight and passenger services - Passing trains can move at normal operating speeds Status: CP Rail is looking for funding at this time and has a list of locations where they believe double track sections would provide the most benefit.
Parsons – Clough Harbor Page 94
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-2 Name and Location: Double Track CP Rail’s Freight Mainline (Primary East - West Corridor), Various Locations Purpose: Increase capacity, operating flexibility and reduce delays to freight services. Problem: Few passing sidings currently exist on this line, thereby creating delays and congestion to both CP Rail and Guilford freight trains.
Description: The design would be to add additional trackage at the locations listed below: • Mechanicville (CPF 467 to CPF 469) • Clifton Park (CPF 478) to Schenectady (CPF 480) • Schenectady (CPF 483 to CPF 485) In order to construct the second track, grading, bridges, grade crossings, tunnel and rock excavation may be necessary. Strategy: The additional trackage should be constructed as incremental projects, in priority order. Benefit: Numerous benefits exist for both CP Rail and Guilford, including: • Increase in service reliability • Reduction in delays and congestion • Additional meet/pass locations between freight service • Passing trains can move at normal operating speeds Status: CP Rail has been looking at this issue for some time and has a list of locations where they believe double track sections would provide the most benefit.
Parsons – Clough Harbor Page 95
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-3 Name and Location: Double Track CP Rail’s Colonie Mainline (Secondary North – South Corridor), Various locations Purpose: Increase capacity, operating flexibility and reduce delays to freight service. Problem: Few passing sidings currently exist on this line, thereby creating delays to freight trains.
Description: The design concept would be to add additional trackage at the locations listed below: • Kenwood (CPO 1) to Colonie (CPO 4) • Colonie (CPO 5 to CPO 6) In order to construct the second track, grading, bridges, and grade crossings, may be necessary. Strategy: Additional track should be constructed as incremental projects, in priority order. Benefit: Numerous benefits exist for both CP Rail, including: • Increase in service reliability • Reduction in delays and congestion • Additional meet/pass locations between freight services • Passing trains can move at normal operating speeds Status: CP Rail has been looking for funding for locations where double track sections would provide the most benefit.
Parsons – Clough Harbor Page 96
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-4 Name and Location: Double track CSX’s River Subdivision (North- South Freight Line, West of the Hudson), Ravena to Coxsackie Purpose: Increase capacity, provide operating flexibility and reduce delays to freight services on CSX’s primary north-south freight line (west of the Hudson).
Problem: This is the principle freight corridor between Albany and NY/NJ (River Subdivision) and is primarily a single track corridor. The single track sections limit the capacity and overall productivity of the line by increasing delays and congestion. Description: The design concept would add an additional passing siding at Ravena (CP 128) to Coxsackie (CP 121). This siding would allow the passing/storage of two trains on each track either entering or leaving Selkirk Yard on the River Subdivision. Therefore, it is a critical rail link that is necessary to alleviate congestion and facilitate operations along the River Subdivision south of the Selkirk Yard. Providing a double track along the entire length of this rail corridor is not necessary or feasible. There are several existing passing sidings between Selkirk and New Jersey that have been constructed at other critical congestion locations over the past five years.
In order to construct the second track, grading, bridges, grade crossings, tunnel and rock excavation may be necessary. Strategy: Determine locations where significant delays and congestion currently exist. Once the main areas have been decided, the feasibility of each need to be determined. Benefit: Numerous benefits exist for CSX, including: • Increase in service reliability • Reduction in delays and congestion at Selkirk Yard • Additional meet/pass locations between freight services • Passing trains can move at normal operating speeds Status: CSX has been looking at this issue for some time and has a list of locations where they believe double track sections would provide the most benefit.
Parsons – Clough Harbor Page 97
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-5 Name and Location: CSX Northeast Wye Connection at CP SK, Town of Selkirk, Albany County Purpose: Reduce freight conflicts at Selkirk Yard by allowing a direct connection for CP Rail traffic between NYC and the Port of Albany from the north. Problem: The current configuration at CP SK only allows trains to approach from the north and west. The Port Subdivision (CSX’s line from Selkirk Yard to the Port of Albany) does not currently allow for CP Rail trains to run south to New York City directly from the Port of Albany without switching the direction of the locomotives. Description: The design concept would be to construct a wye track connection in the vicinity of CP SK to connect the Port Subdivision directly with the Castleton Subdivision that would allow southbound trains from the Port of Albany to go south to NYC without having to turn the locomotives or enter the yard to run around the train. Strategy: NYSDOT would work with CSX to further develop, design and expedite completion of this link improvement. The potential to re-establish the wye at Mechanicville to allow B&M trains direct access to Port of Albany and the CSX interchange within the Kenwood Yards would also be reviewed for feasibility. Benefit: Reduces conflicts in Selkirk Yard and improve trip time for freight trains traveling between the Port Subdivision and NYC Harlem River Yard. Status: Opportunity identification.
Parsons – Clough Harbor Page 98
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-6 Name and Location: Double track CSX’s Hudson Subdivision (Amtrak), Rensselaer to Schenectady Purpose: Increase capacity, increase operating flexibility and reduce travel delays to both passenger and freight trains in this corridor. Problem: The existing rail corridor between Rensselaer (CP 143) and Schenectady (CP 156) is single track. This segment is primarily used by Amtrak and is highly traveled as it provides access from the east and south to the north and west. The single track limits the overall capacity resulting in increased delays and congestion. Description: The design concept would be to double track between Rensselaer (CP 143) and Schenectady (CP 156). This corridor previously had multiple tracks and, therefore, few physical constraints currently exist. Strategy: NYSDOT and others continue to push for completion of this planned track improvement and expansion. Benefit: Numerous benefits exist for both Amtrak and CSX, including: • Increase in service reliability • Reduction in delays and congestion • Continuous meet/pass locations between conflicting freight and passenger services • Passing trains can move at normal operating speeds • Accommodate future HSR service in the corridor Status: NYSDOT and Amtrak are seeking funding for this project, as well as CSX approvals.
Parsons – Clough Harbor Page 99
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-7 Name and Location: Amtrak Scotia Connection, Schenectady County
Purpose: Allow Amtrak Adirondack trains to bypass CP Rail’s Mohawk Yard and still access Schenectady Station.
Problem: Mohawk yard has limited track space resulting in delays to trains and blocking of the through routes for Amtrak. The track on both sides of the yard is constantly blocked by freight trains setting off cars during switching operations. The current main line runs through the center of the freight yard. A bypass track will eliminate conflicts between freight and passenger operations.
Description: The design concept would be to construct the former connection to the Sand Bank Yard from milepost 161 on the Hudson Subdivision to CP Rail’s tracks at CPF 483 in Schenectady in order to run Amtrak passenger trains west of the Mohawk River and connect with the CP Rail near Mohawk Yard. Strategy: NYSDOT, working with Amtrak and CP Rail to develop, design and expedite completion of this rail yard by-pass improvement. Benefit: This would relieve congestion and eliminate passenger and freight conflicts in the Schenectady area, therefore reducing delays. Status: The NYSDOT is currently looking into this option. CP Rail also supports this concept and discussions are ongoing.
Parsons – Clough Harbor Page 100
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-8 Name and Location: Saratoga Yard Improvements, City of Saratoga Springs, Saratoga County Purpose: To improve both passenger and freight operations in the vicinity of Saratoga Yard. Problem: The Canadian Mainline currently runs through the center of Saratoga Yard. With this current alignment, operating conflicts between passenger and freight movements are common. When through trains pass by Saratoga Yard it is necessary for yard switching activities to stop, resulting in negative impacts on yard efficiency. Description: The design concept would be to rehabilitate the yard tracks at the Saratoga Springs Amtrak station. With these improvements a power crossover will be constructed from the main track to the Saratoga Running Track (south of the station) and will allow passengers to transfer to and from the train, while freight trains pass on the main track. These improvements will also allow for holding and layaway capacity for Amtrak trains. Strategy: NYSDOT, working with CP Rail to develop, design and expedite completion of this rail yard improvement. Benefit: • Reduce delays to both passenger and freight trains • Increase Amtrak service reliability Status: Some improvements, especially in regard to passenger train movements, are underway at the new train station, while others are in the planning stage.
Parsons – Clough Harbor Page 101
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-9 Name and Location: CP Rail Clearance Improvement Projects, various locations Purpose: Accommodate double stack container traffic. Problem: Within the CP Rail Canadian Mainline corridor, there are several locations that have limited vertical clearances that restrict double stack container traffic. It is not possible for railroads to offer a competitive container service where double stacks are prohibited.
Description: The design concept would be to increase vertical clearances at these restricted locations in order to provide 22’6” clearances that would permit the movement of double stack containers in this corridor. There are nine locations in the corridor (2 tunnels, 7 bridges) where vertical clearances are not adequate for double stack traffic. Strategy: NYSDOT, working with CP Rail and others to confirm location and extent of clearance problems and develop, design and expedite necessary improvements. Benefit: When all of the vertical clearances are increased to 22’6”, double stack containers could move in this corridor between New York City, Albany and Montreal. This would increase productivity and make railroads more cost competitive with other modes. Status: NYSDOT and CP Rail are currently investigating ways to fund these projects.
Parsons – Clough Harbor Page 102
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-10 Name and Location: Cabbage Island Branch, Albany County Purpose: Extend the rail link south from the Port of Albany to connect with existing and future industrial facilities. Problem: The Albany Port Railroad has limited access to the south end of the port and neighboring industrial facilities. The track was previously taken out of service due to lack of use in order to cut costs. It is now desirable to put some of these sections back into use. Description: The design concept would extend the former Cabbage Island Branch tracks from the Albany Port Railroad to the south in order to provide access to the existing power plant and future industrial sites currently available for development. Strategy: NYSDOT, working with Albany Port RR, CP and CSX to develop, design and expedite completion of this rail extension. Benefit: • Increased potential for industrial development of lands south of the port. • Increased business for the APRR and the Capital District. • Reduction of truck traffic on local highway network near downtown Albany. Status: Opportunity identification.
Parsons – Clough Harbor Page 103
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-11 Name and Location: Saratoga/Albany Commuter Rail, Albany and Saratoga Counties Purpose: To provide cost effective commuter rail service that would reduce vehicular traffic in the I-87 corridor between Saratoga and Albany. Problem: No competitive transportation mode currently exists that could take large numbers of cars off of I-87 during peak hours. There is also limited funding available to proceed with this type of project (previously funded commuter demonstration projects were cancelled). Description: The design concept would be to introduce commuter rail service between Saratoga and Albany. The use of existing railroad alignments with some upgrades such as double tracking and signaling is assumed. Two possible routes would be considered: • Saratoga – Schenectady – Albany (CP Rail Canadian ML – CSX Hudson Subdivision) • Saratoga – Clifton Park – Mechanicville – Watervliet – Albany (CP Rail Canadian ML – Former D&H Round Lake Line – CP Rail Colonie ML).
Strategy: NYSDOT, working with CDTC and others, to further study the option of commuter rail service in this corridor. Benefit: Either alignment would: • Reduce congestion on I-87 • Provide commuters with alternative modes of travel • Foster urban redevelopment in some areas Status: Opportunity identification. Previous studies of this concept were performed, but the high capital costs and associated operational problems indicated limited potential to cost-effectively offer this type of service.
Parsons – Clough Harbor Page 104
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-12 Name and Location: Signal Improvements on CP Rail’s Canadian Mainline, various locations
Purpose: To improve the outdated signal system on the Canadian Mainline in order to provide more reliable train operations.
Problem: Many segments of the signal system on the route are obsolete, creating reliability problems that affect on-time performance and capacity. It is proposed that these improvements be made to the signal system to enhance the corridor’s capacity to handle high speed and high-density train operations. Description: The design concept would include the following items: • Replacement of the pole line with electronic track circuits • Upgrades to the standby power systems including batteries and standby generators • Upgrades to grade crossing gates, gate motors, and signal lamps • Various function and express cable replacements • Wayside signal mast replacements • Power switch machine replacements • Remote control system upgrades • Radio base upgrades including improving radio coverage • Dispatcher office control system upgrades Strategy: NYSDOT would continue to work with CP Rail and others to expedite completion of these needed improvements. Benefit: More reliable train schedules and capacity can be achieved with upgraded modern signal equipment. This would also reduce the cost to maintain the operation and maintenance down time required. Status: The capital needs of the CP-owned railroad exceed available funding. NYSDOT has shown interest in the capital needs as they relate to passenger and freight operations in the corridor.
Parsons – Clough Harbor Page 105
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-13 Name and Location: CP Rail Track Rehabilitation, Various locations Purpose: Upgrade existing rail infrastructure. Problem: Existing track and signal conditions have resulted in placing “slow orders” on the track. These slow orders have a direct impact on both passenger and freight on-time performance.
Description: The design concept would be to upgrade the following: • Replace defective ties and surface track (to meet FRA Class 4 track standards) • Line, surface and superelevate curves for desired freight and passenger speeds • Replace existing jointed rail with continuous welded rail • Upgrade existing grade crossings Strategy: CP Rail would continue to work with NYSDOT and others to locate capital funding, and to expedite completion of these needed improvements. Benefit: Stabilization and upgrade of the track structure and signal system will result in the removal of the slow orders, increase in average operating speeds and the reduction in overall trip times. Passenger and freight on time performance will improve as well as reliability at higher speeds. Status: The capital needs for this work exceeds current available funding at CP Rail. Still in planning stage.
Parsons – Clough Harbor Page 106
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: R-14 Name and Location: VACIS (Vertical Array Cargo Inspection System) Project at Rouses Point, Clinton County Purpose: Upgrade station at Rouses Point to accommodate the VACIS train inspection equipment. Problem: Trains are delayed at the station during compliance checks for the necessary paperwork and inspections for border crossings. The security checks cause congestion and delay, affecting on- time performance. Description: VACIS (Vertical Array Cargo Inspection System) is a vehicle cargo inspection system that uses gamma ray technology to scan railroad cars and containers for loading. The system can detect contraband and compare bills of loading with actual load scans for consistency with declared manifests.
Strategy: Install VACIS systems and equipment in locations encompassing the railroad tracks near the U.S./Canadian border. The system should be installed where there is adequate track capacity so that the trains may remain in motion while being scanned, and trains that must be detained for further security checks still have room to be stopped.
Benefit: Reduced transit time for freight shipments at the border, reduced congestion at the border, reduce human errors in the detection of contraband and inconsistencies in the shipment manifests.
Status: This concept is currently programmed for construction.
Parsons – Clough Harbor Page 107
I-87 Multimodal Corridor Study RAIL IMPROVEMENT CONCEPTS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons – Clough Harbor Page 108
I-87 Multimodal Corridor Study
REST AREA IMPROVEMENT CONCEPTS Long List Report
Study Area
The Primary Study Area, which focuses on the central and northern y Montreal r segments of the corridor, extends from Interchange 21 of the New York State Thruway, just south of Albany, to the Canadian border crossing at the northern end of I-87. Within this area, the Study Seconda focused on I-87 and a number of key north-south and east-west roadways. The Secondary Study Area represents the balance of the Plattsburgh corridor extending from Interchange 21 of the Thruway to the Tappan Zee Bridge, and from the U.S./Canadian border to Montreal along Canada’s Autoroute 15. The principal focus in those areas was I-87 south of the Capital District, as well as the highway and border
facilities directly adjacent to the Canadian/US Border Crossing at Champlain/Lacolle.
SELECTION OF CRITICAL ANALYSIS AREAS Primary
The selection of the Critical Analysis Areas was based upon the adequacy of the existing rest area facilities and the extent to which rest areas are consistently spaced along the corridor. Although there Albany are no established or mandated criteria for rest area spacing, the accepted guidelines from the Federal and State governments recommend that rest areas be spaced consistently and at an interval of approximately 50 to 70 miles. The Federal Highway Administration (FHWA) provides further recommendations to reduce the spacing to
between 20 and 35 miles on the Interstate and Defense Highway y Systems. As I-87 is a part of the Strategic Highway Defense Network System (STRAHNET), the rest area spacing guidelines used for this Study were consistent with the more conservative FHWA Secondar recommendations.
Adequacy of Rest Areas as a Network NYC
A key element of assessing the corridor’s rest areas was to view them as part of a transportation network or system. Consistent with the Study’s goal of creating Smart Highways with Smart/Safe Drivers, the system of rest areas must provide critical traveler services and information that can make person and goods movement more efficient. Using the spacing criteria noted above, the following were the study’s initial findings:
I-87 from Tappan Zee Bridge to Albany – this section of the highway presently has sufficient rest area facilities.
I-87 Northbound, from New Baltimore Rest Area to the Clifton Park Rest Area on the Northway -- the spacing and accommodations are sufficient.
Eastbound Thruway (I-90) to Clifton Park -- the last rest area on the Thruway portion is in Guilderland -- the spacing and accommodations are sufficient.
I-87 from Glens Falls Rest Area to New Baltimore Service Plaza (South) or Pattersonville Service Plaza (West) – facility spacing exceeds FHWA criteria in both directions. Parsons-Clough Harbour Page 109
I-87 Multimodal Corridor Study
REST AREA IMPROVEMENT CONCEPTS Long List Report
I-87 Northbound and Southbound: Clifton Park to US/Canadian Border -- the rest area spacing and accommodations vary considerably. Some facilities are closed, some provide only the most basic utilitarian comfort station, while others are newly constructed, full service facilities (e.g., the High Peaks Rest Areas). The spacing of the facilities in this segment also lacks consistency – facilities are often as little as 12 miles apart while spacing in excess of the 35 miles is common.
Role of Rest Areas in Smart Corridor Concepts
The Study Team compiled and reviewed available reports and publications regarding rest areas in the corridor, and held a series of stakeholder interviews with transportation and economic development agencies, private firms and others. Key rest area issues that emerged from this phase regarding existing rest areas included the following:
° Lack of traveler information; ° Inconsistent spacing of and often long distances between rest areas north of the Capital District; ° Lack of rest area safety and security, both for auto drivers and truckers; ° Deficiencies in rest area amenities and patron services; ° Almost non-existent multilingual signage; ° Shortage of commercial vehicle parking at rest areas; and ° Need for improved commercial vehicle services, including concepts like Truck Stop Electrification to reduce trucking costs and address complaints on idling trucks.
As noted earlier, the section of I-87 most consistently identified as needing improvement, both from stakeholder comments and the Study Team’s conditions inventory, was the Adirondack Northway comfort stations. Exhibit 21 lists the candidate concepts within the Rest Areas category, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.
As discussed in the Introduction, the development of improvement concepts for the corridor focused around four major themes: Smart Highway, Smart/Safe Drivers, Smart Freight and Smart Public Transportation. An improved rest area network will play a role in each of these. Of particular importance will be their Smart/Safe Driver role, by providing a location for drowsy travelers to rest, making available information on recreational opportunities and other tourist materials, and by providing real-time information on highway and weather conditions and other information to make travelers’ trips safer and more convenient. In terms of Smart Freight, better managed and spaced rest areas with improved commercial vehicle services will make the corridor more amenable to trucking and better able to handle the expected increase in truck movements in the corridor.
Parsons-Clough Harbour Page 110
I-87 Multimodal Corridor Study
REST AREA IMPROVEMENT CONCEPTS Long List Report
Exhibit 21: Rest Area Improvement Concepts Plattsburgh No. Project Concept Location RA-1 Rest Area Network Corridor-Wide Improvements
RA-2 Truck Stop Corridor-Wide Electrification
RA-1 Primary
RA-2
Albany
y Secondar
NYC
Parsons-Clough Harbour Page 111
I-87 Multimodal Corridor Study
REST AREA IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: RA-1 Concept/Location: Rest Area Network Improvements, Corridor-Wide Purpose: Create a safe and comfortable rest area network to accommodate all travelers with state of the art facilities, amenities and traveler information systems. Space the facilities consistently throughout the corridor, and comply with Federal/State guidelines. Implement a comprehensive and coordinated Smart/Safe driver model for all rest areas, with real-time traveler information, safety/security and amenity upgrades, multi-lingual signage, and improved truck parking and services throughout the I-87 Corridor. Problem: The Northway portion of the corridor rest area network does not adequately meet motorist and commercial vehicle operator needs. Facilities are not spaced appropriately, often have insufficient or unsafe parking areas and traveler amenities, and do not provide the diversity of modern services that are allowed on Interstate highways, including traveler information. There is a lack of on-highway multi- lingual signage to inform and direct travelers to rest areas. Description: Improve rest area network spacing to be consistent with federal rest area spacing guidelines. Ensure that facilities provide travelers with non-discriminatory modern services and amenities such as information (traveler, tourist, points of interest, weather, food and lodging), telecommunications connections, adequate and well-lit parking areas, entrances and facilities, safe and sanitary rest rooms and food services as allowed by regulation. Decommission and raze non-functioning or utilitarian facilities that are not appropriate for upgrading. Create a secure environment in which motorists and commercial vehicle operators feel welcome to rest, plan their trip, and seek assistance from police if necessary. Develop and implement a comprehensive corridor-wide multi-lingual signing program. The conventional roadside regulatory, guide and warning-type signs would incorporate multi-lingual text messages and/or universally recognized symbols for easier identification and comprehension by non-English speaking users. Address the key role that commercial vehicle freight plays in Corridor trade, and the current and future safety and comfort needs of commercial vehicle operators. Expand the use of real-time VMS display near rest areas informing truckers of commercial vehicle parking availability at the next facility. Strategy: Develop and implement a corridor-based Smart/Safe Driver program specific to corridor rest areas. Eliminate redundancy where applicable and address gaps where necessary. Ensure that dynamic traveler information and emergency response services are incorporated into all rest area projects. Improve truck parking availability and commercial vehicle services throughout the corridor. Benefit: Improved traveler information and safety within the corridor. Status: Opportunity identification. Some of the elements are being advanced but there is a need for a coordinated, corridor-wide effort.
Parsons-Clough Harbour Page 112
I-87 Multimodal Corridor Study
REST AREA IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: RA-2 Concept/Location: Truck stop electrification, Corridor-wide
Project Purpose: Provide alternatives to idling for trucks parked at rest area facilities.
Problem: Truck engines idle an average of six hours a day and 1,830 hours per year, according to the Argonne National Laboratory. Millions of gallons of diesel fuel is wasted annually by idling, a practice which also shortens engine life by about 20 percent. Truck idling also affects air quality by increasing carbon monoxide and carbon dioxide emissions.
Project Description: The NYS Thruway Truck Stop Electrification (TSE) project is a $500,000, two-year pilot program funded jointly by the NYS Thruway, NYSERDA, and Niagara Mohawk. Up to 44 TSE units will be installed at the DeWitt and Chittenango Travel Plazas near Syracuse as part of the pilot project. If successful, the TSE project would be expanded to other Thruway Travel Plazas throughout New York State and, if the institutional climate allows, onto Northway facilities as well. Project Strategy: Expand the NYS Thruway’s TSE pilot project to Thruway Travel Plazas in the I-87 Corridor. Re- energize plans for TSE pilot project on Northway. Project Benefit: Reduce the consumption of fossil fuels and associated emissions. Reduce commercial truck operators’ fuel and engine maintenance costs. Project Status: Pilot project under review by NYS Thruway.
Parsons-Clough Harbour Page 113
I-87 Multimodal Corridor Study
REST AREA IMPROVEMENT CONCEPTS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons-Clough Harbour Page 114
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
STUDY AREA
The Primary Study Area for the Intermodal concepts is bounded by the CSX connection towards Boston in Castleton, to the Canadian border crossing just north of Rouses Point. Within this area, the Study focused primarily on CP Rail’s Canadian Mainline as well as other principal north-south and east-west rail lines. The Secondary Study Area represents the balance of the corridor extending from Castleton to the Tappan Zee Bridge and south, and from the Canadian/US border to Montreal along CP Rail’s and CN’s main rail lines. The principal focus in the Secondary areas was interchange logistics and intermodal connectivity, as well as rail access into the NYC/NJ markets. There are currently several other studies ongoing by various agencies in the Secondary Study Areas, both north and south, which were considered (to the extent possible) as part of this study effort. Because Secondary Study Area issues were being addressed as part of those studies, the principal focus of this study was on intermodal facilities and operations in the Primary Study Area.
SELECTION OF CRITICAL ANALYSIS AREAS
The initial phase of the Study’s development and assessment process involved a comprehensive data collection and review process in order to determine existing intermodal traffic volumes, logistics, and the current condition of the intermodal infrastructure. These baseline data were then evaluated against four basic screening criteria to identify critical analysis areas in the corridor:
Reliability and safety (condition of infrastructure); Capacity and congestion; Clearances (especially in connection with double stack container traffic); and Intermodal connectivity (highway-rail, rail-to-rail and water-to-rail connections, along with links to key economic activity nodes, such as existing or planned warehouse centers).
The screening criteria listed above were supported by extensive input from the primary railroad operators, port operators, transportation agencies and other key stakeholders in the corridor, gathered through a variety of workshops and one-on-one meetings. Based on the data screening and stakeholders’ input, a number of key improvement concepts were identified. Some of them would depend on, or certainly operate more efficiently, if various components of the rail capital improvement programs for the major freight (CP Rail and CSX) and passenger operators (Amtrak) were completed (e.g., double tracking in various areas to minimize passenger-freight conflicts). These programs are called out in the Rail section and are not repeated here.
Intermodal facilities also connect directly into long-range plans for highway capacity in the corridor. For example, if an intermodal terminal for rail to truck transfer/distribution were available in the central Saratoga County region, then goods offloaded in the Port of New York and New Jersey could be shipped to the Capital District by rail and then trucked the last leg of the trip. This would take a considerable amount of truck traffic off the I-87 corridor as well as the congested bridges around the metropolitan NYC area. Similarly, the Port of Albany could
Parsons-Clough Harbour Page 115
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report support several intermodal project opportunities between modes that could create significant growth if implemented in the correct manner.
Exhibit 22 lists the candidate concepts within the Intermodal category, and indicates the approximate location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are also provided.
Parsons-Clough Harbour Page 116
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Exhibit 22: Intermodal Improvement Concepts I-3 Plattsburgh No. Project Concept Location I-1 Saratoga Intermodal Saratoga County Distribution Facility I-2 Expansion of City of Albany, Kenwood Yard Albany County I-3 Plattsburgh City of Plattsburg, Intermodal Facility Clinton County I-4 Intermodal Greene County Transportation Concept Plan I-5 Commercial Vehicle Port of Albany Trailer Parking Lot/Staging Area I-6 Selkirk Intermodal Albany County Primary Yard
I-1
Albany I-2 I-5
I-4 I-6
y Secondar
NYC
Parsons-Clough Harbour Page 117
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: I-1
Name and Location: Saratoga Intermodal Distribution Facility, City of Saratoga or Town of Wilton, Saratoga County Purpose: Provide a facility that would promote express container service to Saratoga from New York City and Montreal. Problem: Currently there is a lack of intermodal facilities that can support container service in the area. Transloading and flexi-flo operations do occur at yards north of Saratoga, but vertical clearance issues limit the amount of container traffic. There is a large volume of express freight traffic generated at major distribution facilities located in the area. Establishing express container train service in this corridor requires greater density and consolidation of container traffic. Description: The design concept would be to construct a new intermodal / transloading facility that would allow the unloading of containers from rail cars into local warehouse distribution centers and subsequently ship the products by truck to their final destination. The following project concept alternatives to expedite the rail to truck transfer to the new intermodal facility to the Canadian Mainline (north-south corridor) should be considered: • Construct a new rail siding that extends from the Canadian Mainline directly to the Intermodal Distribution Facilities that exist near Interchange 16 on I-87. • Construct a new intermodal terminal adjacent to the Canadian Mainline, where the goods would then be trucked or drayed to the Intermodal Distribution Facilities. The promise of a greater concentration of container traffic, and its consolidation at a significant new facility, could potentially greater the “critical mass” necessary to warrant a “CP Expressway” express container train service to Montreal and the New York City area. This could provide the type of time savings necessary to help market this service to shippers. Strategy: The intermodal terminal would be located where rail and highway access is facilitated, and at a close proximity to the major distribution centers in the Saratoga/Wilton area. Other possible locations along the rail corridor in the Greater Capital District area will also be considered. Benefit: Reduce truck traffic at the U.S./Canadian border crossing, on Hudson River crossing bridges and reduce highway congestion in the corridor. Reduce handling costs for freight shipments would be realized. Status: Opportunity identification.
Parsons-Clough Harbour Page 118
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: I-2
Name and Location: Expansion of Kenwood Yard / Port of Albany Intermodal Facilities, City of Albany, Albany County Purpose: Upgrade and expand intermodal yard facilities in order to provide growth of transloading and intermodal activities (refer to Waterborne Concept W-5 and Intermodal Concept I-5). Problem: Existing site and facilities only have limited ability to transload containers or other freight between rail and truck. Additional capacity is required for loading / unloading equipment and container storage and pick up. Description: The design concept calls for the upgrade and expansion of the existing Kenwood Yard and / or port facilities to provide more reliability and growth for the intermodal / transloading activities in the downtown Albany area. Improvements would include construction and upgrades to track, paved areas such as unloading areas and access roads, and drainage improvements. Strategy: This yard and the port facilities are well positioned near the port where an intermodal connection to waterborne traffic exists. If the size of these facilities were expanded it would increase the volume of transloading containers from barge to rail or rail to truck to a scale that is cost competitive with other modes and ports. Benefit: Increased business and cost competitiveness of the Port of Albany and Kenwood Yard. Status: Opportunity identification (some preliminary planning has been completed).
Parsons-Clough Harbour Page 119
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: I-3
Name and Location: Plattsburgh Intermodal Facility, City of Plattsburgh, Clinton County
Purpose: Relocate Plattsburgh Yard from waterfront to Bluff Point Yard and PARC in order to redevelop land uses and promote economic growth.
Problem: The current yard in Plattsburgh is located on the Lake Champlain waterfront of Plattsburgh. The City is interested in moving the yard to Bluff Point Yard. This will allow for additional space for intermodal transfer of goods than is currently available downtown, and allow for redevelopment of the land near Plattsburgh’s waterfront.
Description: The design concept would be to move CP Rail’s Plattsburgh Yard operations to Bluff Point Yard (south of the current location). The transloading facilities would also be relocated at the PARC facility. Once the vertical clearance issues are resolved on the Canadian Mainline (north-south corridor) container traffic could be handled at this location.
Strategy: Design and construct additional storage and classification tracks at an existing yard south of Plattsburg called Bluff Point Yard. Design and construct an intermodal transfer yard at PARC.
Benefit: Waterfront development desired by the City. Relocate rail freight operations to a more strategic location with better rail and highway access. This concept will also reduce truck traffic through the downtown and residential areas of Plattsburgh.
Status: Planning stage.
Parsons-Clough Harbour Page 120
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: I-4
Name and Location: Intermodal Transportation Concept Plan, New Baltimore Service Area, Greene County Purpose: Provide a facility that would expand transportation services for tractor trailers and serve a potential Greene County IDA intermodal/distribution facility. Problem: The existing facility does not provide an adequate amount of commercial vehicle parking. The lack of available secure parking results in commercial vehicles parking on the access ramps to the facility. Description: NYSTA is planning to acquire approximately 57 acres of land located on the east side of the New York State Thruway, directly opposite the New Baltimore Service Plaza. The project is a collaboration with the Greene County Industrial Development Agency (GCIDA), which is considering acquisition of adjacent property for possible future development of an intermodal/distribution facility. The project is currently undergoing environmental review. Plans for a potential warehouse distribution site at the New Baltimore Station rest area on the New York State Thruway in Greene County are receiving a boost from a grant through the state's "Build Now-NY" program, which will provide significant job opportunities for the residents of the Town of New Baltimore and Greene County, as well as tax benefits for the Town of New Baltimore. Developers of the site will be able to receive a matching grant of up to $50,000 from the state to undertake the necessary pre-development planning process, such as archeological and engineering studies, and to obtain needed permits. Strategy: Complete environmental review of the proposed action and move forward with project construction. Benefit: Provides opportunities for intermodal connectivity and improved freight service in the Corridor. Also advances the fundamental goals of improving highway safety, customer service, and security. Excellent example of public private partnership. Status: Environmental review.
Parsons-Clough Harbour Page 121
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: I-5
Name and Location: Commercial Vehicle Trailer Parking Lot/Staging Area, Port of Albany
Purpose: Provide a secure commercial vehicle trailer parking lot/tandem trailer staging area strategically located to serve as a multimodal hub and to provide convenient direct access to the Interstate and Thruway Systems (refer to Highway Concept H-14 and Intermodal Concept I-2).
Problem: The existing commercial vehicle parking lots/tandem trailer staging areas within (or in close proximity to) the Capital Region have access, capacity and security deficiencies which limit their effectiveness and safety. The Port of Albany also has a shortage of this type of facility. Description: The concept would involve the construction of an intermodal commercial vehicle parking lot/tandem trailer staging area in the Port of Albany with direct access to the Interstates 87, 787 and 90. Strategy: Evaluate jurisdictional restrictions and the necessary approvals to allow tandem trailers on dedicated sections of I-87, 787 and 90. Investigate land availability and access within the Port of Albany. Advance feasibility and concept studies. Benefit: Provides opportunities for intermodal connectivity and improved freight service in the Corridor. A strategically located commercial vehicle hub at the Port of Albany would enhance intermodal connectivity by making possible higher-volume water-truck and rail-truck freight transfers at this location. Implementation of this concept would also support the port’s Port Inland Distribution Network program and related rail freight initiatives. Relocating the commercial vehicle parking lots/tandem trailer staging area away from its present location adjacent to the Interchange 24 Thruway toll facilities would also improve safety and traffic conflicts at that location. Status: Opportunity identification.
Parsons-Clough Harbour Page 122
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: I-6
Name and Location: Selkirk Intermodal Yard, Albany County Purpose: Develop an intermodal terminal and transfer yard where truck and rail traffic may be interchanged or transferred. Problem: Intermodal transfer between trucks and rail for CSX Transportation trains are not available near the I-87 corridor. The nearest CSX facilities are in West Springfield, MA and Syracuse, NY, requiring significant drayage of trucks to the I-87 corridor. CSX has direct east – west and south routes for intermodal traffic in the area. Description: The addition of an intermodal transfer yard at or near CSX’s Selkirk Yard would enhance CSXT’s ability to attract intermodal business from the I-87 corridor. There is adequate land adjacent to the Selkirk Yard that is available for development of an intermodal terminal. Access to I-87 needs to be improved. A connector highway with a new interchange off of I-87 would be developed as part of this project (refer to Highway Concept H-13).
Strategy: Construct an intermodal terminal and supporting connector roadway with an interchange connection to I-87 with sufficient rail sidings, and container handling and storage capabilities to support the transfer of intermodal containers and trailers.
Benefit: Reduced truck traffic on I-87 and at the U.S. Canadian border crossing. Increase intermodal activity in the Capital District.
Status: Opportunity identification.
Parsons-Clough Harbour Page 123
I-87 Multimodal Corridor Study INTERMODAL IMPROVEMENT CONCEPTS Long List Report
THIS PAGE INTENTIONALLY LEFT BLANK
Parsons-Clough Harbour Page 124
I-87 Multimodal Corridor Study
INTERCITY/INTRA-URBAN SERVICE IMPROVEMENT CONCEPTS Long List Report
STUDY AREA
The Study Area for the Intercity/Intra-Urban Passenger Service y r component of the study includes the Primary Study Area (Thruway Montreal Exit 21A to Canadian Border) and, where appropriate, portions of the Secondary Study Area (Exit 9 to Exit 21A on the Thruway, and Seconda Canadian border to Montreal). The principal focal points of these studies were existing intercity bus service along the corridor, and Plattsburgh intra-city (local) bus service in the larger urban areas.
SELECTION OF CRITICAL ANALYSIS AREAS
The initial phase of the Study’s development and assessment process involved compilation and review of available reports, stakeholder
interviews, border crossing data, and discussions with the Study Advisory Group. This review included existing bus services in the corridor -- intercity, urban commuter, and local -- and identified
trends that could influence future capital and operational investment Primary decisions.
Albany Key improvement areas that emerged from the initial Study phase included the following:
° Planning for employment and population growth hubs. ° Transit connections to recreation and tourism. ° Multimodal connections (access to aviation services, Park-and- Ride, etc.). ° Potential for BRT/bus priority systems in the Capital Region to
address general mobility needs and reduce dependence on the automobile in the congested Albany-Saratoga corridor. y
Exhibit 23 lists the candidate concepts within the Intercity/Intra- NYC Urban Passenger Service category, and indicates the approximate Secondar location of each within the Primary and Secondary Study Areas. Brief write-ups of each concept are then provided.
Parsons-Clough Harbour Page 125
I-87 Multimodal Corridor Study
INTERCITY/INTRA-URBAN SERVICE IMPROVEMENT CONCEPTS Long List Report
Exhibit 23: Intercity/Intra-Urban Passenger Service Improvement Concepts Plattsburgh No. Project Concept Location IP-1 Luther Forest Malta, New York Technology Campus TDM
IP-2 Transit Connection at Westport, New Westport/Lake Placid York Amtrak Station IP-2 Westport IP-3 Transit Access to New Windsor, NY Stewart International
IP-4 BRT in Capital Region Albany metro, NY
Primary
IP-4 IP-1 Malta
Albany
y
IP-3 Secondar
NYC
Parsons-Clough Harbour Page 126
I-87 Multimodal Corridor Study
INTERCITY/INTRA-URBAN SERVICE IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: IP-1 Concept/Location: Luther Forest Technology Campus (LFTC) Travel Demand Management (TDM), Malta, New York Purpose: Suggest strategies to minimize vehicular traffic demand on roadways leading to the LFTC site, and within the site itself. Problem: The LFTC proposal envisions up to four nanotechnology facilities and 2 million square feet of ancillary facilities on a 1,350-acre site east of the Exit 11 – Exit 12 section of I-87. The western and southern boundaries of the site run generally along Route 9 and Route 67 respectively. The development will generate significant numbers of new trips, typically in the SOV (single-occupant vehicle) mode. Description: This overview considered alternative spatial layout concepts and several TDM strategies. The proposed buildings are to be quite spread out, in keeping with the “campus” setting and the desire to provide buffer areas. Some potential ideas to reduce SOV travel are: • Site layout should be examined to minimize distances from site drives to building entrances, making transit access as convenient as possible. • Promote staggered work hours among the workers in the ancillary facilities. (Nanotechnology workers, with early-start and late-finish shifts, are already on “staggered” hours.) • Examine ridesharing potential, primarily among workers in ancillary facilities. • Given the location and size of the site, transit access would be most feasible via a “shuttle” looping through the site and connecting to regional transit nodes, for example, to (existing) Albany-Saratoga commuter buses (at Exit 11 or Exit 12 stops), or at a commuter rail station, if such service develops. Strategy: Promoting the suggested group of transit-friendly and TDM strategies fits well with the “smart growth” policies of NYSDOT and local communities. Benefit: Potential minimization of vehicular traffic demand, relative to the scope of the proposed development. Status: Saratoga Economic Development Corp. is considering these types of mitigation actions as part of its Environmental Impact Statement for the LFTC.
Parsons-Clough Harbour Page 127
I-87 Multimodal Corridor Study
INTERCITY/INTRA-URBAN SERVICE IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: IP-2 Concept/Location: Transit Connection at Westport/Lake Placid Amtrak Station, Westport, New York & other major recreation areas in Adirondack region. Purpose: Connect existing train service to the Westport station with recreational opportunities in the Lake Placid region, and other possible bus-to- train connections to other recreation areas. Problem: Currently, no year-round connection to mass transit exists for passengers arriving at Amtrak’s Westport station. Existing private bus lines serving Lake Placid and the Saranac Lake area do not stop at Westport Station. Amtrak runs a May-October shuttle on the weekends only. Other Adirondack recreational areas could also attract more visitors and be less auto-dependent if transit connectivity was improved. Description: Provide a year-round mass transit (bus/shuttle) connection for passengers arriving at Westport Station via Amtrak’s Adirondack service. Similar bus/shuttle connections to other major recreation area (e.g., Gore Mountain via link to Fort Edward-Glens Falls station) would also be investigated and developed as warranted.
Strategy: Expand Amtrak’s existing shuttle service to a year-round service. Work with bus operators currently traveling from New York, Albany, and Montreal to Lake Placid and Saranac Lake to incorporate a passenger stop at the Westport Station. Identify other ways to enhance rail- transit connection to other major recreation areas in Adirondack portion of the corridor. Benefit: This project would make the Adirondack train a more effective participant in the National Park Service’s “Trails and Rails” Partnership Program. Providing year-round access to Lake Placid, Saranac Lake, and surrounding communities would support the crucial tourism industry. Providing alternatives to passenger vehicle travel would reduce congestion and wear on Route 73. Similar benefits would acrue if services were enhanced to other recreational areas. Status: Opportunity identification.
Parsons-Clough Harbour Page 128
I-87 Multimodal Corridor Study
INTERCITY/INTRA-URBAN SERVICE IMPROVEMENT CONCEPTS Long List Report
Improvement Concepts: IP-3 Name and Location: Stewart Airport Access Study, New Windsor, Orange County Purpose: Provide convenient public transit access to Stewart International Airport, particularly from New York City and surrounding areas in both New York and New Jersey. Problem: Stewart Airport presently has limited scheduled passenger service and is looking to expand on a number of fronts. Most people in the Lower Hudson Valley use the larger and highly congested airports in the NY/NJ area (Newark, LaGuardia, etc.). Providing better transit connections to Stewart, especially by linking into the Metro-North/NJ Transit networks to the south, could link it to the major population centers and provide the support to expand service at this location. Description: The concept, which is being considered by the New York State Thruway Authority (NYSTA) and the Metro-North Railroad (MNR) as part of the Tappan Zee Bridge/I-287 Corridor studies, includes extensions or branches of the Port Jervis commuter rail line onto the airport, to provide airport access as well as expanding overall commuter rail service to this rapidly growing areas. A variety of rail alignment options, as well as BRT and other alternatives are being reviewed. Strategy: The NYSTA, in cooperation with Metro-North Railroad and other interested agencies, will continue to assess the viability of extending various public transit services onto the airport, and where warranted move forward into the planning, design and implementation of those services. Benefit: This concept would support the development of another important full-service commercial airport, reduce congestion at existing airports, and support economic growth in this vital portion of the overall corridor. Status: Metro-North Railroad, in consultation with NYSDOT, is completing the Stewart Airport Access Study, which will provide a basis for public decision-making on this important issue.
Parsons-Clough Harbour Page 129
I-87 Multimodal Corridor Study
INTERCITY/INTRA-URBAN SERVICE IMPROVEMENT CONCEPTS Long List Report
Improvement Concept: IP-4 Concept/Location: Bus Rapid Transit (BRT), along I-87 corridor in Capital District Purpose: Provide high-quality transit service between Albany and Saratoga, utilizing proposed HOT lane facility (see ITS-10). Problem: The I-87 Corridor between Saratoga and Albany is severely congested during peak hours. There currently is minimal public transit service along this corridor. Adding traditional commuter bus service in the corridor, with buses operating in general-purpose lanes, would subject that service to the same congestion and delays faced by motorists. Description: Provide BRT service utilizing the proposed HOT lane facility (ITS-10) between Saratoga and Albany. Three to four stops would be provided either at park-and-ride lots adjacent to major interchanges or at median stations with pedestrian overpasses to adjacent park-and-ride lots. Strategy: Further studying both the HOT lane and BRT concepts, and as warranted moving forward with the planning, design and implementation of these facilities. Benefit: This project would provide high-quality, rail-like transit service to commuters in the corridor in a cost-effective, flexible manner. Using the free-flowing HOT lanes, the faster BRT travel times would make it more cost-effective than making the same trip by automobile in the general- purpose lanes. Service could begin with existing buses and a limited number of park-and-ride lots, but could be expanded to include special buses and median stations. Status: Opportunity identification.
Parsons-Clough Harbour Page 130