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EXECUTIVE SUMMARY This Technical Report Represents the First Major Product of the New Paltz Land Use/Transportation Project (The “Project”)

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EXECUTIVE SUMMARY This Technical Report Represents the First Major Product of the New Paltz Land Use/Transportation Project (The “Project”) EXECUTIVE SUMMARY This technical report represents the first major product of the New Paltz Land Use/Transportation Project (the “Project”). The work effort in this initial phase of the Project focused on: extensive data collection; assessment of existing transportation, environmental and land use conditions; administration of origin/destination and household surveys; and, development of an integrated transportation/land use model for New Paltz. Phase A is the building block for subsequent phases of the Project (B and C). These phases will focus on longer term land use and transportation recommendations. PROJECT ORIGINS This Project grew out of a set of meetings that took place in the mid-1990s between the Town and Village of New Paltz, SUNY New Paltz, and the New York State Department of Transportation (NYSDOT). During these meetings the Town and Village expressed concern over the growing congestion of Main Street (Route 299). As a possible remedy to chronic congestion, there was interest and prior feasibility studies regarding a connector roadway linking South Putt Corners Road, Route 32, and Route 208 at a point south of the SUNY New Paltz campus. There was agreement that the concept of a southern connector should be evaluated within a larger land use/transportation study incorporating the Town and Village. In September 2000 NYSDOT prepared an Initial Project Proposal (IPP) to conduct a comprehensive multi-modal land use-transportation. This Project is the result of that IPP. PROJECT SCOPE The Project has 3 phases. Phase A is summarized in this Executive Summary and in the technical report that follows. The findings of Phase A provide a baseline against which to compare the future analysis of transportation and land use in New Paltz. Phase B of the project will address future land use/growth scenarios and future transportation improvements designed to manage the travel demand associated with a particular land use future. An essential concept of the Project is the direct link between the type and location of land uses, and the performance of the transportation system. Phase B will enable us to evaluate alternative land use futures, and then to test the effectiveness of different transportation solutions to achieve safety and mobility for future New Paltz citizens. Phase C is the final project phase that defines final recommendations for future land uses and transportation improvements. Phase C will include the preparation of a Final Report that will include a process for incorporating recommended transportation improvements into the Regional Transportation Improvement Program (TIP), evaluation in the Initial Project Proposal (IPP) or Expanded Project Resource Systems Group, Inc. Page ii Proposal (EPP). Phase C recommendations may also include model ordinances, overlay districts, or special district legislation. The full set of Phase C recommendations will be submitted to the appropriate Town and Village Boards for their consideration and implementation. PUBLIC PARTICIPATION Essential to this Project is a meaningful public participation process. The Project is overseen by two committees, both of which engage selected members of the New Paltz citizenry in addition to outside experts. The Citizen’s Advisory Committee (CAC) has 30 members and meets 6 times over the course of the project. The Technical Review Committee (TRC) has 12 members and is charged with working with the project consultant to review and advise on technical matters. A total of 4 public meetings will occur over the course of the work, where input and feedback will be received on various project elements. The project’s website (www.newpaltztransportation.com) is an ongoing repository of Project information, including all meeting minutes and technical memoranda. Finally, the Project will generate a total of 4 newsletters over the course of the work. A database of over 300 names has been assembled in a project mailing list for newsletter distribution. EXISTING CONDITIONS OF THE TRANSPORTATION SYSTEM Phase A includes an extensive amount of data collection relative to land use and the transportation system in the Town and Village of New Paltz. Data collection efforts included new detailed traffic counts, accident data, and origin-destination and household surveys. In addition existing bicycle, pedestrian, transit, parking, land use, environmental and road network conditions were inventoried. Concern about growing congestion in New Paltz was a driving force behind the IPP that created this Project. Extensive data collection and analysis has been conducted to evaluate the extent of congestion in New Paltz. Congestion occurs regularly on weekdays during 1-2 afternoon/early evening. Three signalized intersections operate with very long delays during normal PM peak hour conditions. In addition, a number of side streets to the Town’s arterials operate with extreme delays including: Henry DuBois Drive at Route 32; Plattekill Avenue at Main Street; South Putt Corners Road at Route 32; Hasbrouck Avenue at Route 32; and Springtown Road at Route 299. Approximately 70% of traffic on the local roadway network is local, with trip origins and/or destinations within the Town or Village. Thus, approximately 30% of all traffic that enters New Paltz on the main arterials – Route 299, Route 32 North and South, Route 208, and the NYS Thruway –also exits New Paltz on one of these arterials. Travel safety is a major concern in New Paltz. NYSDOT has rated 7 road sections within the Town and Village as being High Accident Locations. All of these road segments are on Routes 32 and 299, and most of these locations overlap with areas/intersections that are congested. The 4 intersections with the highest accident rates are Route 299/NYS Thruway, Route 32/South Putt Corners Road, Route 32/Jansen Road, and Route 32/Shivertown Road. The New Paltz Transportation-Land Use Project Phase A Report Page iii While normal PM peak hour traffic results in congestion for specific areas within the New Paltz roadway network, extreme system-wide congestion is known to occur during the many special events that take place in New Paltz. Many of these events occur at the Ulster County Fairgrounds. Creation of a Special Events Traffic Management Committee is an important first step in creating solutions to this problem. The Project has invested considerable effort in documenting conditions for pedestrian, bicycle, and transit facilities. The Wallkill Valley Rail Trail is the centerpiece of New Paltz’ alternative transportation network. Aside from this important pathway, the lack of interconnected and safe bicycle facilities throughout New Paltz is an issue that generated a great deal of discussion throughout Phase A. Key deficiencies noted include lack of bike lanes or rideable shoulders (particularly along state and county highways), lack of adequate connections to the Wallkill Valley Rail Trail, and lack of bicycle facilities west of the Wallkill River (e.g. a safe bicycle route to the Ulster County Fairgrounds). The sidewalk network within the most developed portions of the Village and Town is not complete. Both the Town and Village subdivision regulations provide authority to the respective Planning Boards to establish new sidewalk linkages through the normal land use permitting process. Of particular concern is the lack of a coherent streetscape on Route 32 north of the village, and there is a need to develop a streetscape plan for this area to promote safe pedestrian travel. In addition there is an ongoing need for clearly marked pedestrian crosswalks, such as those recently upgraded as part of NYSDOT’s Route 32 repaving project. Although New Paltz is served by a variety of transit services and providers, there was strong sentiment that improvements to transit should be considered as part of a package of future transportation improvements. Ulster County Area Transit (UCAT) has recently initiated a revised New Paltz shuttle route that serves the downtown, SUNY, and the Route 299 plazas. Ways to improve the attractiveness of this service will be explored in subsequent phases of the Project. Parking in the CBD (both on street and municipal parking) is inadequate to serve the numerous commercial entities along Main Street and adjacent local streets. The Project recommends advancing a feasibility study of structured parking downtown. Satellite parking facilities to serve special events and major employers should be identified and secured. Another noted deficiency includes lack of adequate parking at trailheads to the Wallkill Valley Rail Trail. ENVIRONMENTAL CONSTRAINTS AND LAND USE Existing environmental constraints and land use are key components of the Project that will have an effect on future land use and transportation. Figure A shows an environmental constraints map of New Paltz. Resource Systems Group, Inc. Page iv Figure A: Environmental Constraints in New Paltz The highest concentration of commercial development is currently served by Municipal Water and Sewer located primarily in the Village of New Paltz and along the NYS 299 corridor east of the Village. However, over the past 30 years, most (70%) new residential development has occurred outside the Village limits. This growth tendency runs counter to the land use direction many New Paltz residents would like to see. There appears to be consensus among the New Paltz public -- as garnered from the New Paltz Master Plan and from public meetings associated with this Project – to encourage the concentration of development, and allow for future increases in housing density, in those areas served by water and sewer (Figure B). The New Paltz Transportation-Land Use Project Phase A Report Page v Figure B: Future Land Use Map Developed by New Paltz Residents at Project Meetings Current and committed demands on the Village’s sewer treatment plant will limit the amount of future growth that can be accommodated within the Village. Hence, the desire of the public, as expressed at the Resource Systems Group, Inc. Page vi Projects’ public meetings, to concentrate future development within existing sewered areas, cannot be satisfied with the current sewer treatment infrastructure.
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